VIEW Q4 2014: Aviation Takes Off by scharchitecture

4th Quarter 2014

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AVIATION Takes Off S F O • L O N G S PA N • S E C U R I T Y • M I A

2014 BOARD

I N SIDE T H IS ISSUE West Field Cargo Facility

Security in Airport Design

Safe Public Spaces

SFO Announces Timeline

New Directions in Aviation Design

“The Journey” at SAN

Long-Span Airport Structures

NANCY LUNDEEN

ALAINE RAVEN

President

Director, Community Affairs Team

Partner, Allen Matkins Leck Gamble Mallory & Natsis LLP

LAURIE GUSTAFSON Partner, Sedgwick LLP

In Conversation with Melissa Mizell

A Word from Our Sponsors

LISA BOTTOM

Design Director, Principal, Gensler

Director, Communications

President-Elect

HELEN DUONG

Lease Administration Manager Boston Properties, LP

Past President

LORA ESTABROOK

Director of Business Development CB2 Builders

Director, Sponsorship Committee LADA KOCHEROVSKY

STACIE GOEDDEL

Partner, Holland & Knight LLP

Secretary/Delegate

Miami Cargo Tour

Business Development Manager First American Exchange Company

Associate Principal Page & Turnbull Architects

Director, Membership

JEANNE MADDEN

Regional Controller Boston Properties, LP

SAMANTHA LOW

Project Manager, Special Projects Group. Hathaway Dinwiddie Construction Company

Treasurer/CFO

Director, Programs

2015 BOARD INCOMING PRESIDENT-ELECT AND DELEGATE TO NETWORK:

KRISTIN PAUL

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Prudential Real Estate Investors

President-Elect

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CREW SF Communications Team Call for Articles Q1 2015 Q2 2015 Q3 2015 Q4 2015

KATIE ULLMAN

Prudential Real Estate Investors

CFO

TRACY EVERWINE

RETURNING BOARD MEMBERS:

Central Market Community Benefit District

Director of Programs

LAURIE GUSTAFSON Sedgwick LLP

President

NANCY LUNDEEN

Holland & Knight

Director of Communications and Secretary MELISSA HOLMES

Allen Matkins

Past president LADA KOCHEROVSKY

Holmes & Associates

Director of Community Affairs Team (CAT) JULIE JACOBSON

Social Media Headquarters SF Life Above 30 World Class City: Culture

Director of Membership

NEW BOARD MEMBERS:

STACIE GOEDDEL

Call for Contributions to the VIEW

KRISTINA OWYOUNG

Pankow Builders

Page & Turnbull

Delegate to Network

Autodesk

Director of Sponsorship

A NGEL P R O FI L E

Sylvia Kwan, FAIA, LEED AP

Inspired by the topics for future issues of the VIEW?

Birthplace: Hong Kong

If you have an idea—even a tiny gem of one—please contact us to get the conversation started. We at the VIEW are here to help you project your voice into the San Francisco real estate community.

Company: Kwan Henmi Architecture & Planning, San Francisco, CA, founded in 1980

the VIEW EDITORIAL STAFF Editor Editorial Review Contributors

Graphic Designers

Donna Schumacher

Jen DeYoe

Susan Oldroyd Kristina Owyoung Christine Sanford Donna Schumacher Susan Walker Cheek Lori Mingus

Charities: Friends of Faith, Food Bank of Contra Costa and Solano First job: Waitress at a Chinese restaurant; fired for going on too many dates on the weekends

Richard Isaac Amy Gamarra Emily Gugllelmo Eve Hinman Sylvia Kwan Melissa Mizell

Background: UC Berkeley, BA and MArch (master’s in architecture)

Extracurricular passions: Singing, skiing, kayaking Travel tip: Pack lightly in a larger suitcase— it makes room for new purchases! Recent travel highlight: Hawaii, Italy, and learning how to paddleboard Top SF restaurant picks: Kamen Underground, Chiaroscuro, Slanted Door 15 minutes of fame: Being on the Fiji season of Survivor

The new West Field Cargo Redevelopment Facility replaced a 40-year-old existing cargo building at San Francisco International Airport (SFO). It was completed in August of 2014 and is ready to accommodate tenants in the logistics arena. The cargo area is approximately 62,000 square feet, with a clear height of 30 feet. The two office pods, each two stories tall, total about 14,000 square feet. After demolition of the old building, site improvements included the airline operating area (AOA) and adjoining hardstand, the loading dock side and access, and a new raised floor elevation for the facility to accommodate future ocean level rise. SFO proceeded on this project in a design/build delivery method. This meant that the design and construction team was assembled early and competed together to win the commission. Because the McCarthy Builders–Kwan Henmi Architects team had worked together successfully several times previously, the team was ready to deliver the project on the aggressive schedule that was required by the client. DESIGN This new construction project is a state-of-the-art facility, incorporating sustainable technology through the project in order to achieve the airport’s goals regarding sustainability. Early on in the design process, Kwan Henmi was actively involved in the quick response team (QRT) process with the airport. These valuable collaboration meetings provided all team members the chance to work together on the design of the building and vet any concerns about technical issues. In bringing the team together early on in the design process, the project moved forward on a fast-track schedule, eliminating potential challenges. The team worked closely with SFO stakeholders and optimized their input in order to present a new solution to how tenants could better utilize the space.

Through tours of existing facilities and research, the team found that the existing model of cargo facilities was to locate the offices on a mezzanine level, often at a great distance from the tenant’s actual cargo area. It was decided to explore different ways of creating a more efficient and innovative design. From nine ideas, the client chose the “pod” scheme, a new way of connecting administration and cargo functions.

FROM NINE IDEAS, THE CLIENT CHOSE THE “POD” SCHEME, A NEW WAY OF CONNECTING ADMINISTRATION AND CARGO FUNCTIONS. OPERATION The building itself will serve as a multitenant cargo facility, allowing for businesses of various sizes to operate simultaneously. Based on emerging trends in this type of cargo operation, two aspects needed special attention: • The flexibility of the facility is not only driven by size but also by short-term occupancy and short-term modification of leasable size. The smaller and midsize operators in this market face varying volumes and contracts. They will be particularly well served if the facility can grow and shrink with their business in near-real time. With clear span spaces, divisible bays, and office pods that also can be subdivided, the facility can vary from one to six tenants with logic and equivalent infrastructure. • The office component of the cargo operation has become more important, since the team recognized that the older model of offices being relegated to a mezzanine was out of date and not well liked by tenants. The design of (continues on page 5) 3

THE IMPORTANCE OF

Most airports were designed before bombs were a concern and when cars were permitted to be very close to terminals and air traffic control towers. At that time, the goals of airport antiterrorism design were modest, which led to inherent vulnerabilities that must now be addressed. After the weaponization of three commercial air- Critical setback distances for various threats around an air traffic control tower and base building craft on September 11, 2001, physical security became a major factor for air travelers. Overnight, the functionality of all airports built before 9/11 became STRUCTURALLY, TERMINALS ARE TO BE DESIGNED awkward. The soaring ceilings, natural lighting, and TO NOT CATASTROPHICALLY COLLAPSE, I.E., elegant seating were overshadowed by the ugly THE ROOF IS TO REMAIN IN PLACE. temporary barriers and guards needed to separate secured from unsecured areas and funnel the public though long security lines, part of the new robust inspection process for all passengers. To oversee this process, trol tower. To protect the terminal, a setback of 300 feet is the Transportation Security Administration (TSA) was created. recommended for all parked vehicles, unless a blast analysis shows that it is safe to be closer. (A similar approach is used Though passenger inspection is the most noticeable change for air traffic control towers and base buildings, except that a instituted by the TSA, there were many other security pro- smaller setback from public roadways and parking—typically visions, developed to resist the effects of explosions, that 50 feet—is required.) affect siting, architecture, and engineering. They may not yet be well known to the design community due to security Structurally, terminals are to be designed to not catastrophiconcerns, but more information is becoming available now cally collapse, i.e., the roof is to remain in place. Another sugthat over a dozen years have passed.* These standards are gested feature is windows that reduce the hazard of flying becoming more important as our nation continues to replace glass shards; typically, laminated glass is used for new construction and window film for existing construction. (Doors and retrofit our aging airports. are exempt from this requirement.) Naturally, most of the Major civic airports typically serve millions of passengers an- security is focused on the exterior of the landside buildings, nually, and the inconveniences associated with these new se- buildings which are fully accessible to the public. curity measures need to be minimized as much as possible to make the airport usable. There is a necessary balance that For parking garages close to the terminal, a blast-resistant must be struck, to both address security concerns and keep wall may be used on the side facing the terminal to deflect the air blast to the sides. passenger traffic flowing efficiently. Hinman Consulting Engineers has worked on many airport projects, consulting with design teams to assist them with implementing and integrating TSA requirements in a way that minimizes their architectural impact. For very large airports, there is typically a project-specific security document already developed, so security issues for each airport are customized. The foremost weapon threat is a car bomb. The primary tool antiterrorists have available is to impose a vehicle setback from critical buildings such as terminals and the air traffic con-

Roadways are exempt from the 300-foot setback requirement, but antiram barriers along the drop-off and pickup lanes can prevent car bombs from ramming into the building prior to detonation. The rating of the barrier is a function of the maximum achievable speed of approach and the angle of impact. Also, elevated roadways are designed to limit the collapse zone to one or two bays. Rarely are weapons inside the terminal considered, however the one exception is package weapons placed against col(continues on page 5)

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doors at the landside. Office facilities are located at the landside, in pods accessible to the public, adjacent to the associated loading docks, and directly connected to the warehouse and internally connected to the loading areas behind. They have ground floor receiving functions and a second floor for other office functions, and they can be divided according to the number of tenants. The main building utilities, including electrical, data, 400HZ, and generator, are located along one short side of the building, allowing SFO maintenance personnel access without interfering with any loading activities. office “pods” gives a strong corporate identity to each

Photo credit: Rien van Rijthoven

tenant. Functionally, the receiving and administration areas require a direct connection with the cargo area, but the office is also necessary for interaction with customers. This approach to corporate identity as expressed by the quality and presence of the office space will be attractive for future tenants. The general building configuration is a large, rectangular floor plate with overhead doors and access doors at the AOA side and depressed loading docks and level car and van loading

VISIBILITY The office component is an important first impression of the facility. However, its presence cannot interfere with the loading operation’s circulation patterns, so care was taken to separate the various functions in an orderly manner. The north wall is prominent when driving along West Field Road toward the facility, as is a portion of the AOA side. The roof and AOA side are visible from Terminal 3, Boarding Area G, and the AirTrain alignment. The entire building is also viewable from Highway 101. LEED The project is currently on track to be LEED Gold. In addition to the sustainable features already in place, the roof has been designed to accommodate a photovoltaic system, which would then propel the project into LEED Platinum certification.

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About the Author Sylvia Kwan, FAIA, LEED AP, founded Kwan Henmi Architecture & Planning, Inc. in 1980 with a commitment to the success of her clients and the realization of their design objectives. Her balance of architectural design expertise paired with strong communication and leadership skills has greatly contributed to Kwan Henmi being nationally ranked the #3 transportation design firm in the nation by Architectural Record 2014.

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umns. Some ways to protect columns are to use a column cover that imposes a setback of six inches or more, a sloped “skirt” around the base of the column, and a steel plate attached to the column for the bottom five feet. Beyond these basic requirements, the following recommendations are also suggested: • Designing loading docks with a blast-resistant back wall to deflect the blast outward • Placing critical equipment in blast-resistant enclosures and using blast louvers • Keeping vehicles away by using shuttles from remote parking areas • Using height restriction devices to prohibit trucks from gaining access to garages In conclusion, the efficient functioning of an airport and the need for antiterrorism design can be like oil and water. However, though security is a challenge, it also offers an oppor-

tunity for innovation, opening the door to incorporating new concepts consistent with the needs of the future. * Recommended Security Guidelines for Airport Planning, Design and Construction, US Transportation Security Administration, Washington, DC, May 2011.

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About the Author Eve Hinman, EngScD, PE, PhD, is the president and founder of Hinman Consulting Engineers, Inc. She is a recognized expert and leader in the field of protective design. Her experience includes large-scale US government buildings worldwide, military posts, and commercial enterprises. She has worked with the federal government since 1983, when the crucial need for new antiterrorism responses was recognized after the bombing of the American embassy in Beirut, Lebanon. She received her doctorate in Engineering Mechanics and MS and BS in Civil Engineering from Columbia University, and she is a registered professional engineer in California, Virginia, and New York.

SAFE PUBLIC SPACES:

Visitors to large public facilities who may be disadvantaged by age, disability, or unfamiliarity can be distressed by unfamiliar environments. Poorly organized and possibly dangerous public spaces do not help this situation. Surroundings should be designed to challenge the perception of threat while efficiently moving pedestrians to their destination. Safe public spaces can be designed with passive and unobtrusive measures instead of barricades and bollards. The following concepts are applicable to airports, schools, sports arenas, courthouses, and any other type of public facility where users must navigate an unfamiliar environment. • Provide a safe yet accessible environment using internationally accepted principles of safe space design, including Crime Prevention through Environmental Design (CPTED) principles, which reinforce the ability of design and the built environment to minimize crime and the fear of crime and to

improve the quality of life. One of the CPTED tenets, natural access control, focuses on focuses on providing guided access and encouraging efficient pedestrian movement through use of properly located elements and signage, as well as controlling options. • Use strong visual cues as a destination reference point: architectural features and graphics can serve as visual signals to help visitors navigate public spaces by identifying destinations and displaying how to get there. Clear destinations reduce confusion and allow visitors to proceed efficiently. The new Sacramento International Airport Terminal B uses a giant public artwork—a red rabbit—to mark a circulation crossroad and reference point for airport visitors. (see Image 1) • Use multilayered security measures combining mitigating features with security controls to modify visitor behavior. (continues on page 9)

Image 1: Sacramento International Airport Terminal B (sacmag.com)

SFO Announces Design Team Selection Timeline:

TERMINAL 1 AND BOARDING AREA B

“We’re taking this to the next level, through an incentive program that encourages local small architectural and design firms to participate in the project.”

Terminal 1 and Boarding Area B at San Francisco International Airport (SFO) were originally constructed in the early 1960s and renovated in the 1980s. These facilities are in need of more renovation and/or replacement. The existing gates can no longer accommodate forecast airline passenger traffic and gate requirements. The airport is proceeding with these projects in order to improve and update the infrastructure. The Terminal 1 Center renovation will include spaces for passenger check-in, TSA security checkpoint(s), a recompose area, the baggage handling system and baggage claim area, and a new mezzanine with a connection to the AirTrain and Central Garage. The Boarding Area B reconstruction will include passenger circulation space for access to the aircraft gates, 24 gates with holding rooms for domestic and potentially some international flights, new passenger loading bridges, a baggage handling system, and concession areas.

Tentative project schedules are as follows: Shortlisted teams will be notified of their selection December 5, 2014. Project team selection for both projects will be finalized February 18, 2015. Terminal 1 Center: •

Estimated programming start (six months’ programming): June 2015

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Operational/substantial completion: March 2019

Boarding Area B: •

Estimated programming start (six months’ programming): June 2015

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17-gate operational milestone 1: March 2019

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24-gate operational/substantial completion: March 2020

“SFO has been an industry leader in Local Business Enterprise (LBE) participation,” said Sandra Crumpler, manager of the Small Business Affairs Office at SFO. “With the T1 redevelopment project, we’re taking this to the next level, through an incentive program that encourages local small architectural and design firms to participate in the project.”

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NEW DIRECTIONS IN AVIATION DESIGN

Photo by Lawrence Anderson

© 2014 Susan Walker Cheek, Fentress Architects Technological innovation and sociological expectations constantly drive design forward, and airports are on the cutting edge. The aviation industry plays an integral role in the global economy, moving 2.4 billion passengers and 43 million tons of freight annually, supporting 32 million jobs, and generating $3.5 trillion in economic activity per year across the globe. And the industry continues to grow: according to Vision 2050 from the International Air Transport Association (IATA), it is estimated that by 2050, 16 billion passengers and 400 million tons of freight will be flown each year. In the early days of air travel, airports were called “flying fields” and were little more than grassy strips with small holding areas for passengers. In the late 1950s, as travel by air became more affordable, airport design advanced to handle larger crowds and heavier planes. The airport construction boom of the 1960s brought with it a romantic architectural style that mirrored the mystique and glamour of air travel.

Photos by Lawrence Anderson

As seen in recent television programs such as Mad Men and Pan Am, passengers would dress in their finest clothing to dine at the airport restaurant before boarding their plane. This was considered “the golden age” of air travel.

“As airports continue to improve, they need to be flexible, functional, and able to adapt to technological trends and changes” – Curtis Fentress From the 1970s to the mid-1990s, however, airports became “people processors,” and the romance vanished. Terrorist attacks and increased regulations turned glass windows into opaque walls, and the need for rapid airport expansion, along with limited budgets, resulted in uninspired design. There was technological advancement in the airline industry, but not much

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attention was paid to passengers’ comfort or enjoyment. During this “democratic age,” airports became more utilitarian. From the 1990s to the present, airports have been changing again, with an air of new optimism. Technological advances to simplify the boarding process, such as preprinted boarding passes and check-in kiosks, have changed the airport experience forever. As airports continue to evolve, Fentress Architects, an industry leader in airport terminal design for nearly thirty years, have looked for ways to integrate technological solutions into their design, thus making passengers’ experience more enjoyable and inspiring as they move through the space. Their design approach also emphasizes sensitivity to context, local cultures, and materials; architectural expression; and the integration of a building into its surroundings. Calling this “contextual regionalism,” Fentress seeks to design buildings with a strong sense of place. For example, with an exterior reminiscent of breaking ocean waves, the Tom Bradley International Terminal in Los Angeles provides travelers with a new, epic-scale media system experience that is integrated seamlessly into the architecture. The interactive displays have a total output grater than 105 million pixels, eight times an IMAX theater, which is 19,075 square feet of video and has 88 high-definition (HD) video playback channels, enough to run all the media screens in New York City’s Time Square district. The screens wrap around architectural elements such as elevator shafts, pylons, and retail facades. The content, created by Moment Factory, features scenes from around the world, depicted in classic Hollywood style. ”We believe that as airports continue to improve, they need to be flexible, functional, and able to adapt to technological trends and changes, allowing passengers to be connected throughout their travel experience, for example, by relaying up-to-the-minute, readily applicable information,” said CEO Curtis Fentress. The firm recently opened an office in the heart of San Francisco’s financial district, and it is currently working on the new control tower at San Francisco international Airport (SFO). The 220-foot tower located between Terminals 1 and 2 rises out of a threestory, 44,000-square-foot base building that will house the FAA’s administrative offices, advanced technology, and passenger

Photo by Lawrence Anderson

transit corridors. Given its prominent location and high visibility, the tower will be the first image travelers will see, whether arriving by land or air. At night the tower will feature a visually appealing, backlit vertical band that will serve as a new San Francisco landmark.

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About the Author Susan Walker Cheek, AIA, associate with Fentress Architects, oversees and manages complex public-sector projects in California. Her 30-plus years as an architect have equipped her with a broad range of experiences in a variety of building types. Most recently she was project manager for the Airport Traffic Control Tower at SFO, where she oversaw the design team and engineering consultants in a design-build effort by Fentress Architects and Hensel Phelps Construction.

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Checkpoints represent one layer of security but are reinforced by visual warnings and instruction, physical access security measures, and direct personnel involvement. By the time visitors reach the security checkpoint, they have been educated by graphics. The terminal at Hartsfield-Jackson Atlanta International Airport has clear and precise signage identifying the security checkpoint location. (see Image 2) • Use physical features to promote a perception that areas are controlled.

This CPTED tenet, accomplished with lighting, paving choices, graphics, and architectural features, enhances perceived protection to create a more controlled environment. Public spaces in general, but airport terminals in particular, are functionally complex because so many people are moving through, requiring careful design to manage the transfers and convergence of passengers. Security and public safety for all visitors can be supported with attention to the above concepts.

About the Author Susan Oldroyd, FAIA LEED AP, is a sole-proprietor architect specializing in secure public facilities. Susan has 30 years of experience providing architectural services. She is currently working on the new San Francisco International Airport Fire Station 3 and will provide architectural services for the new security checkpoint. Susan is speaking about safe public spaces at the AIA National Convention in June 2015.

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“The Journey”

at SAN

© 2014 Christine Sanford, Artsource Consulting Shadowy silhouettes of swimmers gracefully pass over the heads of passengers as they travel through San Diego International Airport’s Terminal 2, where Jim Campbell’s “The Journey” is mounted along the walkway ceiling. The San Francisco–based artist is a new-media pioneer who studied mathematics and electrical engineering at MIT and is considered one of the leading artists working in this field today. To create “The Journey,” Campbell worked with project architects and engineers to design a piece that is integrated into the architecture of the airport and complements the functions of the space. “The Journey” comprises 37,000 LED lights enclosed in indigo spheres and is suspended in undulating sections that create a shimmering ribbon that stretches the roughly 750 feet of the terminal in the North Concourse. The segments are separated in the central shopping area by a “splash board,” displaying a recurring rhythmic wave that the adjacent section appears to float into. Although this large quantity of LEDs may appear to involve a large amount of power, the work actually runs on just one small circuit that uses the equivalent of the power required to run one and a half toasters. Campbell custom-designed this technology to create unique and mesmerizing works, allowing him to blend his engineering and filmmaking backgrounds.

The San Francisco–based artist is a new-media pioneer who studied mathematics and electrical engineering at MIT and is considered one of the leading artists working in this field today. Campbell’s piece is the largest installation created in a series of public art programming commissioned for the airport as part of the Green Build Airport Master Plan Program, a $1 billion initiative that includes 10 art commissions in total. Other notable commissions created for the San Diego International Airport include “Reflection Room” by Norie Sato, “Living Lenses” by Louise Bertelsen and Po Shu Wang, “Cloud Taxonomy” by Stuart Keeler, and “Several Windows from around San Diego that Caught My Eye Prior to Moving Back (Poignantly One is from Windemere Cottage, Which Was Torn Down)” by Roy McMakin. Art installations like “The Journey” add a unique and engaging component to any traveler’s excursion, turning airports into a more interesting and enriching experience. About the Author

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Christine Sanford is a consultant at Artsource Consulting in San Francisco.

Photographs of “The Journey,” Jim Campbell, Terminal 2 West. Courtesy of the San Diego County Regional Airport Authority.

LONG-SPAN AIRPORT STRUCTURES

For most structures, the roof simply encloses the building and protects the occupants from the elements. However, for an airport, the roof is often the defining architectural feature of a terminal. While it is a relatively simple task to design a structure with multiple vertical column supports, such a design impairs pedestrian traffic and is relatively unattractive. Over the years, airport designs have trended toward open spaces and abundant daylight. Arguably, nothing fulfills these demands as elegantly and vividly as long-span roofs. While such structures are functional and offer aesthetic value, they also offer challenges for the structural engineer. Consequently, the challenge in airport structures is to build a large, open-volume structure dependent upon infrastructure other than closely spaced grids of vertical columns or walls. The primary solution to this challenge centers upon the use of trusses, the most commonly used long-span structure, which serve to minimize the number of vertical columns. The word “truss” is derived from the French word trousse meaning a “collection of things bound together.” A structural truss is a triangulated system of interconnected structural

elements that are loaded in tension or compression such that the collection of individual members behaves uniformly as a single object. The reason an engineer relies upon trusses in large openspace buildings is because these supports can span greater distances than conventional beams can. Consequently, the use of vertical column supports is minimized, and the opportunity for skylights and open glass walls is maximized. Long-span roof structures permit passengers to clearly see their way around the airport. Meanwhile, the expanses of volume and day light made possible by long-span structures help lift the spirits of weary travelers. Some design schemes conceal the structural trusses behind a ceiling grid or mechanical duct work. However, if a truss can simultaneously satisfy both the aesthetic and structural requirements of an airport, it can be purposefully expressed. Architect Helmut Jahn cleverly defined exposed trusses as “archi-neering,” the marriage of structural form and architectural aesthetics. One such example is our very own San Francisco International Airport (SFO) International Terminal. Furthermore, exposure of the truss eliminates the need for expensive finishes, such as ceiling tiles and gypsum board, and it reduces the requirements for finish materials. Structural challenges associated with exposing a structural truss include increased detailing requirements, which if not accounted for properly, can increase the cost of a project. However, due to the large distance from the pedestrian to the truss, microscale detailing, such as paint finishing and grinding, is not paramount. It is far more important to select a structurally elegant truss shape and pay attention to the connection detailing. Long-span roofs also raise other, nonstructural issues. The creation of such an expansive interior volume, most of it far above the pedestrian level, raises the question of how to economically condition the space. The design team must consider maintenance requirements and the installation of mechanical, lighting, and communication systems in such vast vertical spaces.

Large, open volume of space due to rook trusses.

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Another excellent example of the elegance of an exposed structural truss in an airport is the roof structure of the Suvarnabhumi Airport in Bangkok. Its main terminal roof is designed with wavelike trusses that appear to float over the concourse. The eight 2,710-ton megatrusses in the main terminal curve and undulate to match the actual stresses of the structure, with the greatest depths at mid-span and over the supports. They span 700 meters and are spaced 81 meters on-center. Secondary trusses span 81 meters between the megatrusses and utilize double-tube top chords, single-pipe bottom chords, innovative stainless steel rod bracing, and steel casting connections. These

MIAMI CARGO TOUR © 2014 Amy Gamarra, Westvest Associates, Inc. A hearty thank-you goes out to my co-organizers from the CREW National Convention Committee for putting together an insider’s tour of the LAN Cargo Facility at Miami International Airport (MIA). Thank you to Gayle A. Bainbridge of Global Risk LLC for organizing the volunteers and to Marcia Fernandez-Morin, Special Events and Conference Manager for LAN Cargo, for her coordination. These are my favorite fun facts from the tour: • The number one import into Miami is flowers, lots of beautiful flowers! Ninety percent of the flowers in the United States pass through the runways of MIA. • Two 737s recently left Houston filled with one product only. You guessed it: lots and lots of shiny new iPhones. • The number one perishable food item that is imported into the country through MIA is asparagus. There were boxes upon boxes of asparagus in the cooler that we walked through and yes, it did smell like asparagus!

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About the Author Amy Gamarra is the Senior Sales Associate for Westvest Associates, Inc., one of the leading commercial real estate brokerages in the Doral, FL, area, including MIA’s East and West Industrial Areas. She specializes in office and industrial tenant representation.

cast connections are an example of the attention to detail required in architecturally exposed long-span trusses. As shown, a long-span structural roof, particularly when expressed through the architecture, results in a highly functional, visually appealing airport terminal. About the Author

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Emily Guglielmo, SE, is an associate at Martin/ Martin, Inc. and manages the San Francisco office. She specializes in structural engineering of airports, including long-span structures.

IN CONVERSATION with Melissa Mizell, Gensler © 2014 Donna Schumacher, Donna Schumacher Architecture Donna Schumacher, the VIEW’s managing editor, sat down for a conversation with Melissa Mizell, design director and senior associate at Gensler, to talk about the interior design for Terminals 2 and 3 at San Francisco International Airport (SFO). DS: Tell me a little about yourself. What is your role at Gensler and how did you get into this type of work? MM: I started in fine arts at Pratt but switched to interiors partway through my education there. I noticed that as an artist, there was a need to aggressively market myself and my work. I preferred to focus on my work and enjoyed the idea of working collaboratively within predetermined parameters. I worked briefly at Knoll in Japan after graduation, but soon after came to work for Gensler in New York, then San Francisco. Now, almost 20 years later, it is still a terrific fit for me. Here, interior design is not marginalized as an afterthought. I work as part of the architecture team from initial concept to completed project. DS: Aviation architecture has an interesting relationship to the city it represents. It can be the first impression of a city, perhaps even a country. As a visual ambassador, the airport structure represents its city in particular, leading to a desire for the building to make a singular and unique impression.

Wanting to avoid the obvious clichés such as the Golden Gate Bridge or a rainbow, we hit upon the concept of microclimates. On the very same day in the same city, you can be huddled up in a sweater with a cup of coffee in the Richmond or lying in the sun under a palm tree in the Mission. We chose this as our starting point.

We intentionally incorporated vistas at strategic junctures, not dissimilar to how one navigates through San Francisco, with vistas toward the bay, a glimpse of the Golden Gate Bridge, or the Transamerica Pyramid.

Simultaneously, airports are about interconnectivity and a transportation system that defies geographical boundaries. The spatial connections and individual building spaces are highly specific to the building type and share a strong bond to all the airports of the world. Not dissimilar to the grand train stations of the Industrial Age, necessary long-span structures lend a natural commonality of design. With SFO in particular, how did you strike that balance between the creation of an interior environment that is specifically about the Bay Area and yet welcoming to an international community?

Color and texture subtly shift as you move through the different types of spaces. The varied ceiling heights became a metaphoric changing sky, shifting from the high ceilings of the main ticketing area, closing in at the security checkpoint and then expanding back to the recompose area. Ceiling material and floor patterns changed with the spatial and content shifts. Each area is slightly different, a microclimate. We intentionally incorporated vistas at strategic junctures, not dissimilar to how one navigates through San Francisco, with vistas toward the bay, a glimpse of the Golden Gate Bridge, or the Transamerica Pyramid. The visual connections help anchor the traveler as to where they are and where they need to go, allowing for a more intuitive wayfinding.

MM: To find the right balance, at Gensler, we often conduct a vision session early in the process with our clients. By meeting with all of the various stakeholders at one time, it helps us best understand where collectively they would like to see the balance fall. At SFO, for the international appeal, we kept our palette clean and neutral, with softer, lighter, subdued colors. For the specificity, we searched for what would truly reflect the spirit of the Bay Area.

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DS: Visiting SFO, some of the most notable changes in the newer terminals are in the approach to the furniture and its layout and selection. The spaces feel more open and fluid, more casual. Can you describe some of these changes and the reasons behind them? How are the furniture, fixtures, and equipment (FF&E) selections a reflection of these changes? MM: The main stakeholders at SFO are very interested in creating an appealing and functional environment geared toward the customer, the traveler. Our approach to the furniture selection was to maximize choice for the enhancement of the traveler’s experience. Emulating some of what we at Gensler have learned through our corporate interiors, we wanted to offer many different types of seating for many different types of experiences and users. The Egg chairs are for individual travelers who want a bit of privacy and enclosure in the busy, crowded waiting areas. For families where conversation and interaction is important, curvilinear forms for the long, continuous benches allow for groups of people to cluster and chat. Individual chairs are scattered close by so people can pull them up and talk directly. Standing-height work tables with outlets to each station appeal to business travellers who want to catch up on e-mails or finish off their presentation. And of course, the traditional seating in a row remains close to the gates. DS: Landmark aviation projects such as the TWA Flight Center at JFK International Airport (Saarinen, 1962) or the Encounter Restaurant at LAX (Imagineers, 1961) worked with futuristic forms symbolic of motion and flight. Upswept roofs, curvaceous forms, and bold use of glass, steel, and neon were meant to evoke a space-age sensibility, as flight was considered to be the bright promise of the future.

As aviation has become commonplace and tragedy is intertwined with flight as much as optimism is, has the role of flight as the transportation of the future been altered? Or will there always remain the magic of flight, and aviation architecture demand an appeal to that sense of wonder? MM: We often consider the future in the design of our spaces, especially from a pragmatic standpoint, seeing as how technology is constantly evolving. Looking toward the future means creating spaces that are flexible and capable of rapid change. One of the biggest challenges is that the rules are constantly shifting as security concerns shift and as ticketing check-in and boarding procedures change. From a passenger experience perspective, bringing back the joy of flying is a major goal, so it is interesting to reconsider the role of futurism in aviation design, to evoke that sense of hope and promise. DS: When I have attended events for aviation architecture, I have noticed that there is a greater-than-typical predominance of white men in the specialty. I don’t know if it is something about the size and expense of the projects or just a boyish attraction to flight, but I would imagine that you are often the only woman on a team. Do you feel that being a woman has influenced your abilities and what you bring to a project? MM: Aviation architecture is attracting more and more women, so it’s not often that I am the only woman in the room. But the few times it has occurred, I can’t say for certain how much of my interaction is just me being me or an influence of being the only woman in the room, but I find myself not afraid to ask seemingly naïve or obvious questions. This often leads to an exploration and curiosity that opens the door to interesting possibilities for the design.

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A WORD FROM OUR SPONSORS AND THAT WORD IS...

QUALITY

INNOVATION

At BCCI Construction Company, our mission is to expand the role of builder, taking it beyond vendor and contractor to collaborator and confidant. Ranked as a Top Contractor by ENR California and the San Francisco Business Times, BCCI is a leading general contractor with offices in San Francisco and Palo Alto. Established in 1986, BCCI provides comprehensive construction services to take your project from concept to completion.

Kastle Systems is the nation’s leading provider of managed security services for commercial real estate owners and facility managers alike. We are experts in designing, implementing, and monitoring access control and video surveillance systems to help protect people and property. Today, over 10,000 sites trust Kastle Systems by outsourcing their security to us, including Neustar, Tishman Speyer, and Vornado, and we are proud to be a sponsor of a forwardthinking organization like CREW San Francisco.

BCCI offers a unique range of preconstruction, design-build, project management, architectural, sustainable construction, and Leadership in Energy & Environmental Design (LEED) consulting services. Our portfolio of work includes new construction, major building renovations, historic restorations, seismic upgrades, and tenant improvement projects, and we are honored to have worked on numerous projects that have been awarded local and national design recognition. As part of our commitment to sustainability, our team of green building experts has completed over 50 projects that have achieved or are seeking LEED certification, including California’s first LEED for Commercial Interiors (CI)–certified project and one of only two LEED v4 CI beta projects in the United States, which is targeting Platinum certification. Contact BCCI for your next construction project. www.bcciconst.com

A significant motivator for companies in selecting a security partner—and the reason we are growing rapidly in San Francisco—is the word we selected for this article: Innovation! As pioneers of electronic access, we are proud of our heritage of innovation, from our beginning in 1972 to today. Security, like other fields, is quickly transforming through technology. These new breakthroughs provide better value for you and your clients. For example, did you know about these innovations from Kastle Systems?: • Today, you can unlock a door to your site from anywhere and from any device. • In an emergency, you can immediately lock down a building or office with a touch of a button. • State-of-the-art video cameras automatically detect when people are in an area they shouldn’t be in—and notify you in real-time. • New, better-designed access control readers are replacing older ones. Today, your reader can proudly display your logo by having it etched in glass and backlit. Security and access control are a fundamental part of the real estate world. Businesses benefit from a constant refresher on what is changing and where that can offer them new benefits. For CREW San Francisco members and clients, we are pleased to offer a complimentary security assessment. Kastle Systems can provide you with the latest breakthroughs, and we will share with you how businesses like yours are leveraging those innovations to realize new advantages. Please contact Stacy Gavin at sgavin@kastle.com or (415) 590-4027 to schedule a time to discuss Kastle Systems in more detail. www.kastle.com 15

THANK YOU 2014 SPONSORS for your generous support as we work together, powering the success of women in the commercial real estate industry.

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CREW Network Convention and Marketplace 2014 © 2014 Kristina Owyoung, Charles Pankow Builders, Ltd. The theme of this year’s CREW Network Convention and Marketplace, “The Rewards of Risk,” would be evident even if it weren’t emblazoned on the meeting’s signage. Empowering women to take chances was a recurring topic at every session and event that took place during the conference, held September 30 through October 3, 2014, at Loews Miami Beach Hotel. CREW SF had 37 representatives in attendance.

Back row (left to right): Catherine House, Michelle Fraedrich, Marlies Bruning, Donna Schumacher, Tina Essegian Middle row: Kristina Owyoung, Jennifer Raike, Pat Davisson, Nancy Lundeen, Elaine Andersson, Laurie Gustafson, Debora Quok Front row: Patty Axelrod, Helen Duong, Mitra Kiani, Danielle McGuire