TRANSIENT HOUSING AND RECEPTION CENTRE FOR THE INTERNALLY DISPLACED IN NOIDA Thesis submitted to Visvesvaraya National Institute of Technology, Nagpur In partial fulfilment of requirement for the award of degree of
B.Arch. By
PRASAD DIPAK THANTHRATEY Guide
DR. VILAS K. BAKDE
Department of Architecture and Planning Visvesvaraya National Institute of Technology, Nagpur 440010 (India) May 2018
TRANSIENT HOUSING AND RECEPTION CENTRE FOR THE INTERNALLY DISPLACED IN NOIDA Thesis submitted to Visvesvaraya National Institute of Technology, Nagpur In partial fulfilment of requirement for the award of degree of
B.Arch. By
PRASAD DIPAK THANTHRATEY Guide
DR. VILAS K. BAKDE
Department of Architecture and Planning Visvesvaraya National Institute of Technology, Nagpur 440010 (India) May 2018 ©Visvesvaraya National Institute of Technology (VNIT) 2018
DECLARATION
I, hereby declare that the thesis project titled “Transient Housing and Reception Centre for the Internally Displaced in Noida” submitted herein has been carried out by me in the Department of Architecture & Planning of Visvesvaraya National Institute of Technology, Nagpur.
The work is original and has not been submitted earlier as a whole or in part for the award of any degree / diploma at this or any other Institution / University.
PRASAD DIPAK THANTHRATEY DATE: 09.05.2018
PLACE: NAGPUR
CERTIFICATE The thesis titled “Transient Housing and Reception Centre for the Internally Displaced in Noida” submitted by Mr. Prasad Dipak Thanthratey for the award of degree of B. Arch, has been carried out under my supervision at the Department of Architecture & Planning of Visvesvaraya National Institute of Technology, Nagpur. The work is comprehensive, complete and fit for evaluation.
Dr. Vilas K. Bakde Associate Professor, Department of Architecture & Planning, VNIT, Nagpur
Forwarded by –
Head, Department of Architecture & Planning VNIT, Nagpur Date: 09.05.2018
ACKNOWLEDGEMENT
I take this opportunity to express my heartfelt gratitude to my guide, Dr. Vilas K. Bakde for his encouragement, guidance and timely suggestions throughout the process of this thesis project. I thank him for supporting me and remaining patient at all times. I am very much grateful to our dissertation co-ordinator, Dr. Smita Khan and being extremely cooperative, giving us utmost freedom and understanding our requirements. I would like to express my gratitude to my family for teaching me the value of hard work and persistence besides many other things; my father for being my greatest role model, my mother and my aunts for ceaselessly calling to make sure that I had my share of timely meals. My brother Akshad, who gave in to my craziest of demands all the time. My maternal uncles and aunties, who called regularly to check on me. All of them kept me in high spirits and have always been a constant source of encouragement. I express my deepest gratitude to a senior and also a great friend Divyank Karnavat for making me constantly push my boundaries in order to achieve the most out of this project. This would also be incomplete without thanking my friends Saurabh, Rishabh, Mansi, Barsha, Pawan and Yogesh for constantly encouraging me through our various endless discussions. I would also like to thank my friends and juniors Shubham, Pooja and Kshitij for their support at the most crucial times. I appreciate the cooperation of the VNIT and Architecture Department Library in helping me obtain the necessary data required for my thesis project.
TABLE OF CONTENTS 1. GENERAL INTRODUCTION 1.1 Introduction…………………………………………………………………………….1 1.2 History of Shipping Containers………………………………………………………1 1.3 Aim……………………………………………………………………………………….2 1.4 Objectives………………………………………………………………………………2 1.5 Scope……………………………………………………………………………………3 1.6 Limitations………………………………………………………………………………3 1.7 Contribution to the Study……………………………………….............................3 1.8 Methodology…………………………………………………………………………..3 2. PRIMARY STUDIES 2.1 Types of Shipping Containers………………………………………………………..4 2.1.1 General Purpose Containers 2.1.1.1
Types of General Purpose Containers
2.1.1.2
Types of Special Purpose Containers
2.1.2 High Cube Shipping Containers 2.2 Primary Structural Components of a typical 20' ISO Shipping Container……9 2.3 Non-Structural Elements of a typical 20' ISO Shipping Container……………11 2.4 Advantages…………….…………………………………………………………….14 2.5 Disadvantages……………………….………………………………………………15 2.6 Building Envelope- Insulation…………………………………………………...….17 2.6.1
Spray Foam
2.6.2
Structural Insulated Panels
2.6.3
Fibreglass
2.6.4
Non-Fibreglass Batts
2.6.5
Cellulose
2.6.6
Foam
2.6.7
Advanced Fiber Technology
2.6.8
Thermafiber
2.6.9
Insulative Paints
2.7 Foundation……………………………………………………………………………22 2.8 Structural System…………………………………………………………..…………23 2.9 Container Load Bearing Capacity……………………………………………….24 2.10
Infill System……………………………………………………………………..25
2.11
Insulation Details……………………………………………………………...26
2.12
Cleaning……………………………………………………………………….29
2.12.1 Sandblasting/Abrasive Cleaning 3. STUDY CASES 3.1 Keetwonen- World’s Largest Container Campus………………………….…30 3.1.1 General Information 3.1.2 Introduction 3.1.3 Specification of a Keetwonen Unit 3.1.4 Design Features 3.1.5 Inferences 3.1.6 The Timeline 3.2 Boxpark Croydon- The Pop-up Mall………………………………………………34 3.2.1 General Information 3.2.2 Introduction 3.2.3 Design 3.2.4 Inferences 3.3 PUMA City- The Pop-Up PUMA Store……………………………………………...37 3.3.1 General Information 3.3.2 Design Features 3.3.3 Inferences 3.4 Dabba Mane- India’s First Container Home……………………………………39 3.4.1 General Information
3.4.2 Analysis 3.4.3 Design Features 3.4.4 Inferences 3.5 Comparative Analysis of the Study Cases………………………………………41 4. SITE INTRODUCTION 4.1 About the Site……………………………………..………………………………….42 4.2 Site Details………………………………………….…………………………….……42 4.3 Proximity and Different Maps………………………………………………………42 4.4 Climatic Considerations…....………………………………………………………43 4.5 Site Dimensions……………………………………………………………………….44 5. DESIGN PROGRAM 5.1 User Profile……………………………………………………………………………..45 5.2 Resident Profile……………………………………………………………………….45 5.3 Basic Activity Diagram………………………………………………………………46 5.4 Area Programme…………………………………………………………………….46 5.5 Detailed Area Statement…………………………………………………………..47 6. FINAL DRAWINGS 7. REFERENCES
LIST OF TABLES Table 1 Details relating to 20’ General Purpose Container…………….……..…..…....5 Table 2 Details relating to 40’ General Purpose Container……….………..…..……....5 Table 3 Details relating to 40’ High Cube Container………………….………..……..…9 Table 4 Comparative Analysis of all the Study Cases……………………………….....41
LIST OF ILLUSTRATIONS Figure 1 Malcolm McLean-father of modern day containers………………………….1 Figure 2 Dry Cargo Shipping Containers……………………………………………..…...6 Figure 3 Open Top Containers……………………………………………………….….…..6 Figure 4 Flat Rack & Platform Containers……………………………………………..…..7 Figure 5 Closed Ventilated Container……………………………………………….….....7 Figure 6 Reefer………………………………………………………………………….……...7 Figure 7 Tank Container……………………………………………………………….……...8 Figure 8 40' High Cube Container……………………………………………………..…….8 Figure 9 Primary Structural Components of a typical 20' ISO Shipping Container…………………………………………….………...10 Figure 10 Non-Structural Elements of a typical 20' ISO Shipping Container…………………………………………….……..….12 Figure 11 Spray Foaming………………………………………………………….…………17 Figure 12 Structurally Insulated Panel………………………………………….………....18 Figure 13 Structurally Insulated Panel Qualities……………………………….……..….18 Figure 14 Fibreglass applied on a drywall…………………………………….………… 19
Figure 15 Fibreglass installation by skilled-technician……………………….………....19 Figure 16 Non-Fibreglass Batts………………………………………………….……….….19 Figure 17 Blowing Cellulose Application…………………………………….……………20 Figure 18 Installation of Foam Insulation……………………………………………….....20 Figure 19 Application of AFT…………………………………………………………….….21 Figure 20 Heat Transfer with Insulative Paint…………………………………….…….…21 Figure 21 Deep Basement……………………………………………………………….….22 Figure 22 Crawl On Space……………………………………………………………….….22 Figure 23 Slab On Grade…………………………………………………………………….22 Figure 24 Cargo container home using precast pile foundation……………..…….22 Figure 25 Structural Configuration of Containers……………………………………….23 Figure 26 Cargo container home secured with original corner fittings……………..23 Figure 27 Roof Edge Detail……………………………………………………………….…24 Figure 28a Load acting on the corner of the posts……………………………………..24 Figure 28b Forces acts on the corner posts………………………………………………24 Figure 29 Internal framing system for cargo container home…………………..……26 Figure 30 Cargo container home interior………………………………………………...26 Figure 31 Typical Container Connection at End-wall Plan Detail………………..….26 Figure 32 Typical Container Floor Section Detail………………………………………..26 Figure 33 Typical Container Termination Plan Detail…………………………………..27 Figure 34 Typical Exterior Container Back Wall………………………………………….27 Figure 35 Typical Interior Container Wall……………………………………………...….28 Figure 36 Typical Exterior Container Wall………………………………………………...28 Figure 37 Typical Roof Section Detail………………………………………………….….28 Figure 38 Cleaning Shipping Container…………………………………………………..25 Figure 39 Sandblasting………………………………………………………………………29 Figure 40 View of the Courtyard between the residential stacks…………………...30
Figure 41 Keetwonen complex…………………………………………………………….30 Figure 42 Sectional Elevation of a Keetwonen unit …………………………………….30 Figure 43 View of a Keetwonen Unit……………………………………...……………….31 Figure 44 Custom casted Staircases ……………………………………………..……….31 Figure 45 Addition of Balconies, passage and extra Insulation………………………32 Figure 46 Development and Installation of Keetwonen Units………………………..33 Figure 47 Bird's Eye Illustration of the Boxpark……………………………………………34 Figure 48 Ground Floor Plan- to study the configurations of the containers….…..35 Figure 49 Night View of the Boxpark……………………………………………..………..36 Figure 50 The North Elevation…………………………………………………....…………36 Figure 51 Puma City- with the fragmented logo of the company………………….37 Figure 52 Outdoor Spaces, Large Overhangs and Terraces in the Puma City……37 Figure 53 Plug-in electrical / HVAC systems……………………………………………..38 Figure 54 Retail spaces with double height ceilings……………………………………38 Figure 55 Installation of the Puma City……………………………………………………38 Figure 56 India's First Container Home…………………………………………..………..39 Figure 57 Configuration of Containers on the ground floor…………………………..39 Figure 58 Configuration of Containers on the first level……………………………….39 Figure 59 Allowing diffused lighting indoors……………………………………………...40 Figure 60 Some more illustrations of Dabba Mane……………………………………..40 Figure 61 Urban Context and Mapping…………..……………………………………..42 Figure 62 Vehicular Mobility……………..…………..……………………………………..43 Figure 63 Land Use Pattern……………..…………..……………………………………...43 Figure 64 Sunpath Diagram of Noida...…………..……………………………………...43 Figure 65 Rainfall Analysis……………………………………………………………………43 Figure 66 Temperature Analysis……………………………………………………………43 Figure 67 The Site Dimensioning…………………………………………………….……..44
Figure 68 Open on all Sides…………………………………………………………………45 Figure 69 Orthogonal Modules…………………………………………………………….45 Figure 70 Organic Social…………………………………………………………………….45 Figure 71 Build Less……………………………………………………………….…………..46 Figure 72 Valley of People………………………………………………………………….46 Figure 73 Save All the Trees…………………………………………………………………46 Figure 74 Common Ground………………………………………………………………..46 Figure 75 Basic Activity Diagram…………………………………………………………..46 Figure 76 Area Distribution Chart…………………………………………………………..46
ABSTRACT
The era that we live in has witnessed the peak of human migration. People are constantly migrating in these times, either by choice (development induced factors) for better opportunities or are forced to (disaster-induced or conflictinduced), due to the dynamics which are beyond their control. Unfortunately so, the housing stock is insufficient to accommodate such masses. Hence, the need for developing housing stock in an efficient and fast manner is the need of the hour. More than 20.28 million Shipping Containers are lying inoperable throughout the world, unused and occupying the precious land. Furthermore, they have been successful in creating architectural spaces that can host different functions & human activities, not only on the scale of an individual building but also on a larger scale. This can help in creating quick and/or sometimes temporary solution for a building or a group of buildings that are structurally stable, safe, environment friendly, less time consuming to build and install on sites. These are favored with very high potential of achieving aesthetic values that can be utilized for the occupants. Building with shipping containers presents a sustainable and economical choice towards tackling housing shortage and the building industry must be realigned so that professionals adopt sustainable approaches in their designs necessarily. This project ultimately helped me in developing a thought process that encompassed a different and wider perspective of looking at habitable spaces, which was complemented by my dissertation too.
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CHAPTER 1- GENERAL INTRODUCTION 1.1 I N T R O D U C T I O N A shipping container is steel frame-usually cuboid, with a suitable strength to support large cargo transits and stowage. There are various types of containers, varying from refillable to universally standardized. For a global trade, the term container is directly associated to a shipping container which can be loaded onto a great number of transportation options without requiring unpacking of its contents. Shipping Container Architecture could be defined as that type of architecture that is generally characterised by the re-use of steel shipping containers as a structural element and architectural – envelope that can host a specific function or a human activity. Often, this type of architecture is termed as “cargotecture” or “arkitainer”, a portmanteau of cargo and architecture. The application of container architecture has greatly expanded in the recent times, an advent of their strong plating, inexpensiveness and widespread availability.
1.2 H I S T O R Y O F S H I P P I N G C O N T A I N E R The shipping container has only been around for the last five decades. The advent of this method of modular standard containerization of goods revolutionized the transportation of goods. The development of the shipping containers is credited to Malcolm McLean. He patented a container with reinforced corner posts that could be craned off a truck chassis and had integral strength for stacking. McLean was so confident in the potential of this modular cargo he took a loan for $42m and purchased the PanAtlantic Steamship Company with docking rights so that he could modify cargo ships to use his new containers. He focused on Figure 1 Malcolm McLean-father of modern day redeveloping the shipping firm and containers renamed it Sea-Land. In April 1956 the modified oil tanker owned by Sea-Land ‘Ideal X’ sailed from New Jersey to Houston carrying 58 of the new containers. Meanwhile on the West Coast of the USA the Matson Navigation Company decided to invest in container technology. They were
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importing tinned goods from Hawaii. In 1958 the first Matson container ship set sail from San Francisco. The New York Harbor Authority realized containerization required investment and the potential of containerization. So the first container port 'Port Elizabeth' was built in New Jersey in 1962. The Port of Oakland in California also realized that containerization would revolutionize trade and so invested $600k in 1969. The modularization of cargo reduced the time required to load and unload drastically and need for skilled jobs like specialist crane operators emerged. The next step was to standardize the containers. The government was therefore pushing for standardization as were the freight companies who wanted to invest in containerization. McLean owned the patent on the corner posts that were so vital to the strength and stacking of the containers and it was his release of this patent that allowed the ISO standardization to take place. In 1969, Richard F. Gibney coined the phrase Twenty Foot Equivalent (TEU) to simplify the statistics involved with comparing differing container sizes. The term is still used to describe containers.
1.3 A I M The aim of this project is to create a transient housing facility for the internally displaced people. The project aims to utilize shipping containers as the basic construction module and material.
1.4 O B J E C T I V E S
To provide a platform for the idps to re-establish stability during their reception phase- when they are most vulnerable. To create an architecture of hospitality- one that restores autonomy, safety, security and privacy, without homogenizing the vast differences of the IDPS passing through it. To study and use the shipping containers as an economical. fast, eco friendly and less-maintenance housing material
1.5 S C O P E The complexity of transient housing and rehabilitation for the internally displaced can’t be addressed in its totality. And thus, the project only covers the housing phase of their housing program with a few allied activities- in the context of existing scenarios in India.
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1.6 L I M I T A T I O N S
What happens of the internally displaces people after they vacate the housing facility is beyond the scope of the project. No abstract design can be produced due to the constraints of the specific modules. No proper live case study in India.
1.7 M E T H O D O L O G Y
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CHAPTER 2- PRIMARY STUDIES 2.1 TYPES OF SHIPPING CONTAINERS Shipping container types can be classified according to the intended purpose of the container. Whether new or second-hand (see used shipping containers), they fall into one of two convenient categories: General cargo container Specific purpose container ISO shipping container standards provides for standard shipping container dimensions. Homes made from containers are generally constructed using standard ISO containers of 20, 40 and 45 feet lengths, and are called ISBU, i,e., Intermodal Steel Building Units. High cube containers are slightly larger than those described below as they provide an additional foot of height for bulkier cargo.
2.1.1 GENERAL PURPOSE CONTAINERS Standard containers are known as general purpose containers. They are closed containers on all sides. A distinction may be drawn between the following types of standard container:
Standard containers with doors at one or both end(s)
Standard containers with doors at one or both end(s) and doors on one or both sides
Standard containers with doors at one or both end(s) and doors over the entire length of one or both sides
In addition, the various types of standard container also differ in dimensions and weight, resulting in a wide range of standard containers. Standard containers are mainly used as 20' and 40' containers. Containers with smaller dimensions are very seldom used. Indeed, the trend is towards even longer dimensions. Frame and bottom cross members are made of steel profiles, while three different materials are used for the walls: 1. Corrugated Steel Sheet Characteristics: low material costs challenging to clean because of corrugated walls easy repairing high kerb weight
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subjected to corrosion
2. Aluminium Sheet in Conjunction with Stiffening Profiles Characteristics: High material costs low kerb weight easily deformed, very quickly dented 3. Plywood with glass fibre- reinforced plastic coating Characteristics: Easy to clean owing to smooth surfaces Strong & resilient easy repairing moderate kerb weight moderate material cost
Table 1 Details relating to 20’ General Purpose Container
Table 2 Details relating to 40’ General Purpose Container
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2.1.1.1 TYPES OF GENERAL PURPOSE CONTAINERS Dry Cargo Shipping Containers These are the steel containers that are visible in virtually every seaport around the world. They are fully enclosed with strong, rigid walls, a roof and floor and resistant to the elements as well as animals, birds and vermin. One of the walls is usually adapted to create an aperture for a door opening. End loaders have a door at one of the ends on the shortest side, while some containers are fitted with side wall Figure 2 Dry Cargo Shipping Containers doors for convenient “side loading”. 20′ shipping containers and their 40 foot equivalents are the most common lengths while the standard width is 8 feet. In general, architects working on container house plans tend towards used dry cargo containers in their specifications as they easily stack and align perfectly with the next, in turn permitting easier conversion as well as structures with more than one level.
Special Dry Cargo Shipping Containers Sometimes, loading (also known as packing) and unloading (also known as unpacking) cannot be easily accomplished through the end or side doors and therefore, special containers are used to do so.
Open Top Containers
Open top shipping containers have similar characteristics to dry cargo containers except that a canvas or reinforced cover is used to protect the cargo from top. Such containers are used for heavy, bulky or fragile items and machinery.
Figure 3 Open Top Containers
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Flat Rack & Platform Containers
Flat rack containers lack the superstructure of enclosed, dry cargo boxes. They do not have fixed walls or any load-carrying structures. They do have special corner fittings at the top and bottom of the container to ensure safe stacking and handling at the container ports. These containers might be used in the transport and distribution of wood or other heavy and difficult to manage objects. Figure 4 Flat Rack & Platform Containers
Closed Ventilated Containers
Where goods need to be protected against excess moisture or humidity, such special ventilation-adapted containers are used.
Figure 5 Closed Ventilated Container
2.1.1.2 TYPES OF SPECIAL PURPOSE CONTAINERS For the transportation of food, frozen, perishable or cold goods, shipping containers are adapted to maintain their internal temperatures.
Thermal Containers or “Reefers”
Thermal containers are known in the industry as reefers. They are characterized by interior insulation on the doors, roof, floor and walls. Used for prolonging the shelf-life of food items and perishables, thermal reefers help to restrict the temperature range inside the containers.
Figure 6 Reefer
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Reefers are commonly found in 20 foot and 40 foot shipping container sizes and are further classified as follows: Insulated Shipping Containers Refrigerated Shipping Containers Mechanically Refrigerated Containers Heated Containers
Named Cargo Containers
These containers transport items such as cars, other vehicles, livestock and poultry.
Dry Bulk Containers
Dry bulk containers are used where no external packaging is required. Grains and dry foodstuffs fall into this category.
Tank Containers
Tank containers incorporate a tank for the transport and distribution of chemicals, gases and hazardous liquids.
2.1.2 HIGH CUBE SHIPPING CONTAINERS
Figure 7 Tank Container
High-cube containers are similar in structure to standard containers, but taller. In contrast to standard containers, which have a maximum height of 2591 mm (8'6"), highcube containers are 2896 mm, or 9'6", tall. A number of lashing rings, capable of bearing loads of at most 1000 kg, are mounted on the front top end rail and bottom cross member and the corner posts. Many 40' containers have a recess in the floor at the front end which serves to center the containers on socalled gooseneck chassis. These recesses allow the containers to lie lower and therefore to be of taller construction. Figure 8 40' High Cube Container
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Table 3 Details relating to 40’ High-Cube Container
These containers are also known as either HC or HQ containers. These can be accessorized, converted or modified like any other container and have become popular in shipping container homes where additional ceiling height is required.
2.2 PRIMARY STRUCTURAL COMPONENTS OF A TYPICAL 20' ISO SHIPPING CONTAINER
Corner Fitting. Internationally standard fitting (casting) located at the eight corners of the container structure to provide means of handling, stacking and securing containers. Specifications are defined in ISO 1161.
Corner Post. Vertical structural member located at the four corners of the container and to which the corner fittings are joined.
Door Header. Lateral structural member situated over the door opening and joined to the corner fittings in the door end frame.
Door Sill. Lateral structural member at the bottom of the door opening and joined to the corner fittings in the door end frame.
Rear End Frame. The structural assembly at the rear (door end) of the container consisting of the door sill and header joined at the rear corner fittings to the rear corner posts to form the door opening.
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Figure 9 Primary Structural Components of a typical 20' ISO Shipping Container
Top End Rail. Lateral structural member situated at the top edge of the front end (opposite the door end) of the container and joined to the corner fittings.
Bottom End Rail. Lateral structural member situated at the bottom edge of the front end (opposite the door end) of the container and joined to the corner fittings.
Front End Frame. The structural assembly at the front end (opposite the door end) of the container consisting of top and bottom end rails joined at the front corner fittings to the front corner posts.
Top Side Rail. Longitudinal structural member situated at the top edge of each side of the container and joined to the corner fittings of the end frames.
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Bottom Side Rail. Longitudinal structural member situated at the bottom edge of each side of the container and joined to the corner fittings to form a part of the understructure.
Cross Member. Lateral structural member attached to the bottom side rails that supports the flooring.
Understructure. An assembly consisting of bottom side and end rails, door sill (when applicable), cross members and forklift pockets.
Forklift Pocket. Reinforced tunnel (installed in pairs) situated transversely across the understructure and providing openings in the bottom side rails at ISO prescribed positions to enable either empty capacity or empty and loaded capacity container handling by forklift equipment.
Forklift Pocket Strap. The plate welded to the bottom of each forklift pocket opening or part of bottom side rail. The forklift pocket strap is a component of the forklift pocket.
Gooseneck Tunnel. Recessed area in the forward portion of the understructure to accommodate transport by a gooseneck chassis. This feature is more common in forty foot and longer containers.
2.3 NON-STRUCTURAL COMPONENTS OF A TYPICAL 20' ISO SHIPPING CONTAINER
Fiberglass Reinforced Plywood (FRP). A material constructed of laminates of fiberglass, polyester resins, and plywood, also known as sandwich panel.
Wall Panel. Corrugated or flat sheet steel, a riveted or bonded aluminum sheet and wall post assembly, FRP, foam and beam, aluminum, or honeycomb material that forms the side wall or end wall.
Wall Post. Interior or exterior intermediate vertical component to which sheet aluminum or steel is riveted or welded to form a wall panel.
Wall Beam. Encapsulated vertical component to which sheet aluminum or steel is bonded to form a wall panel. This is found in foam and beam panels.
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Figure 10 Non-Structural Elements of a typical 20' ISO Shipping Container
Lining. Plywood or other like material attached to the interior side and end wall to protect the walls and/or cargo and facilitate loading operations.
Lining Shield. A strip of thin metal installed at the bottom of the interior walls to protect the lower portion of the lining from damage by materials handling equipment during loading or unloading operations.
Kick Plate. A common name for a lining shield installed on the lower portion of the interior front end wall.
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Ventilator. Two or more devices permanently attached to the side or end wall panel that provides openings for the exchange of air (but not water) between the outside and the container interior.
Roof Panel. Corrugated or flat sheet steel, sheet aluminum, FRP, or foam and beam and aluminum honeycomb panel that forms the top closure of the container.
Roof Bow. Lateral non-structural member attached to the top side rails and supporting the underside of the roof panel. Roof bows used with removable cover (tarp) assembly are unattached. Not all container designs require roof bows.
Roof Beam. Encapsulated horizontal component to which sheet aluminum or steel is bonded to form a roof panel.
Roof Reinforcement Plate. An additional metal plate on the interior or exterior of the roof panel adjacent to the top corner fittings that provides protection of the roof panel or top rail components from misaligned handling equipment.
Tarp. Jargon for "tarpaulin" which is a waterproof and flexible fabric used for covering the top of an open-top container. This covering is referred to as a "Tilt" in some countries.
TIR Cable. Plastic sheathed wire rope that is designed in accordance with TIR customs convention and is threaded through the welded loops on the sides, end panels and door panels of an open-top container to secure the tarp.
Flooring. Material that is supported by the cross members and bottom rails to form a load bearing surface for the cargo. The flooring is usually constructed of laminated wood planks, plywood sheets, or other composition material and is screwed or bolted to the cross members. Some containers have welded steel or aluminum flooring, sandwich panels or a combination of metal and wood.
Joint Strip. A formed steel or aluminum strip (usually hat-shaped section) installed between joints of the plywood sheet flooring or joints of the plywood sheet lining to help integrate and support the edges of the plywood.
Threshold plate. Plate forward of the door sill to protect the entrance area of the container floor. This plate is commonly referred to as a crash plate.
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Steps. Folding steps are found on some ISO Shelters and are used to gain access to the roof. They must be folded up prior to transporting shelter.
Sandwich Panel. A type of fixed or removable panel construction used in ISO Shelters consisting of a thin inner and outer sheet aluminum skin, bonded or fastened to a core constructed of either honeycomb or structural foam and aluminum beams.
Striker Plate. An additional metal plate on the exterior of the roof panel adjacent to the top corner fittings that provides protection to the roof panel or top rail components from misaligned handling equipment.
Sling Pad. An additional metal plate on the exterior of the roof panel located in the center of the roof panel that provides protection to the panel from lowered handling equipment.
2.4 A D V A N T A G E S Scope for Customization Shipping containers can be easily modified to fit any purpose due to their shape and material. Durability Shipping containers are designed to be stacked in high columns, carrying heavy loads and also to resist harsh environments. Due to their high strength, shipping containers are usually the last to fall in extreme weather, such as tornadoes, hurricanes, and tsunamis. Low Structural Cost - High Strength Shipping containers offer a huge structural strength for a fraction of the cost of traditional constructions. Because the strength is contained in the structural elements, the foundation design is simpler and less expensive.
Modular Nature All shipping containers provide modular elements that can be combined into larger structures. This simplifies design, planning and transport. As they are already designed to interlock for ease of mobility during transportation, structural construction is completed by simply emplacing them. Labor The welding and cutting of steel is considered to be specialized labor and can increase construction expenses, yet overall it is still lower than conventional construction.
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Transport As they already conform to standard shipping sizes, pre-fabricated modules can be easily transported by ship, truck, or rail. Availability Owing of their wide-spread use, new and used shipping containers are omnipresent across the planet. Expense Containers are available at an amount that is low compared to a finished structure built by other labor-intensive traditional construction techniques- which also require larger more expensive foundations. Eco-friendly When up-cycling shipping containers, thousands of kilograms of steel are saved. In addition when building with containers, the amount of traditional building materials needed are reduced. Small Footprint - Large Living Area This construction technique is ideal for multi-storey dwellings or office space, offering a large usable area in a small footprint. Off Site Construction ISBU units can be built off-site and then delivered to the site. Construction Time Once the plan is designed, the containers are prepared and fitted out at the workshop. Construction time on-site can be as little as 7 days to fully weather-proofed condition. Unlimited Potential for Difficult Sites The structural strength can be used to overcome design problems posed by difficult sites, as all the services are pre-installed into the containers and the foundation demands of these turnkey units is very minimal.
2.5 D I S A D V A N T A G E S Temperature Steel conducts heat very well; containers used for human occupancy in an environment with extreme temperature variations will normally have to be better insulated than most traditional structures.
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Lack of flexibility Creating spaces using containers (either 20 or 40 feet) is rigid and time consuming. The 40 feet containers can be difficult to maneuver in some residential areas. Humidity In temperate climates, moist interior air condenses against the steel, making it damp. Rust will form unless the steel is well sealed and insulated. Construction site Containers in most cases are required to be placed by a crane or forklift, as an advent of their size & weight. So guiding them across the site is a tedious process. Building Permits Since the use of steel for construction is not widely used for residential structures, obtaining building permits may be troublesome in some regions due to the local regulatory bodies not having seen such applications before. Treatment of timber floors Most container floors when manufactured are treated with insecticides containing copper (23–25%), chromium (38–45%) and arsenic (30–37%) to meet quarantine requirements of certain nations. So before human habitation, floors should be removed & safely disposed. Units with steel floors would be preferable. Cargo spillages Spillages or contamination occurred on the inside surfaces of a container and need to be cleaned before habitation. If possible, all interior surfaces should be abrasive blasted to bare metal, and re-painted with a nontoxic paints. Solvents Solvents released from paint and sealants used in manufacture might be harmful. Damage While in service, containers get damaged by friction, handling collisions, and force of heavy loads overhead during ship transits. Cracked welds, twisted frames or pin holes if found, must be seamlessly repaired if possible. If not, such containers must be discarded to find a better one. Roof weaknesses The vertical two ends of a container are strong, but the roof is not designed for bearing much load. So, limit of 300 kg is recommended considering the safety of the interiors.
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2.6 BUILDING ENVELOPE – INSULATION Insulation is primarily required to slow down that transfer of heat across a membrane. The choice of insulation is therefore a critical decision if it is to be made habitable for human accommodation. In addition to R-value, the materials’ relationship with the rest of the building envelope is also a matter of consideration. (R-value is a measurement of a material’s ability to resist the transfer of energy; Higher the R-value, the more effective the insulation.) By doubling the thickness of an insulating material, we can double its R-value, cutting energy transfer in half; however, the law of diminishing returns means that the same resources applied over again yield half the net change. One also needs to factor in comfort and durability. A comprehensive insulation strategy therefore takes into consideration the cost, application techniques, products’ efficiency and environmental impact. Looking at a complete wall assembly design and its energy analysis is the only way to find the right balance between construction cost, long-term energy savings, and overall environmental impact. Some of the products and practices being used to insulate today’s high-performance homes are outlined below.
2.6.1 Spray Foam: Foam-in-place technology is playing an increasingly important role in establishing a tight building envelope. Historically, most of these products utilized high-density, closedcell polyurethanes, which involved exposure to potentially hazardous chemicals during application. These days, they usually flash their VOCs quickly and become fairly safe after a short time. Closed-cell foams are very effective at managing air leakage and can have high R-values of up to 7 per inch.
Figure 11 Spray Foaming
There are a number of non-ozone-depleting, open-cell products available now. These open-cell foams have lower R-values, but manufacturing them requires fewer hydrocarbon resources. Some are managing to replace petrochemicals with bio-based raw materials. Such products seem to be gaining rapid popularity as alternatives for traditional insulation are actively sought after.
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2.6.2 Structural Insulated Panels: Typically constructed OSB (Oriented Strand Board) - sandwiching a foam core are an alternative to installing traditional insulation, the Structural Insulated Panels (SIPs). Professionals appreciate the ease with which they can be assembled and the improved performance they provide.
Figure 12 Structurally Insulated Panel
Typical wall system R-values are from 22 to 30; these walls actually perform remarkably well because of less framing materials and hence, decreased thermal bridging. This not only provides a faster and very tight enclosure but also eliminates the conventional framing approach. Still, these require training to install them correctly for them to function well.
Figure 13 Structurally Insulated Panel Qualities
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2.6.3 Fiberglass
Figure 14 Fibreglass applied on a drywall
Figure 15 Fibreglass installation by skilled-technician
All-pervasive and economically reasonable, fiberglass represents the largest share of the insulation material market. It’s available in loose form for blown-in installation and in blankets, rolls, and batts for compression installation. Depending on density, both blown and stuffed fiberglass products provide R-13 to R-15 in a 2×4 wall cavity. Medium-density fiberglass designed for 2×6 constructions can provide up to R-21. A few missed cuts, gaps, or cracks left between batts, in case of stuffed insulation plunges the R-value. A more foolproof system to prevent air infiltration can be provided by blown and foamed insulation.
2.6.4 Non-Fiberglass Batts Non-fiberglass batts can be made of cotton, sheep’s wool, or mineral (rock or slag) wool. All of the alternative batt insulation products are made almost entirely from recycled or renewable materials. They offer similar thermal performance as fiberglass but at a slight cost premium. To make them fire resistant and prevent mold and insect infestation, most alternative batt (and cellulose) insulation Figure 16 Non-Fibreglass Batts fibers are coated with ammonium sulfate or borate.
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2.6.5 Cellulose Although the broad category of cellulose insulation includes a variety of products such as granulated cork, hemp fibers, straw, and grains, the most common and readily available cellulose insulation is made almost entirely from recycled newspapers, cardboard, waste paper, and wood pulp. Fire-retardant chemicals and, in some products, acrylic binders are generally added.
Figure 17 Blowing Cellulose Application
Nowadays, blown cellulose is applied dry or merely damp, eliminating the extended drying times required for older and “wet� application. Because of its relative high density and fire suppressants, this recycled newsprint product increases the fire resistance of building assemblies by 22% to 55%. It also provides a better air seal than fiberglass because of its higher density and slight dampness when applied.
2.6.6 Foam
Figure 18 Installation of Foam Insulation
Although R-values remain close to equivalent across all insulation products, expanding foam has an added benefit because of the excellent air seal it provides. Foams are two-part products that are mixed through a blowing mechanism and sprayed into the framing cavity. The two chemicals react and expand. As the foam expands, it fuses tightly around all pipes, ducts, and wires, creating an airtight seal that yields much higher thermal performance than R-value alone would suggest.
2.6.7 Advanced Fiber Technology AFT cellulose insulation is made from 85% post-consumer recycled newspaper and cardboard. The pulp is ground into a fine, fluffy powder, then treated with primarily boric acid and borax to render it fire resistant. The higher density of this cellulose insulation makes for a tight seal, second only to foam products in blocking air infiltration and sound deadening, says the company. The blown-in insulation provides an R-value of 3.8 per inch
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.
2.6.8 Thermafiber Thermafiber mineral wool insulation is made with up to 90% post-industrial recycled content. Thermafiber can provide high sound-transmission coefficients that improve indoor environmental quality. The product offers fire resistance of more than 2,000 degrees F for more than five hours.
also
Figure 19 Application of AFT
2.6.9 Insulative Paints A broad spectrum thermally reflective coating is applied to block heat radiation in a much broader range of heat to dissipate it rapidly. This type of coat reduces heat transfer through the coating- with 90% of solar infrared radiation and 85% of ultraviolet radiation being radiated back from the coating. An "insulative" paint works bi-directionally. An example of this would be an exterior wall of a building to which an "insulative" paint has been applied. Direct sunlight is reflected from the surface as well as heat (winter months) that is migrating through the wall outward toward the colder outside air. A "thermal image" will clearly show the reduction of winter time heat loss from a home through areas that have been painted with a true insulative paint. Although higher grade paints have also been used in space program for insulating the space shuttles, insulative paints should be seen more as an additional insulation Figure 20 Heat Transfer with Insulative Paint coating over other insulation. This may help in side-lining the setbacks of the primary insulation and hence will perform better as an envelope.
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2.7 F O U N D A T I O N There seem to be three major methodologies in regards to a foundation systems for any building structure- deep basement, crawl space, and slab-on-grade. Most cargo container homes utilize either a slab-ongrade foundation or a concrete pile foundation. As the cargo containers are intermodal containers, a basement would not be practical. A home utilizing a slab-on-grade foundation system would lay a foundation & set the cargo containers on top of the foundation. The modular units are placed on the floor slab & secured with bolts or fixtures set in the concrete slab itself. This system offers a solid platform that will easily support a cargo container home.
Figure 21 Deep Basement
Figure 22 Crawl On Space
An alternative to the slab-on-grade foundation is a deep foundation system. Two common types of deep foundations are a pile system & drilled pier system. A pile is typically a precast concrete cylinder that is driven into the ground, while a pier is cast on site in a drilled well. Precast pile have a better solution over drilled piers in case of cargo container homes.
Figure 23 Slab On Grade
This foundation system is also called a raised foundation that is created by using precast piles. The home is clearly supported only by precast piles. (Figure 24) Figure 24 Cargo container home using precast pile foundation
Most of the foundation types & construction systems described can be designed to meet necessary requirements. Factors affecting the choice of foundation type and construction system are:
Site conditions; Overall building design; Climate; Local market preferences, and Construction costs.
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2.8 S T R U C T U R A L S Y S T E M
Figure 25 Structural Configuration of Containers
The container’s steel strength is dependent on the entire steel frame/supporting walls intact. Many cargo container home designs require the removal of sidewalls, which has an effect on the strength & safety of the containers. Containers with walls removed therefore yield before the required capacity specified in ISO standards. When subjected to vertical loads, the roof had little structural significance and the end walls are the strongest load resistive components. The potential deformation involved with the removal of walls, and a potential solution to the problem have been depicted in the figure above.(Figure 25) Steel guardrails can be welded to the interior of the structure to provide additional support & stability for the container. Vertical connection is relatively simple, Figure 26 Cargo container home secured with original corner fittings due to the nature of the container. Every container is designed with a fitting on each corner. Those same corner connections prove essential in multi-story cargo container homes and can be used to secure the modular units together. This methodology is applicable when the containers are oriented in similar directions. Securing the containers to the foundation is often successfully done by welding the containers to steel brackets cast in the foundation to provide a solid base for the home. Below is a shipping container home green roof detail composed (from top down) of planting medium (in this case "roofrug"), waterproof membrane, insulation and plywood. One of the biggest issues with any roof is standing water. This technique process that water very effectively in the planting medium growth cycle, however there should
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be an additional drainage mechanism in the detail. The edge condition below shows a very conventional side gutter and weep hole set that works nicely.
Figure 27 Roof Edge Detail
2.9 CONTAINER COMPRESSIVE LOAD BEARING CAPACITY
Figure 28a Load acting on the corner of the posts
Figure 28b Forces acts on the corner posts
The shipping containers are designed to make vertical contact with each other through discrete corner fittings when stacked. And the strength of this posts determine the number of containers which can be stacked. Corner posts of ISO Series 1 containers should be tested to a load of 86,400 kgs. This is the load applied to the posts of the bottom
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container in an 8-on-1 stack of 24,000 kg (gross weight) containers multiplied by a factor of 1.8. (This extra factor is used to take into account “conditions aboard ship and the relative eccentricities between superimposed containers.”)
Stacking ISO containers 10 high on land is reasonable, and stacks as high as 12 may be possible depending on the type of container purchased and on the loading of the container.
2.10 I N F I L L S Y S T E M A cargo container home’s infill system is one of the most functional and aesthetically pleasing aspects of the building. The infill system consists of the MEP system (Mechanical, Electrical and Plumbing), as well as aesthetical components. The home’s insulation is also included in the infill system. First, a non-loadbearing frame is constructed inside of the cargo containers. Both coldformed steel and light timber can be used. This internal framing offers both a means to hang drywall or gypsum board as well as a cavity to locate insulation and components of the MEP systems. Figure 29 depicts the construction of an internal steel framing system to separate rooms of an ISBU. Voids can also be cut into the container and framed in to allow for standard windows and doors. After the framing is complete, the electrical and plumbing systems can be installed. Again, the wiring and routing of plumbing is very similar to that of a standard home, with the exception of spatial requirements. Ventilation/central heating and cooling is a major challenge due to the height restrictions of the containers. A standard HVAC system is possible with the usage of shallow ductwork concealed within a slightly suspended ceiling. The insulation methodology is again, similar to that of a home constructed by a standard methodology. Both insulating foam and blown insulation are possible insulation methods, and due to the internal framing, space is available to do either method. Figure 30 features the interior of a cargo container home. The application of drywall, hardwood flooring, standard appliances and furniture, and lighting creates a home that is very similar to a modern home constructed using a standard methodology (i.e. without using cargo containers)
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.
Figure 29 Internal framing system for cargo container home
Figure 30 Cargo container home interior
2.11 I N S U L A T I O N D E T A I L S
Figure 31 Typical Container Connection at End-wall Plan Detail
Figure 32 Typical Container Floor Section Detail
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Figure 33 Typical Container Termination Plan Detail
Figure 34 Typical Exterior Container Back Wall
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Figure 35 Typical Interior Container Wall
Figure 36 Typical Exterior Container Wall
Figure 37 Typical Roof Section Detail
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2.12 C L E A N I N G For the containers to be fit for human habitation they will require vigorous cleaning and disposal of any harmful chemicals including insecticides (copper, chromium and arsenic). Often abrasive sandblasting is carried out to all internal surfaces, removing any wooden flooring and repainting with nontoxic paints.
Figure 38 Cleaning Shipping Container
Many shipping containers come covered in lead based paint. The paintwork must be properly sealed with something like Zap Oil (made by Valspar Corp). This will ensure that if people, especially children come into contact with the paint, and then put their hands in their mouths, there won’t be any chance of lead poisoning.
2.12.1 SANDBLASTING/ ABRASIVE CLEANING Abrasive blasting is the operation of forcibly propelling stream of abrasive material against a surface under high pressure to smooth a rough surface, roughen a smooth surface, shape a surface or remove surface contaminants. Abrasive blasting uses various materials to strip imperfections, paint, rust and other contaminants from a surface. It’s an important step in surface coating preparation, as it cleans Figure 39 Sandblasting a substrate and creates a surface that will hold a protective coating. Blasting takes the place of more labour-intensive cleaning methods like wire brushing or sanding. During the process, it’s important to keep temperatures and relative humidity levels low using temporary climate control solutions to eliminate excess moisture that could hinder the protective coating’s application and drying. Temperature and humidity control is particularly vital when preparing metal surfaces, as the bare metal’s exposure to the environment makes is susceptible to oxidation.
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CHAPTER 3: STUDY CASES 3.1 KEETWONEN- WORLD’S LARGEST CONTAINER CAMPUS 3.1.1 GENERAL INFORMATION: Architect: TempoHousing Location: Amsterdam, Netherlands Function: Student Housing Year: 2005 No. of Containers: 1034 Area: 31020 m2 (7.66 Acres) Climate Type: Moderate Activities: Housing, Common Areas, Cafe, Laundry, Supermarket Figure 40 View of the Courtyard between the residential stacks
3.1.2 INTRODUCTION: Keetwonen is the world’s first and largest container campus for students built by TempoHousing. Since Amsterdam faced a huge lack of student housing, they took a big step and decided to contract Tempohousing to build a removable container campus for students. Living in a shipping container is not really new but Tempohousing took the concept to a new level and built a dedicated production line in China to produce Figure 41 Keetwonen complex up to 40 shipping container homes per week. The finish of these modular homes met the high building standards in Europe. Each unit is complemented with its own bathroom, kitchen, balcony, separate sleeping and study areas, large windows that provide daylight and views of the adjacent area. Heating throughout the units is supplied by a centrally located natural gas boiler system and is fully insulated on the interior walls. Keetwonen integrates a rooftop that helps with
Figure 42 Sectional Elevation of a Keetwonen unit
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water shedding during heavy rains while providing heat dispersal and insulation for the top floor units. Many of the initial fears were put to rest once the students adapted to their new homes, such as the small size, the loud noise levels, and maintaining climate control. Since the dormitories’ completion, it has been among one of the popular students accommodation facilities. Although this project was initially meant to only stay on this site for 5 years (and to be relocated to a new location – shipping container homes are ideal for that purpose), it is expected that the relocation will be postponed until end of 2018. The project started at the end of 2005 (first 60 homes commissioned in September 2005) and was completed in May 2006 – a construction speed of 150 homes per month. The estimated cost of construction was $32,054,122 dollars, resulting in a cost of $94.28 dollars per square foot, which came in under budget from its original preliminary estimates.
3.1.3 SPECIFICATION OF A KEETWONEN UNIT: Gross Floor Space: 30m2 Total Net Floor Space: 26.7m2 Living/Bedroom: 11m2 Kitchen/Study: 11m2 Bathroom: 2.4m2 Balcony (if equipped):2.2m2 Internal Width (standard): 2.25m Internal Height (standard): 2.25m Weight (empty): 5500kgs Figure 43 View of a Keetwonen Unit
3.1.4 DESIGN FEATURES Configuration All the 1034 Containers are stacked up to 5 levels high, with bolt connections into 12 different buildings. Ventilation Courtyards are created between the buildings, which helps in stack ventilation and also provides the students with a place to store their bikes. Each unit opens into the courtyard, which minimizes the claustrophobia. The containers are oriented to generate forced and stack ventilation.
Figure 44 Custom casted Staircases
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Vertical Circulation Specially made staircases have been erected and connect the passages that connect with the room. Temperature The Keetwonen units are designed to maintain an average temperature of 21 degrees Celsius. Insulation Rigid XPS extruded polystyrene insulation with drywall. One extra roof is installed on the top of the container stack for extra insulation and it also helps in rainwater harvesting.
3.1.5 INFERENCES
Services Every unit has a centrally located cable & duct shaft, making installation & dismantling of services easy.
Orientation is climatologically important to passively passage and extra Insulation modulate the micro-climate of the surroundings.
Insulation choice is directly an outcome of the climate type and is also dependent on the cost factors.
Additional Space can be created by opening the doors and used as an extended space.
Noise Reduction can be achieved as an outcome of Floating Floor System/ ‘Box-inbox’ system.
Figure 45 Addition of Balconies,
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ï‚·
3.1.6 THE TIMELINE
Figure 46 Development and Installation of Keetwonen Units
The production and installation of individual Keetwonen units is shown in the adjacent illustration through the twelve said steps.
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3.2 BOXPARK CROYDON- THE POP-UP MALL 3.2.1 GENERAL INFORMATION: Architect: BDP Location: Croydon, United Kingdom Year: 2016 No. of Containers: 96 (4 Containers unaltered) Area: 2622 m2 Climate: Moderate Cost: 3 Million Euros Activities: Cafes, Restaurants, Galleries, Stores, etc.
3.2.2 INTRODUCTION:
Figure 47 Bird's Eye Illustration of the Boxpark
The two-storey structure is constructed out of 96 shipping containers. It is in the form of a semi-enclosed market hall with units arranged around it, and provides 24,000 sq.ft. of retail and restaurant space. It has a covered seating area, 36 shop units and is focused on dining and drink outlets. It opened in October 2016. It also hosts events such as music performances, kickboxing and movie screenings.
3.2.3 DESIGN The design creates a semi-enclosed market hall so there is a central focus to the scheme with units arranged around it. The central courtyard covered for seating and events is spanned by a steel-framed roof canopy structure. It is clad with polycarbonate and hence allows natural light to penetrate the areas below. Supported by 12 vertical columns and admeasuring approximately 20m x 20m, the canopy is reinforced by a series of cross bracings located between the primary columns to add some extra lateral stability. It has been primarily designed as a sway frame to ensure rigidity. This also ensures that the venue is functional throughout the year and in all-weather conditions. Although the containers and the steel-framed roof are independent structures, both had to be installed simultaneously, as erecting them individually would have been problematical due to the site constraints. Thus, the containers were brought to site in
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batches of nine. Then these were lifted into the demarcated position and then an adjacent portion of roof was erected. The protrusion of the containers on the edge has been used to further create terrace spaces. The upper level containers are generally positioned at 90 degrees to the lower units. And thus, stiffening posts were added to the ground level units to absorb the unusual loads during the modification process. This also helped in creating room for a wrap-around first floor level circulation route. The steel support stanchions for the canopy and the timber sleepers that support the ground floor containers are held by the piles that have been laid out for the structural support. As the south elevation has no containers and is effectively the main
entrance,
a
steel-
framed footbridge spans this area at first floor level. The Boxpark has two main street Figure 48 Ground Floor Plan- to study the configurations of the containers
level entrances. Both of the entrances
are
adorned
with curved beams forming a canopy. The Internal courtyard formed in the middle and the two entry/exits points at the ends generate air flow which helps in ventilation. The ground floor plan shows the relationship between the shipping containers and central atrium which emphasizes the interaction of the public while provoking the sense of city lifestyle in Croydon, UK.
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3.2.4 INFERENCES
Site is not really a concern when dealing with container architecture since they can be fit anywhere due to their size. Also, proper phasing of activities needs to be done in consultation with professionals while installing the containers in place so that the site remains hassle-free.
Using other materials that function well in said site conditions can be supplemented with the containers to ensure aesthetics and more efficient use of the space.
The containers can themselves be arranged in a number of configurations as an advent of their modular nature and thus can be extensively used to fit a wide variety of purposes. This can also be used as a climatological tool to generate forced ventilation.
Although containers can support their own weights up to 12 levels high, proper foundation still needs to be taken care of, especially when other materials are added which can add more dead weight. This also depends upon the site soil conditions.
Figure 49 Night View of the Boxpark
Figure 50 The North Elevation
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3.3 PUMA CITY- POP UP PUMA STORE 3.3.1 GENERAL INFORMATION Architect: LOT-EK Client: PUMA Location: Multiple Global Ports Project Type: Mixed Use Activities: Event Place, Retail, Office, Leisure/Bar Size: 11000 Sq.Ft No. of Containers: 24 Container Size Used: 40’ Container Structural Consultant: Robert Silman Associates Mechanical/Sustainability Consultant: Rosini Engg. Figure 51 Puma City- with the fragmented logo of the company
3.3.2 DESIGN FEATURES Puma City is conceived as a three level stack of containers, shifted to create internal outdoor spaces, large overhangs and terraces. The stack is branded with the supergraphic logo of the company – fragmented as a result and the expression of the stack shift as visible in Figure 51. The Plug-in electrical / HVAC systems and Figure 52 Outdoor Spaces, Large Overhangs and Terraces ease of assembly allow the structure to in the Puma City responds to international code and climate changes. Two full retail spaces on the lower levels, both designed with large double height ceilings and 4-container-wide open spaces – as a counterpoint to the modular box-quality of the container inner space. The second level houses offices, press area and storage. A bar, lounge and event space with a large open terrace is placed at the top level.
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The building uses 24 numbers of 40-foot long shipping containers as well as a number of the existing container connectors to join and secure containers both horizontally and vertically. Each module has been designed to ship as a conventional cargo container through a system of structural covering panels. They fully seals all of its large openings and can be removed on site to re-connect the large, open interior spaces. It has been assembled & disassembled a number of times over various ports.
3.3.3 INFERENCES
Spaces can be created by stack-shifting the containers which can be used as additional spaces.
Thermal comfort inside the containers need to be achieved by combining natural & mechanical means and is important for human habitation.
Containers can be put up anywhere if it can be transported & hence presents a sustainable and economical choice towards tackling housing shortage.
Figure 53 Plug-in electrical / HVAC systems
Figure 54 Retail spaces with double height ceilings
Figure 55 Installation of the Puma City
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3.4 DABBA MANE- INDIA’S FIRST CONTAINER HOME 3.4.1 GENERAL INFORMATION Location: NRI Layout, Ramamurthy Nagar, Bangalore Area: 960 SQ.FT Container Size Used: 20’X8’X8’6” No. Of Containers Used: 4 Year: 2011 Cost: 10 Lakhs Built by: Kameshwar Rao (owner) Figure 56 India's First Container Home
3.4.2 ANALYSIS The entire container home complex consists of four containers. Two of them are used as office space and bachelor pad. The space between is used as a garage. (See Figure 14) Two used shipping containers were sourced from the Chennai docks for RS 1 lakh (about USD$1540) each. They were transported to Bangalore and were installed by crane. The other two containers were already present on the site. On the first level, two containers were placed in an L-shape configuration to promote cross ventilation. One container Figure 57 Configuration of became the kitchen. The other became a duplex bedroom Containers on the ground floor attached with a bathroom. (See Figure 15) This house also includes a wall made out of glass beer bottles, with a bullock cart wheel at its center. Industrial stencils with letters cut out became the railing for a bedroom that looked over the hall, and a diesel funnel from an old truck was cut into half and made into the kitchen sink. The doors
3.4.3 DESIGN FEATURES
The N-S orientation of the building helps in the natural Figure 58 Configuration of Containers on the first level ventilation of the dwelling.
The glass beer bottle filling wall in the living room provides indirect lighting inside.
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No raised foundation has been given to the containers at the ground floor, as it depends on the soil bearing capacity and on the site, it was not required.
Tiles have been laid using a very thin layer of cement slurry on the residential containers above and also on the terrace.
Provisions of ample number of fenestrations on the insides makes the interiors looks more spacious. Figure 59 Allowing diffused lighting indoors
The two 20’ containers on the ground floor have been provided with smaller windows and painted for insulation purposes. The doors are kept the same.
The toilet floor is raised on the upper level to incorporate all the services. Sliding door is used as seen in the illustrations that follows.
3.4.4 INFERENCES
Proper insulation is necessary in maintaining thermal comfort indoors and life of the boxes. Complexity must be avoiding during installing services and such be kept functional. Gypsum Board, Fibreglass, Glasswool can be used for insulation and economical also. The boxes must be laid in such a pattern that the passive spaces created can also be used effectively with minimum alterations. Figure 60 Some more illustrations of Dabba Mane
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Table 4 Comparative Analysis of all the Study Cases
3.5 COMPARATIVE ANALYSIS OF ALL THE STUDY CASES
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C H A P T E R 4: S I T E I N T R O D U C T I O N 4.1 ABOUT THE SITE NOIDA is a symmetrically planned city and the part of National Capital Region of India. It is becoming preferred destination for companies offering services in various domains. It is very well connected to the NCT and has observed continuous growth over the past few decades an advent of saturation in New Delhi.
4.2 SITE DETAILS AREA: 10 acres LOCATION: A-9, sector 132A, Noida [23°38’ N, 77°22’ E] ELEVATION: 199M above AMSL TOPOGRAPHY: The land is a flat surface land, devoid of any significant level differences. VEGETATION: Frequent bushes are present on the site. The surrounding has some indigenous tress though. CONNECTIVITY: The site is very well connected by a network of roads as shown I the vehicular mobility plan below. CURRENT USE: the site is devoid of any activity now.
4.3 PROMIXITY AND DIFFERENT MAPS
Figure 61 Urban Context and Mapping
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Figure 63 Land Use Pattern
Figure 62 Vehicular Mobility
4.4 CLIMATIC CONSIDERTIONS The climate is considered to be semi – arid climate. During the year, there is a little rainfall in Noida. According to Koppen and Geiger, the climate is classified as BSh. The temperature here is average is 25.2 °C, the rainfall here averages 724 mm. Figure 64 Sunpath Diagram of Noida
Figure 65 Rainfall Analysis
The driest month is April with 2mm of rain. Most precipitation falls in August, with an average of 26 m.
Figure 66 Temperature Graph
The June is warmest month of the year. The temperature of the month averages from 34.2 °C.
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4.5 SITE DIMENSIONS
Figure 67 The Site Dimensioning
The site is almost a rectangular one in Sector 132A in Noida. The dimensions are as shown above, with a 24M road on the Northwest Side.
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C H A P T E R 5: D E S I G N P R O G R A M 5.1 CONCEPT Open on All Sides Open to community and landscape through a network of interconnected streets that open up at various junctures- providing a scope of chanced interaction.
Figure 68 Open on all sides
Orthogonal Modules Flexible, Non-Hierarchical stacking speed and quality of construction is maintained through the use of orthogonal modules, i.e containers.
Organic Social
Figure 69 Orthogonal Modules
The project offers scales of social spaces that are important for community-building as well as for the sense of discovery for its residents.
Figure 70 Organic Social
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Enclosing created.
Open
Spaces
have
been
Bonus unassigned areas have been shaded by the dwelling units by the virtue of their positions.
Figure 71 Build Less
Multilevel interaction concentrations of people have been created by the stack shifting of containers, leading to creation of terraces and covered spaces.
Figure 72 Valley Of People
Negotiate the building units to retain the trees and maximize native flora for passive cooling.
All shared activities on the ground for easy and equal access to all. Figure 73 Save All Trees
Figure 74 Common Ground
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5.2 USER PROFILE
5.3 RESIDENT PROFILE
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5.4 BASIC ACTIVITY DIAGRAM
Figure 75 Basic Activity Diagram
5.5 AREA PROGRAMME
Figure 76 Area Distribution Chart
5.6 DETAILED AREA STATEMENT
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CHAPTER
6: FINAL DRAW INGS
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CHAPTER 7: REFERENCES Websites: http://www.containerarchitecture.co.nz/benefits.html http://www.residentialshippingcontainerprimer.com http://www.shippingcontainers24.com/types/ http://www.modocontainer.com/blog/ http://www.tis-gdv.de/tis_e/containe/arten/ Thesis: The Evaluation of Mass-Produced Interim Housing in Post-Natural Disaster Areas By Nicholas Robert Brow, University Of Florida, 2011 Papers: Department Of Defense Handbook- Guide to Container Inspection for Commercial and Military Intermodal Containers Reusing Shipping Containers in creating various Architectural Spaces, Ahmed Hosney Radwan Stacking Shipping Containers on Land for an Off-Axis Detector J. Cooper, J. Kilmer, B. Wands Fermi National Accelerator Laboratory, Batavia, IL 60510 (May 29, 2003) Prefab City-Ahmed Almulla, Matt Arnold, Hope Blanchette, Travis Blake, Joanna Grab, Melissa Goldfarb, Sarah Laliberte, Andrea Leveille, Brad Mckinney, Luke Palma, Sara Rosenthal, John Stoddard, North Eastern University, Fall 2010. Educational Adaptation of Cargo Container Design Features, Christopher M. Moore, Semih G. Yildirim, Stuart W. Baur, 2015 ASEE Zone III Conference (Gulf Southwest – Midwest – North Midwest Sections)
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