-
BENJAMIN NORRIS YEAR 4
UNIT
Y4 BN
NORDICLOOP NYHAVN
@unit14_ucl
All work produced by Unit 14 Cover design by Charlie Harris www.bartlett.ucl.ac.uk/architecture Copyright 2021 The Bartlett School of Architecture, UCL All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopy, recording or any information storage and retrieval system without permission in writing from the publisher.
@unit14_ucl
BENJAMIN NORRIS YEAR 4 Y4 BN
benjamin.connor.norris@gmail.com @ben.cnorris
N O R D I C LO O P NY H AV N CONNECTING THE SCANDINAVIAN MEGALOPOLIS Copenhagen, Denmark
T
he project explores the potential of a future mixed-modal transition between the bicycle and the Hyperloop pod and the role this emerging typology can have within the heart of our cities. Rather than siloing inter-city transport infrastructure to the outskirts like the majority of airport terminals around the world, the project highlights the need for a future distributed network of mixed-modal 3-dimensional public infrastructures, which are embedded within the central fabric of urban life. Connecting Copenhagen to Oslo in 29 minutes, the project further excavates the man-made quay at the tourist-driven area of Nyhavn to create a subterranean urban layer that folds down from the TYFPMG TPE^E EX KVSYRH PIZIP EPPS[MRK JSV E ƽYMH transition to the Hyperloop platforms below. In response to the monomorphic development of Nyhavn into tourist bars and restaurants, the existing 17th-century buildings are extended down to create new pockets of cultural amenity for Copenhageners and tourists alike. An automated storage system hidden below the Hyperloop platforms, stores and retrieves the bicycles from arriving and departing passengers. This means passengers arriving by bicycle can freely cycle down to concourse level and store their bicycle via the automated lift system before transitioning on to the Hyperloop.
3
1 DESIGN RESEARCH
4
1|
ARCADE POST
KING POST
BRACING
RAFTER
LEJRE VIKING HALL TOOL-AGE DANISH TIMBER
Lejre Viking hall was orignially built in the 8th century and measured 60 m x 5 to 10 m, which is the largest Viking hall ever found in Denmark. The building sits upon a timber frame and is formally based on the inversion of a Viking ship. The hall was built using locally sourced oak and describes the Viking age assembly of post and beam elements.
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5
RIDGE BOARD
KING POST
ARCADE PLATE
COLLAR TIE
BRACE
RAFTER
ARCADE POST
GIRDING BEAM
POST
EXTERNAL BUTTRESSES
VARIED USE OF OAK TREE ELEMENTS
USE OF WEDGES TO CLEAVE TIMBER ALONG THE GRAIN
USE OF CLEAVING AXE TO SHAPE WOOD
DISTRIBUTION OF LIVE AND DEAD LOADS
VIKING-AGE ASSEMBLY TOOL-AGE DANISH TIMBER
The oak trees were carefully selected for the construction by the master carpenter, using different naturally occurring formal growth within the tree for the different elements within the assembly. The timber was then cleaved and shaped within an axe in order to maintain the naturally occurring strength of the timber along it’s grain.
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VIKING-AGE ASSEMBLY TOOL-AGE DANISH TIMBER
The assembly of structural oak elements came together through a series of mortise and tenon DQG ODS MRLQWV ZKLFK ZHUH ͤ[HG ZLWK WLPEHU GRZHO The oak also provides cultural and symbolic performance by acting as the canvas for carving, which often depicted key elements of Norse Mythology
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7
MASTEKRANEN TOOL-AGE DANISH TIMBER
The mast crane at Holmen ship yard is a full timber frame construction with a masonry shell wrapping the tower to protect the timber from the weather. The jig used to erect the masts on the newly built ships protrudes up and over the harbour water and was a key artefact in the development of Danish-Norwegian shipbuilding history. The uppermost wooden structure is kept together by tarred rope allowing it to flex and a resiliency to live loads incurred on it. 8
|5
FACE HALVED
HALF LAP WITH TABLE
STOP SPLAYED
UNDER SQUINTED STOP SPLAYED
UNDER SQUINTED STOP SPLAYED WITH TABLE AND WEDGE
SPLAYED, TABLED AND KEY INCLUDED
FINGER
LAPPED DOVETAIL
SALLIED AND BRIDLED ABUTMENTS
BRIDLED
SCISSOR JOINT
FACE HALVED WITH BLADE ABUTMENTS
SPLICE TOOL-AGE DANISH TIMBER
A splice joint is used when a long member is to be made up from multiple pieces of timber whilst maintaining a uniform cross section. The ability of each joint to withstand compressive and tensile forces varies and the appropriate joint should be selected depending on if the member is positioned vertically or horizontal.
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9
HALF LAP
HALVED
DOUBLE COGGED
HOUSED
DOVETAIL HOUSED
FREE TENON
BAREFACED TENON
DOVETAILED TENON
OBLIQUE LAP
OBLIQUE TENON
WEDGED MORTISE AND TENON
FOXTAIL WEDGING
JOINT TOOL-AGE DANISH TIMBER
Varying types of lap, housed and tenon joints can be used when one timber member passes over another, partially or completely at different angles. The joint must withstand both compressive and tensile forces that are directed through it from the opposing angles of the two timber members.
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PULPWOOD QUALITY 75% PULP PAPER CARDBPARD C FIBREBOARD OSP
FEWER AND
RAY CELLS
SOFTWOOD COMPOSITION
CROWN AND BRANCHES
THICKER MEDULLARY
TOP LOG
AVERAGE QUALITY 7% MORE THIN MEDULLARY
PALLETS FLOORING SIPS LVL
RAY CELLS HIGH QUALITY 15% MIDDLE LOG
VERY HIGH QUALITY 3%
BUTT LOG
HARDWOOD COMPOSITION
HARDWOO OD LUMBER GLULAM CLT STRESS LAMINAT TED PANELS
HEARTWOOD
STUMP
TRANSVERSE RADIAL
VENEER FURNITURE F PLYWOOD SOL LID LUMBER
SAPWOOD A
CORK
TANGENTIAL
OUTER BARK
ENGINEERED TIMBER PRODUCTS
GLUE LAMINATED TIMBER
CROSS LAMINATED TIMBER
DOWEL LAMINATED TIMBER
LAMINATED VENEER LUMBER
- Primary columns - Primary beams - Curved timber elements
- Roof, floor and wall planes - Structural elements - High rise timber buildings
- Flooring and roof products - Integrated services
- Secondary columns - Secondary beams - Edge forming material
PLYWOOD
PARTICLE BOARD
- Wall and floor construction - Storage units - Furniture applications - Work surfaces - Alternative to MDF
FIBRE BOARD
- Display cabinets - Wall panels - Storage units
ANISOTROPY OF WOOD INFORMATION-AGE TIMBER
The anisotropic nature of wood gives it different performance properties in different directions. The advent of engineered timber solutions seeks to remove WKHVH QDWXUDOO\ RFFXUULQJ GHͤFLHQFLHV LQ VROLG OXPEHU creating higher performing and consistent timber products for construction.
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11
B
A
A
B
B
TENSION WOOD
B
A
COMPRESSION WOOD
ANGIOSPERMS (SOFTWOOD)
GYMNOSPERMS (HARDWOOD)
REACTION WOOD INFORMATION-AGE TIMBER
Reaction wood is an example of mechanical acclimation in trees as a response to gravity where the tree is growing at an irregular angle and seeks to re-orientate its cells to the normal. In softwoods, tension wood forms on the side of the tree that is under tension pulling it upwards towards the normal. In hardwoods, compression wood forms on the side of the plant that is under compression, thereby pushing or straightening the bend towards the normal.
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FEEDBACK
MICROSOFT HOLOLENS
HOLOGRAPHIC GUIDE GENERATION
FEEDBACK
COMPUTER MODEL
ANALOGUE FABRICATION PROCESS
STEAMPUNK INFORMATION-AGE TIMBER The Steampunk pavilion designed by SoomeenHahm Design, Igor Pantic and Fologram, was fabricated using traditional steam bending techniques with analogue tools that were augmented with holographic guides. The guides were generated directly from the digital model and then rendered into the physical construction environment using a Microsoft HoloLens, allowing a direct connection to take place between the computer model and the fabrication process taking place by hand.
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13
ALTERATION OF LIGNEN STRUCTURE
BENDING AROUND FORMWORK
ASSEMBLY ON SITE
HOT-FORM BENDING INFORMATION-AGE TIMBER
In order to ‘hot form’ bend the timber, each piece was placed in a plastic bag and then steamed. The addition of heat and moisture in this way, causes the lignen structure to become plastic, allowing the timber pieces to be bent around form work and then left to dry, where the lignen would then become solid again - holding the complex curvature of the timber in place.
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MAGELUNGEN PARK BRIDGE INFORMATION-AGE TIMBER
The Magelungen Park Bridge is a proposal for pedestrian bridge south of Stockholm, designed by Tom Svilans in collobaration with White Arkitekter. The design came out of Tom Svilan’s PHD research at CITA Copenhagen, exploring the parameters of free-form glulam fabrication. The proposal is made up of different elements that are then lapped or scarfed together into the overall assembly.
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15
H r
TANGENTIALLY SAWN
PLANED & CUT
max H = r/200
SPRINGBACK & DELAMINATION
COLD-FORM BENDING INFORMATION-AGE TIMBER
The cross section is made up of 20x10mm lamellae that are glued one by one and “cold form” bent around formwork and clamped into place as the adhesive dries. Once the elements have been bent into place and planed down the lap or scarf connection is then cut and the pieces are assembled and the joints secured with screws. The individual elements are separated to adhere to transportation constraints and the bending limits of the individual lamella.
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COMPRESSION HIGHER PERFORMING HARDWOOD
SOFTWOOD
SOFTWOOD
SOFTWOOD
HIGHER PERFORMING HARDWOOD TENSION
HOMOGENEOUS CROSSSECTION
HOMOGENEOUS CROSSSECTION
STRESS DISTRIBUTION
COMPOSITE CROSS-SECTION
COMPRESSION TENSION
r
Lamella W = 80 mm Lamella H = 20 mm Radius = 4000 mm
r
r
Lamella W = 80 mm Lamella H = 10 mm Radius = 2000 mm
Lamella W = 10 mm Lamella H = 20 mm Radius = 3640 mm
GLULAM BENDING PERFORMANCE INFORMATION-AGE TIMBER
The amount of curvature that can be obtained by WKH HOHPHQW FDQ EH GHͤQHG DV WKH WKLFNQHVV RI HDFK ODPHOOD EHLQJ HTXDO WR WKH UDGLXV RI WKH FXUYDWXUH divided by 200. Meaning a greater degree of curvature can be obtained from a thinner lamella. For free form DVVHPEOLHV D ODPHOOD WKDW KDV D ZLGWK QR PRUH WKDQ KDOI LWV FURVV VHFWLRQDO OHQJWK DOORZV WKH WLPEHU WR IOH[ DORQJ PXOWLSOH D[HV
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17
FREE-FORM GLULAM FRAGMENT I INFORMATION-AGE TIMBER
As the system is composed of lamella in cross section, the fabrication of the elements can be scaled continually and do not rely on the geometry or quality of the timber being used as an individual solid wood assembly would. Here I have explored the scale and geometry that can be achieved within such a free form assembly that bends along two axes, whilst adhering to the bending ratio that can be achieved with the cross of the individual lamella used.
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FREE-FORM GLULAM FRAGMENT II INFORMATION-AGE TIMBER
The system can then be discretised into elements that conform to the bending limits of the timber and the transportation constraints on the dimension of the component. These can then be scarfed together and secured.
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19
FREE-FORM GLULAM FRAGMENT III INFORMATION-AGE TIMBER
The complexity of the assembly is limited to the degree of discretisation of the overall members and the radius of bending that can be achieved into the width and height of the individual lamella.
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FREE-FORM GLULAM FRAGMENT IIII INFORMATION-AGE TIMBER
The skeletal scaling of this cold-form bending method of glulam can provide novel structural and sculptural architectural opportunities with scaled timber.
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21
2 SITE AND BRIEF COPENHAGEN, DENMARK
22
19 |
1945 AVERAGE 3.5KM
KØBENHAVN
1KM
MALMÖ
5KM 2KM
10KM
1945 Average Commuting Distance = 3.5 km Average Travel Time = 35 mins
“Personally, I think that the biggest risk is to underestimate the technological progress!” Steen Eiler Rasmussen - Danish Architect and Urban Planner
35 mins POLYCENTRIC REGION
NØRREBROGADE 1945
THE FINGER PLAN SITE AND BRIEF
‘The Finger Plan’ was a development plan outlined in 1947 by the municipality for the post-war development of the Copenhagen metropolitan Area. Copenhagen ZDV WR GHYHORS DORQJ JLYH ̴ͤQJHUV̵ FHQWUHG RQ 6 WUDLQ commuter rail lines, which extended from the ‘palm’, that is the dense urban fabric of central Copenhagen. ,Q EHWZHHQ WKH ͤQJHUV JUHHQ ̴ZHGJHV̵ ZHUH LQWHQGHG to provide land for agriculture and recreational purposes.
20 |
The plan is a model of transit-oriented development (TOD), notable for its effective infrastructural corridors that allowed central Copenhagen to maintain its medium inner city density as it underwent post-war urbanization.
23
20 15 ER AV E AG 21 KM
KØBENHAVN
ØRE BRIDSUND R GE O OAD PEN /RAIL ED 2 000 1KM
MALMÖ
5KM 2KM
10KM
2015 Average Commuting Distance = 21 km Average Travel Time = 35 mins
ØR
ES
UN
DB
RID
GE
35 mins TRANSIT-ORIENTED DEVELOPMENT CORRIDORS
NØRREBROGADE 2013
STORKØBENHAVN TODAY SITE AND BRIEF
In 1945, before the introduction of the expanding commuter rail technology and The Finger Plan, the average distance of commute was 3.5km and the average travel time was 35 minutes. In modern day Copenhagen, we see the same exact average time of commute. However, people are now living further away from their place of work or study with an average travel distance of 21km. This shows that the development of transportation technology
24
has allowed people to live further away from their place of study or work, whilst still taking the same amount of time to commute as in 1945. The connectivity in and out of the city was further extended with the completion of the Øresund road/rail bridge in 2000, which connects Copenhagen to Malmö in Sweden. This has increased economic activity between the two regions and allowed people to live in one city and commute to the other.
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7KH FLW\̵V ͤUVW ELF\FOH ODQH ZDV HVWDEOLVKHG DORQJ (VSODQDGHQ LQ 1892.
1892
1905
FIRST CYCLE LANE AT ESPLANADEN
DANISH CYCLING FEDERATION ESTABLISHED
In the 1920s-1930s, bicycles and trams dominated the streets in the larger cities, and they developed accordingly. All urban functions were located within dense structures, 1920s-1930s keeping transport THE INTER-WAR PERIOD distances to a minimum.
1970s CAR TO BIKE
The Danish Cycling Federation was launched in 1905 to campaign for better cycling conditions in the city. The group continues to lobby for planning reforms today and forms part of an active community led campaign throughout the city.
1910s BRIDLE PATHS TO CYCLE WAYS
During the German occupation of Denmark from 1940 to 1945, a shortage of supply and fuel rationing meant that the bicycle became the dominant means of transport.
1940s
2050s-
WORLD WAR II
Mass protests in response to the middle east energy crisis of the 1970s and growing environmental DZDUHQHVV OHG WR WUDIͤF switching from cars to bicycles and public transport and to an increasing demand for improved conditions for cyclists.
1990s-2000s THE CYCLE HIGHWAY
BIKE TO CAR
From 1982 to 2001, every municipal budget contained funds allocated to the construction of cycle paths and improvements of conditions for cyclists. The focus on bicyclists and the funding were minimised after 2001 at the national level.
2010THE CYCLE ‘SUPERHIGHWAY’
50% 0.1 COMMUTER JOURNEYS INVOLVE THE BICYCLE
STAND PROVISION PER BICYCLE
33%
40% ALL TRIPS STARTING OR TERMINATING IN THE CITY OF COPENHAGEN
33% 24%
During the 1950s, bike use dropped heavily due to increasing wealth and affordability of the motor vehicle. Cycling infrastructure was omitted in new road developments leading to tension between cars and cyclists on routes throughout the city.
Investment in nationwide cycle paths and cycle bridges have increased safety, and ‘cycle superhighways’ are being expanded in the greater urban areas to increase access and reach. Reducing CO2 emissions and improving health conditions have once again placed cycling on the political agenda.
NET GAIN/LOSS FOR SOCIETY PER KILOMETER DRIVEN OR CYCLED
13%
27%
In the 1920s-1930s, bicycles and trams dominated the streets in the larger cities, and they developed accordingly. All urban functions were located within dense structures, keeping transport distances to a minimum
35%
50% 12%
13% COMMUTING TRIPS BY COPENHAGEN RESIDENTS ONLY
+1.22 Kr -0.69 Kr
20%
SHOPPING TRIPS IN THE CITY OF COPENHAGEN
CYCLING COPENHAGEN SITE AND BRIEF
Copenhagen’s municipal government reports that 62% of its residents commute to work or school by bike, which is an increase from 52% in 2015 and 36% in 2012, when the City Council launched a 14-yearplan to improve the quality and safety of cycling infrastructure across Copenhagen. These cyclists pedal an estimated total of 800,000 miles a day. In fact, there are more bikes (675,000) than people in &RSHQKDJHQ DQG ͤYH WLPHV DV PDQ\ ELF\FOHV DV FDUV
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25
26
0
0
0
0.5M
0.5M
0.5M 0
0
1M
0
0
0
1M
1M
10M
0
0.5M
0.5M
0
0.5M
“KØBENHAVN CITY KRYDSER”
“HYBRID CYKEL”
“SWAPFIETS BEDSTEMORCYKEL”
“CHRISTIANIA CYKEL”
COPENHAGEN CITY CRUISER
HYBRID BIKE
MASS RENTAL CITY BIKE
CHRISTIANIA CARGO BIKE
CYCLING INFRASTRUCTURE SITE AND BRIEF
During the 20th century, planners in Copenhagen went against the popular modern and post-modern urban planning policies in Europe that focused on developing cities around the car. Instead Copenhagen focused on maximising cycling infrastructure throughout the city, which this has led to the culture of cycling that is present in the city today.
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11,000 BUS
48,618 METRO
107,800 S-TRAIN/ RAIL
250,000 PEDESTRIAN 20,000 BIKE
NØRREPORT COMMUTERS (AVERAGE/DAY)
NØRREPORT TRANSPORTATION HUB SITE AND BRIEF
Completed in 2015, Nørreport is Copenhagen’s biggest central transportation hub with nearly 250,000 people passing through every day and it plays host to modal transition between the bus, metro, S-train and bike. At grade, there is provision for 2,500 bikes to provide cycle parking directly adjacent to the other forms of transport that intersect at the station. However, the area is often swamped with informally parked bikes and takes the appearance of sea of bicycles, which ruins the pedestrian experience.
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29
Vanlose
Nordhavn
København H
Nørreport
Valby
Rådhuspladsen
Sydhavn
Vestamager
1KM
5KM 2KM
10KM
EXTERNAL BICYCLE STORAGE AT S-TRAIN & METRO STATIONS
DOUBLE BIKE TRANSITION
København H
MIXED-MODAL TRANSITION SITE AND BRIEF
The bicycle is central to mobility in Copenhagen and typically forms the beginning and last leg of mixedmodal journeys throughout the city. Residents will often cycle their bike to a metro or S-train station where they will then store it and transport to another station in the city where they will have a separate bike parked waiting to continue their journey on. This demand means ad hoc parking infrastructure often swamps the entrances and exits to stations across Copenhagen.
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TRANSPORT NODE WITH EXTERNAL BIKE STORAGE
GROUND LEVEL
PLATFORM LEVEL
SINGLE BIKE CONTINUATION
S-Train Network
MIXED-MODAL CONTINUATION SITE AND BRIEF
Bicycles are also admitted on the city’s train network to facilitate this mixed-mode commuting, and in 2010, the state railways (DSB), made it free to bring bicycles on the train. To accommodate the growing number of bikes, DSB rebuilt all their S-trains by adding an extra FDUULDJH VSHFLͤFDOO\ IRU ELNHV ZKLOVW DOVR NHHSLQJ WKH flexible compartments at each end of the train free for bike hooks. This allows a seamless continuation across a mixed-modal journey through the city.
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“The Vision for 2030 is a high-speed rail link that will physically connect the eight million inhabitants and contribute to making this megaregion one of the world’s most competitive.”
OSLO
“This is about connecting Scandinavia’s most important metropolitan areas and knowledge environments and making them into one collective and strong innovation and labour market area.” Floire Nathanael Daub - Project Manager For The Scandinavian 8 Million City Project
GÖTEBORG
HI GH SP EE D RA IL NE TW OR
2030
K
480K M
MALMÖ KØBENHAVN
OSLO
10KM
Oseberg Viking Ship 3-5 days
20KM
50KM 100KM
DFDS Overnight Ferry 17h 15m
SJ High Speed Train 13h 30m
Volvo Hatchback 8h 10m
Travel Time 2014
Travel Time 2021
Oslo, Norway 2h 30m 3h 40m
Norwegian Air 1h 15m
4h 30m
Göteborg, Sweden Hyperloop 29 minutes
9h 40m København, Denmark
KØBENHAVN
THE SCANDINAVIAN 8 MILLION CITY SITE AND BRIEF The Scandinavian 8 million city is a proposal to combine the cities of Oslo, Gothenburg, Malmo and Copenhagen into one single economic and development area via a high speed rail network in order to respond to falling regional competitiveness in international markets. The region is simultaneously undergoing rapid urbanization and immigration, with the highest degree of cultural and social changes in its history. The aim for Norway, Sweden and Denmark is to sustain economic growth and the changeover to a low carbon society through the
32
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NORDICLOOP 2030
integration of their economies and labour markets with more effective interfaces for people and good transportation both intra– and inter-regionally. The current rail system lacks modern day infrastructure and the network has to bypass mountainous terrain as it travels North into Norway. The high speed network would take the current travel time by train of 16 hours between Oslo and Copenhagen (including interchange) down to 3 hours and 30 minutes, which currently forces leisure and business passengers to predominantly travel by plane.
29m
“No, it is unlikely there will be tax-free trading on the hyperloop, but Danes would be able to cycle to work in Oslo!” Mette Frederiksen - Denmark PM
KØBENHAVN
OSLO
THE NORDICLOOP SITE AND BRIEF The successful integration of an intra-city Hyperloop within the culture of the existing intra and inter-city multi-modal journeys in Copenhagen would require the successful adaption of the technology and station to the opportunities presented by the cycling infrastructure at each end of the route for people to continue on with their journeys. In a continuation of the culture we see in Copenhagen today, people would be able to work in one city and then ‘cycle’ to work in another via the high speed Hyperloop.
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33
HISTORICAL MARITIME GATEWAY The quay was constructed from 167075 as a gateway of trade from the sea to the old inner city at Kongen’s Nytorv (King’s Square), where ship’s handled FDUJR DQG ͤVKHUPDQ̵V FDWFK
THE MEMORIAL ANCHOR Inaugurated in 1951, the monument commemorates the more than 1700 'DQLVK RIͤFHUV DQG VDLORUV ZKR VDFULͤFLHG WKHLU OLYHV GXULQJ :RUOG :DU ,,
TOURIST’S PLAZA The “Sunnyside” of buildings to the North front on to the canal and contain bars and restaurants popular with tourists, which act as a public plaza that stretches down the length of the quay.
CANAL CULTURE Nyhavn also serves as a hub of canal tours and small vessels that line the length of the quay, which have been adapted into bars and restaurants.
“ICONIC COPENHAGEN” 1
KONGENS NYTORV
8
EUROPEAN ENIVRONMENT AGENCY
H.C ANDERSEN GIFT SHOP
2
9
HOUSE OF AMBER STORE
3
FRENCH EMBASSY
10
BAROCK
4
MEMORIAL ANCHOR
11
HONG KONG BAR
5
BOAT TOUR DROP-OFF
12
HEERING
6
CHARLOTTENBORG ART MUSEUM
13
NYHAVN 17
14
NYHAVN SIGN
15
CAP HORN
7
25M
CHARLOTTENBORG ART GALLERY
125M 50M
250M
2 3
9 10 11
RESIDENTIAL
12
4
1
15
7
TOURIST BAR/ RESTAURANT
8
CELLAR
EXISTING BUILDING USE
NYHAVN AND THE TOURIST CITY SITE AND BRIEF Nyhavn is Copenhagen’s world famous “picture-perfect” postcard tourist destination. The area is set along an historical quay, where the old docking and trade buildings have been converted at ground level into bars and restaurants, which are most frequently visited by tourists. In the current day, the linear quay has become an elongated public plaza that plays host to life of the “tourist city” and inadvertantly creates a soft division for the local Copehageners going about their daily lives in other areas of the city.
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14
6
RESIDENTIAL
34
13
5
SERVING ZONE 4m
TRAFFIC ZONE 5m
QUAY SIDE ZONE 4.5m
PROMENADE 15m
PROMENADE SECTION
SOUTH ELEVATION
10M 20M
NORTH ELEVATION
50M 100M
NYHAVN AND THE TOURIST CITY SITE AND BRIEF
A facade study to understand the relationship between the different historical buildings that line the quay at Nyhavn. The quay is split between the “sunny side” (South elevation), which is dominated by tourist bars and restaurants and the “dark side” (North elevation), which is dominated by cultural programme - including the Copenhagen Art School. The promenade section shows how the limited foot path is often dominated by tourists.
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RESIDENTIAL RESIDENTIAL TOURIST BAR/ RESTAURANT STATION AMENITY
NEW BUILDING USE
SAUNA CULTURE
7-ELEVEN
ESPRESSO HOUSE LAGKAGEHUSET
CARLSBERG
PØLSEVOGN
Saunas and outdoor bathing are popular activities in Copenhagen and Scandinvian culture
Number of stores nationwide:
Number of stores nationwide:
Number of stores nationwide:
177
113
75
6,746
106
4
6
Average number of times Danes take part in outdoor public bathing per year:
Market share of C-store industry:
Market share of coffee shop industry:
Market share of bakery industry:
Market share of beer industry:
Market share of pork industry:
Market share of Smørrebrød industry:
Market share of burger industry:
70%
19%
11%
53%
16%
>1%
>1%
Number of bodegas/bars Number of mobile vans nationwide: around Copenhagen:
23
COPENHAGEN AMENITY SITE AND BRIEF
The extension of the existing basements on site will provide space for a new urban layer of programme popular with local Danes. These pockets of amenity ZLOO EH ͤOOHG ZLWK 6DXQDV DQG D YDULHW\ RI SRSXODU chains at transport hubs in Denmark to provide new programme that activates the wider area of Nyhavn for local Copenhageners.
36
31 |
SMØRREBRØD
GASOLINE GRILL
Number of stores in Copenhagen:
Number of stores in Copenhagen:
3 DESIGN DEVELOPMENT MIXED-MODAL INFRASTRUCTURE
32 | 37
STAGE 1 Pod arrives at station
STAGE 4 Seating detaches from pod and departing passengers join
STAGE 1 Arrival on level 0
STAGE 2 Seating detaches from pod and arrival passengers depart
STAGE 5 Pod leaves station to re-enter vacuum environment
STAGE 2 Pod moves onto vertical elevator
STAGE 3 Pod and seating move to departure platform
De
STAGE 3 Seating detaches and arriving passengers depart
P
P
ds Departing po
s pod ing Arriv
s g pod Arrivin
Arrival and Departure Access
s pod ng arti Dep
HYPERLOOP STATION TYPOLOGY 1 (Proposal by BIG)
HYPERLOOP STATION TYPOLOGY DESIGN DEVELOPMENT
38
Due to the “point-to-point” nature of emerging hyperloop technology and the use of controlled “vacuums tunnels”, new station and platform typologies are emerging that respond to these new constraints. 3 key speculative precedents have been analysed and considered with the addition of the novel strategy to provide separated arrival and departure points for both “passengers arriving as pedestrians” and “passengers arriving as cyclists”. Whilst each can be adapted to meet these new demands, the project will seek to develop an additional typology speculation that provides a more successful separation.
POTENTIAL FOR MIXED-MODAL ACCESS
BICYCLE PASSENGERS PEDESTRIAN PASSENGERS
HYPERLOOP STATION T
STAGE 4 parting seating moves into pod
STAGE 1 Pod arrives at station
STAGE 4 Pod enters horizontal plate
STAGE 5 od is rotated 180 degrees and travels vertically to level 1
STAGE 2 Seating detaches from pod and arrival passengers depart
STAGE 5 Pod is rotated 90 degrees
STAGE 3 Pod and seating move to departure platform
STAGE 6 Pod leaves station to re-enter vacuum via tunnel
STAGE 6 Pod leaves station to re-enter vacuum via tunnel on level 1
Vertical Lift
TYPOLOGY 2
Arrival and Departure Access
Arrival Access Departure Access
Departure Access Arrival Access
Arrival and Departure Access
HYPERLOOP STATION TYPOLOGY 3
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39
40
TO TA L
00 02
22
EN
TR
EX
IT
20
=
AN
CE
04
18
06
16
08
14
10 12
10260
PASSENGERS PER DAY PEAK RUSH HOUR DEMAND
3848 PASSENGERS
1924 WITH BICYCLES
5130
50% WITH BICYCLES
PASSENGERS WITHOUT BICYCLES PASSENGERS WITH BICYCLES STAFF
TRANSPORT DEMAND
STAFF ROOM
WC
PLANT ROOM
PEDESTRIAN CIRCULATION
PEDESTRIAN ACCESS
BOAT TOUR TICKET
TRADITIONAL AMENITY WC
SHARED CIRCULATION ACCESS TO KONGENS NYTORV STATION
CONTROL ROOM
SECURITY ROOM
CANAL BOAT TOUR
ARRIVAL HALL
BICYCLE DROP-OFF BICYCLE CIRCULATION
BICYCLE ACCESS
PROGRAMME CONNECTIVITY
SPATIAL DEVELOPMENT DESIGN DEVELOPMENT
The ambition for the project is to achieve the same level of commuter connectivity between Oslo and Copenhagen as the successful Øresund region between Copenhagen and Malmö, which was achieved with the opening of the Øresund road and rail bridge between the two cities in 2000. Currently 10260 passengers commute by train between the two cities and this has formed the basis for the target capacity calculations.
34 |
41
RCULATION STRATEGY CIRCULATION
-2
1
UNDEFINED SPATIAL LAYOUT
2
SEPARATION OF BICYCLE AND PEDESTRIAN PASSENGERS INTO TWO ARRIVAL SPACES
3
BI-DIRECTIONAL ACCESS CONSIDERED TO PLATFORMS TO SEPARATE TWO PASSENGER TYPES
ARRIVAL PLATFORM
-2
DEPARTURE PLATFORM
4
SINGLE DIRECTIONAL FLOW OF ACCESS FOR BOTH DEPARTURE AND ARRIVAL GATES TO INDIVIDUAL CIRUCLATION SPACE
5
SHARED CORRIDOR ACTS AS BOTH ACCESS POINT TO GATES FOR BICYCLE PASSENGERS AND EXTENDED PED. CIRCULATION
6
ENTRANCE FOR THE TWO PASSENGER TYPES IS PROVIDED LATERALLY TO MAINTAIN LINEAR FLOW
BICYCLE PASSENGERS PEDESTRIAN PASSENGERS RETAIL STAFF & USERS
7
SECONDARY ACCESS TO MAIN ARTERY IS PROVIDED TO MITIGATE EXCESS FLOW
8
PEDESTRIAN CIRCULATION SPACE IS EXTENDED TO ALLEVIATE PRESSURE AND PROVIDE RETAIL SPACE
9
DEVELOPED LAYOUT SHOWING SEPARATION OF PASSENGER TYPE ACCESS AND INTEGRATION VIA SHARED CORRIDOR
GENT ANALYSIS AGENT -2
1
UNDEFINED FLOW
2
FLOW CONVERGES IN CENTRAL SPACE
3
FLOW IS CHANNELED TOWARDS SEPARATE CORRIDORS
5
FLOW CENTERS ON CENTRAL CORRIDOR AND PROVIDES MAIN CIRCULATION ARTERY
6
EXTENDED CORRDOR FURTHER CHANNELS THE FLOW OF PEOPLE BETWEEN LINEAR ACCESS TO PLATFORMS
-2
4
FLOW IS CONCENTRATED ON SEPARATE CORRIDORS
LIKELIHOOD OF FOOTFALL
HIGHER
7
SECONDARY ACCESS ALLEVIATES PRESSURE ON CENTRAL CORRIDOR
8
FURTHER SPACE IS PROVIDED FOR PEDESTRIAN PASSENGER ACTIVITY
9
LOWER
THE DIVISION OF RETAIL SPACE REINTRODUCES HARD EDGE
VISUAL SUAL INTEGRATION -2
1
EQUAL VISUAL RELATIONSHIP
2
CENTRE BECOMES VISUAL FOCAL POINT
3
PLATFORMS SEPARATE VISUAL RELATIONSHIP BETWEEN TWO CIRCULATION SPACES
5
CENTRAL CORRIDOR WIDENS VISIBILITY BETWEEN THE SEPARATE CIRCULATION SPACES
6
VISUAL LINE IS INCREASED AS CORRIDOR IS EXTENDED
-2
4
PLATFORMS SEPARATE VISUAL RELATIONSHIP BETWEEN TWO CIRCULATION SPACES
INTEGRATION
LOWER
7
DUAL ACCESS BETWEEN SPACES PROVIDES GREATER VISUAL RELATIONSHIP
8
EXTENDED PEDESTRIAN SPACE PROVIDES POORER VISUAL CONNECTION TO OVERALL LAYOUT
9
REINTRODUCTION OF THE DEFINED PEDESTRIAN CORRIDOR PROVIDES STRONG VISUAL INTEGRATION BETWEEN THE SHARED CORRIDOR AND SEPARATE PEDESTRIAN AND BICYCLE ZONES
HIGHER
radius = n(01)
SPACE SYNTAX ANALYSIS DESIGN DEVELOPMENT
feedback on user behavior to inform the spatial development of the station layout and the mixed modal transition between the two passenger types. The initial diagrams describe the development of the circulation strategy to maintain separation between “pedestrian passengers” and “bicycle passengers”. Agent analysis of the circulation strategies was undertaken as the spatial layout developed with the hypothesis of maintaining separation between the
42
entry point of cyclists and pedestrians. The agent analysis shows that these two demographics are allowed to freely interact and circulate together within a centralised artery at the centre of the layout, which provides access to the arrival and departure platforms below. Visual integration analysis describes the visual relationship between the spaces within the spatial layout as it developed. The central area of the developed layout plays a central role in anchoring the station and allows clear sight lines to the different access points to the platforms below.
| 35
HYPERLOOP STATION
VACUUM
KØBENHAVN
HYPERLOOP
ACCELERATE
Maximum Speed : 1,220km/h Passengers Per Pod : 40 (Arriving by Bicycle Per Pod) : 20 VACUUM
45 secs between pods 900 km/h +
DECELERATE
Frequency of Arrival/Departure Per Platform: 3 minutes 30s Passenger Capacity Per Platform Per Hour : 680
PLATFORM CONNECTION
Passenger Capacity For 6 Platforms Per Hour : 4080
PEDESTRIAN ACCESS
BICYCLE DROP-OFF ACCESS
ARRIVAL
DEPARTURE
AUTOMATED BICYCLE STORAGE CONCOURSE LEVEL
PLATFORM LEVEL
AUTOMATED BICYCLE STORE
ARRIVAL (RETRIEVAL)
HYPERLOOP PLATFORM ABOVE
Passengers With A Stored Bicycle Per Pod : 20 Passengers With a Stored Bicycle Per Platform Per Hour : 340 Passengers With a Stored Bicycle Per 6 Platforms Per Hour : 2040 DEPARTURES (STORE)
Number of Automated Lifts Per Platform : 8 Time to Retrieve/Store a Bicycle : 30s Time to Retrieve 20 Arriving Passengers and 20 Departing Passengers Per 8 Lifts : 2 minutes 30s
MIXED-MODAL TRANSITION DESIGN DEVELOPMENT
36 |
43
STAGE 1 Pod leaves vacuum environment
STAGE 4 Departure passengers enter pod
STAGE 2 Pod arrives in station environment
STAGE 5 Pod leaves station environment
STAGE 3 Arrival passengers depart pod
STAGE 6 Pod rejoins vacuum environment
DEVELOPED STATION TYPOLOGY DESIGN DEVELOPMENT
The proposed station typology is made up of a series of separated arrival and departure platforms on either VLGH RI HDFK WUDFN DOORZLQJ IRU D PRUH HIͤFLHQW RQ RII flow of arriving and departing passengers . These platforms can then be accessed separately from above by separated vertical circulation for “pedestrian passengers” and “bicycle passengers”.
MIXED-MODAL ACCESS
BICYCLE PASSENGERS PEDESTRIAN PASSENGERS ARRIVAL PLATFORM DEPARTURE PLATFORM
44
| 37
-1 BOH & OPERATIONS
Back of House space for station staff, including security and control rooms, staff facilities and WC’s -GF PEDESTRIAN & BICYCLE ENTRANCE
GF NEW URBAN SPACE
A new urban space is created that connects the two sides of the quay and alleviates pedestrian footfall pressure on the existing pavement widths on the ‘sunnyside’ of Nyhavn.
Integrated entrance halls for both bicycles and pedestrians.
-1 BICYCLE CIRCULATION
Unimpeded bicycle lane allowing for circulation for cyclists from ground down to level -1.
-1 BASEMENT AMENITY
The basements are extended of the adjacent existing buildings to form a series of amenity spaces catering to local cultural use.
-1 AUTOMATED BICYCLE LIFTS
A drop-off and collection area for bicycles with automated bicycle lifts that runs parallel to the hyperloop platforms.
-2 ARRIVAL PLATFORMS
Shared arrival platforms DOORZLQJ IRU TXLFN DQG HIͤFLHQW circulation of passengers to bicycle collection or pedestrian circulation space.
-2 DEPARTURE PLATFORMS
Shared departures platforms DOORZLQJ IRU TXLFN DQG HIͤFLHQW circulation of passengers from bicycle collection or pedestrian circulation space. -3 AUTOMATED BICYCLE STORAGE FACILITY
Automated bicycle storage facility integrated under the hyperloop platform level, which connects to the drop-off/ collection area via automated bicycle lifts.
-1 PEDESTRIAN CONCOURSE
Unimpeded pedestrian circulation space allowing cyclists and pedestrians to move through the station separately.
-1 SHARED CONCOURSE
A central shared circulation artery runs through the station and connects the platforms to the separate circulation spaces for bicycles and pedestrians.
-1 CANAL TOUR DROP-OFF
The existing Canal tour drop-off point is re-established at the end of the site and interfaces the infrastructure with the water.
MASSING STRATEGY DESIGN DEVELOPMENT
38 |
45
ITERATION 1
ITERATION 2
ITERATION 3
ITERATION 4
ITERATION 5
DEVELOPMENT OF PLAZA INTERFACE
ITERATIONS OF STRUCTURAL RETAINING FRAME SYSTEM
STRUCTURAL DEVELOPMENT DESIGN DEVELOPMENT
46
The sectional development of the scheme is centred on the proposal to provide a fluid transition from the public plaza down to the shared central concourse, which then connects either side to the separated arrival corridors for “pedestrian” and “bicycle” passengers. These separated corridors then connect to the platforms below, which has been informed by the feedback from the series of investigations undertaken with Space Syntax (DepthmapX) tools. The retaining frame system has been developed to integrate this described circulation within the structural system.
BICYCLE PASSENGERS
HYPERLOOP PLATFORMS
PEDESTRIAN PASSENGERS
AUTOMATED BICYCLE STORAGE SYSTEM
RETAIL UNITS
CIRCULATION FROM PLAZA TO CONCOURSE
SHARED CIRCULATION/ AMPITHEATRE
1
4
7
9
TOURIST DRIVEN NYHAVN Nyhavn, the historical icon of Copenhagen has been overtaken by Tourist restaurants and bars and is no longer regularly enjoyed by local Copenhageners.
HYPERLOOP STATION A Hyperloop station set below the public realm will connect Copenhagen and Oslo and bring a new future of interconnectivity between the Nordic countries to the heart of the city.
RETAINING STRUCTURE Central to the project is a new retaining structure that withstands the compressive forces of the surrounding ground and facilitates the circulation within the station.
NEW URBAN SPACE The new urban space connects the two sides of Nyhavn and forms both a park and vital part of the infrastructure’s circulation strategy.
2
5
8
RECLAIM QUAY Reclaiming part of the historical quay will create new space to extend and link the two disconnected sides of Nyhavn.
AUTOMATED BICYCLE STORAGE The station facilitates a mixed modal transition between bicycles and the Hyperloop via an automated bicycle storage system below the platform level.
3
6
BASEMENT EXTENSIONS The extension of the existing buildings’ basements will create new spaces for amenity and cultural uses aimed at local Copenhageners.
MIXED-MODAL TRANSFER SPACE Separate circulation for bicycle and pedestrian passengers from arrival and departure platforms allows for quick and HIͤFLHQW FLUFXODWLRQ RI SDVVHQJHUV WR WKH automated bicycle lifts or new amenity space.
3 DIMENSIONAL CIRCULATION A new urban space wraps and folds down into the station, connecting the ground level with the station concourse in a seamless transition for passengers.
10 CANAL TOUR DROP-OFF RE-ESTABLISHED 11 CULTURAL INFRASTRUCTURE The canal boat tour drop-off point is reestablished at the end of the quay.
The new Hyperloop station embedded within the heart of Copenhagen will become a new cultural and transport infrastructure, which activates Nyhavn for both tourists and local Copenhageners.
DESIGN GENESIS DESIGN DEVELOPMENT
40 |
47
TOURIST NYHAVN
Existing tourist driven site programme is extended for a widened circulation space.
PUBLIC SPACE
The new public space folds into the station and acts as a key circulation route down to concourse level.
CIRCULATION CONCOURSE
The circulation concourse is integrated within the structural retaining system.
HYPERLOOP PLATFORMS
Shared arrival and departure platforms connect to separate stair and escalator connections for pedestrian and bicycle passengers.
AUTOMATED BICYCLE STORAGE SYSTEM
Vertical circulation connects the bicycle drop off points at the concourse level to the below platform automated storage system.
PEDESTRIAN ENTRANCE BICYCLE ENTRANCE PEDESTRIAN PASSENGERS BICYCLE PASSENGERS ABOVE GROUND PEDESTRIANS EXISTING BICYCLE INFRASTRUCTURE VERTICAL CIRCULATION OF STORED BICYCLES VERTICAL CIRCULATION OF STORED BICYCLES
ARRIVAL PLATFORM DEPARTURE PLATFORM
ACCESS & CIRCULATION DESIGN DEVELOPMENT
The new Hyperloop station will connect to the existing cycle infrastructure adjacent to the site and allow for a seamless circulation of pedestrians from the new public space at ground level down to the concourse level.
48
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ARRIVAL SQUARE/ MEMORIAL ANCHOR ARRIVAL POCKET CIRCULATION CORRIDOR
OUTDOOR DINING SPACE
INFORMAL BUSKING AMPITHEATRE
INFORMAL STREET PERFORMANCE SPACE CIRCULATION CORRIDOR
OPEN PARK
OUTDOOR DINING SPACE
ARRIVAL POCKET
PUBLIC PLAZA DESIGN DEVELOPMENT
42 |
49
01 SUSTAINABLE FORESTS
02 TANGENTIALLY SAWN
03 CONTROLLED DRYING &
04 FINGER JOINTING
STRENGTH GRADING
08 ASSEMBLY OF COMPONENTS
TIMBER
07 COLD FORM CURVING AND CLAMPING
09 CNC FABRICATION OF JOINTS
AND FINISHING
06 ADHESIVE APPLICATION
r=
400
0m
m
05 PLANING LAMINATIONS
10 TRIMMING, SANDING
0mm
r = 100
r= m
0m
400
H r
H = 20mm
H = 20mm
RETAINING FRAME FABRICATION DETAIL DESIGN
44 | 50
This material development will be applied at scale within the project to explore the aesthetic and structural potential of mass timber within a new station typology. Above describes the fabrication process of the glulam members and the discretisation of the overall structural assembly. The degree of curvature that can be achieved within a glulam DVVHPEO\ LV GHͤQHG DV WKH KHLJKW RI WKH ODPHOOD r/200. Therefore the above assembly will require an LVL solution for the tightest curved element of 5mm veneers.
H = 5mm
max H = r/200
3
1 2
1
2
4
PRE-FRABIRCATION OF TIMBER AND STEEL PLATES
ASSEMBLY 01
2
3 1
4
1
PRE-ENGINEERED STEEL DOVETAIL CONNECTOR
2
STEEL CONNECTION PLATES
3
150MM FIXING SCREWS
4
CAST IN-SITU IN SITU CONCRETE FOOTING
ASSEMBLY 02
RETAINING FRAME ASSEMBLY DETAIL DESIGN
:KLOVW WKH MRLQWV DUH GHVLJQHG WR EH FRPSUHVVLRQ ͤW steel connection plates will be used between the joints to provide the necessary durability and structural performance across the retaining frame. The individual members of the assembly and steel connection plates will be pre-fabricated and then assembled on site.
| 45
51
1 2 4
6
3 6 7 8
9
10 0
12 2
1
20MM PORCELAIN PAVING SYSTEM
2
5MM OUTDOOR GRADE TILE ADHESIVE
3
250MM CAST IN-SITU CONCRETE BASE
4
STEEL SHEAR CONNECTOR
5
5MM DAMP PROOF MEMBRANE
6
20MM PLY SHEET BOARD
7
300X150MM TIMBER JOIST
8
20MM PLY SHEET BOARD
9
1250X650MM TIMBER BEAM (PRIMARY)
10
PRE-ENGINEERED STEEL DOVETAIL CONNECTOR
1 11
STEEL CONNECTION PLATE
12 2
STEEL TONGUE REINFORCEMENT PLATE
11
TIMBER-CONCRETE COMPOSITE (STEEL SHEAR CONNECTOR)
POSITIVE BENDING MOMENT
NEGATIVE BENDING MOMENT TENSILE STRESSES COMPRESSION STRESSES
TIMBER-CONCRETE COMPOSITE DETAIL DESIGN
A timber-concrete composite construction system has been developed to utilise the aesthetic, acoustic and structural performative outcome of the two materials in composite. Shear connectors between the two materials resist shear forces and induce slab-tobeam composite action where the slab compression resistance complements the beam tensile capacity into a single system. The mechanical properties of the steel connection therefore strongly impact on the stiffness and strength of the composite component.
52
46 |
01 EXISTING SITE
02 FOUNDATION EXPOSED AND
03 EXCAVATION OF PIT AND REINFORCED
04 CONCRETE BOX COMPLETED AND
05 EXISTING FACADE FURTHER PROPPED
06 NEW PILE FOUNDATIONS
BRACING SLAB CAST
EXISTING FACADE UNDERPINNED
AND NEW BASEMENT IS EXPOSED
07 PILE FOUNDATIONS AND DIAPHRAGM WALLS ARE CAST ACROSS THE SITE
A TUNNEL BORING MACHINE WILL COMPLETE THE INTENSIVE TUNNELING REQUIRED BEFORE PRE-CAST TUNNEL SECTIONS ARE MOVED THROUGH THE CREATED NETWORK.
CONCRETE BOX EXTENDED DOWN
UNDERPINNING THE NEW BASEMENT ARE CAST
08 THE RETAINING SYSTEMS ARE PROPPED AND THE SITE IS
FURTHER EXCAVATED WITH A TOP DOWN EXCAVATION METHOD
08 THE CANTILEVER WALL IS COMPLETED AND THE TUNNELING BEGINS UNDER THE EXISTING BUILDINGS WITH A TUNNEL BORING MACHINE
EXCAVATION AND TUNNELING DETAIL DESIGN
The extension and underpinning of the existing buildings will require a complex and heavily coordinated approach to avoid structural damage to the existing and historically sensitive facades.
| 47 53
1
REINFORCED CONCRETE BE BEAM
2
REINFORCED CONCRETE CO OLUMN
3
REINFORCED CONCRETE PILE CAP
4
PILES
5
SECANT PILE WALL
6
PRE-FABRICATED TUNNEL SECTION
1
2 5 3
6 4
4
5
1 6
2
3
1
HYPERLOOP POD
2
ELECTROMAGNETIC SYSTEMS
3
SYSTEM INLET/OUTLET
4
STEEL TUNNEL FRAME
5
VAPOUR RETARDER
6
REINFORCED CONCRETE SECTIONS
Indicative load paths highlight how the load from the existing building is transferred into the ground and the separation of this strategy from the individual Hyperloop tunnels.
The intensive tunneling required for the project will be discretised into 20metre long pre-fab sections and manufactured at Virgin Hyperloop’s specialist facility in West Virginia. The tunnel will enter the earth at a tunnel boring access site away from the station.
LOAD DISPERSION THROUGH TUNNEL DEAD LOADS INCURRED FROM GROUND DEAD LOADS FROM EXISTING BUILDING DISPERSED INTO GROUND
PRE-FABRICATED HYPERLOOP TUNNEL DETAIL DESIGN
The project will maintain a separation of the structural integrity of the tunnel system and the underpinning and retaining structures for the station. This will allow the integrity of the extended buildings to be secured ͤUVW PLWLJDWLQJ WKH SRVVLELOLW\ RI WXQQHOLQJ OHDGLQJ WR major ground disturbances that could prove critical for the existing buildings.
54
48 |
1 2 3
1 11 6
5
13
4
7 12 2
8
10
9
14
18 19 15
21 21
17
20 22 23
24 4
16
1
20MM 20M M PORCELA P L IN N PAV A ING SY SYST STE S TEM
13
2
5M OUTDO 5MM TD OR GRA GRADE E TIL TI E AD ADHESIV SIIVE
14
100 000X6 0X600M 00MM M REIN REINFOR ORCED CO ONCR NCRETE TE BE B AM REINFO FORCE RCED CONC NCRET RETE E COLU C UMN
3
250 5 MM CAS AST T IN-SITU U CO CONCR NCRET E BASE ETE BA ASE
15
RE NFO REI FORCE CED D PILE P LE CA CAP P
4
STEEL STE L SHE SH AR R CON CONNEC ECTOR TOR
16
PI ES PIL
5
5MM DA DAMP M PRO PR OF F MEM MEMBRA BRANE NE E
17
PERIME ETER ER DR RAIN AINAGE AGE SY SYSTE STEM M
6
20MM PLY 20M LY SHE SH ET T BOA BOARD RD
18
75MM 75M M FINI N SHI H NG SCR SCREED EE
7
300 0X150MM 0 T MBER JOIS TI OIST T
19
5MM DA D MP PRO PROOF OF MEM MEMBRA B NE
8
20MM 20M M PLY PLY SHE SHEET BOA BOARD RD
20
150 0MM CAS CAST T IN-SITU TU CO CONCR NCRETE ETE BA BASE
9
1250X650M 125 50MM M TIMB M ER BEA BE M (PR (PRI P MAR MA ARY)
21 21
VA OUR VAP O RETAR TA DER
10
ME HAN MEC A ICA C L SERV S RVICE CES S
22
RI ID INS RIG SULA ULATIO TION N
1 11
PRE-EN PRE -E GIN GINEER RED STE TEEL L DOV DOVETA E IL ET ETA L CON CONN NEC NE ECTOR TO OR
23
CRU USHE H D HARD R COR CORE E
12 2
ALUMINIUM ALU M FIXING G PLAT PLATE E
24
HIDDEN HID DEN AL A UMI UM NIU UM FRAM RAME E
UNDERPINNING EXISTING BUILDINGS DETAIL DESIGN
| 49
55
1
1 4
01 minn 1 Oslo 04 min 2 Göteborg
1
2
3
5
2
KEY 3
4 8 7
6
9 1 11
12 2
10
13 3
14 15 16
2
3
20MM PORCELAIN PAVING SYSTEM
2
5MM OUTDOOR GRADE TILE ADHESIVE
3
5MM DAMP PROOF MEMBRANE
4
150MM PRE-CAST CONCRETE SLAB
5
120MM DEEP GUTTERING CHANNEL
6
600MM GRAVEL AND GROWING MEDIUM
7
300MM DRAINAGE PIPE
8
TIMBER-CONCRETE RETAINING FRAME
9
STEEL BRIDGE SECTION
10
MECHANICAL SERVICES
1 11
5MM PROTECTIVE ROOT BARRIER
12 2
SOIL TRAY
13
5MM DAMP PROOF MEMBRANE
14
STEEL GUIDE RAIL
15
30MM ACOUSTIC PANEL
16
120X40MM SOFTWOOD CLADDING
4
1
3
1
1
1
2 4
3
5
4
3 6
7
2
2
5
8
5
7
1
20MM PORCELAIN PAVING SYSTEM
1
40MM ENERGY HARVESTING RED EPOXY RESIN
1
20MM PORCELAIN PAVING SYSTEM
2
5MM OUTDOOR GRADE TILE ADHESIVE
2
60MM BINDER COURSE
2
5MM OUTDOOR GRADE TILE ADHESIVE
3
HIDDEN ALUMINIUM FRAME
3
100MM PRE-CAST CONCRETE SLAB
3
5MM DAMP PROOF MEMBRANE
4
5MM DAMP PROOF MEMBRANE
4
120X100MM BLOCK KERB
4
150MM PRE-CAST CONCRETE SLAB
5
100MM PRE-CAST CONCRETE SLAB
5
MECHANICAL SERVICES
5
250X500MM STEEL I-BEAM
6
STEEL TRUSS
6
STEEL TRUSS
6
MECHANICAL SERVICES
7
STEEL GUIDE RAIL
7
STEEL GUIDE RAIL
7
10MM ALUMINIUM CEILING PANELS
8
30M PRE-CAST CONCRETE PANEL
8
30M PRE-CAST CONCRETE PANEL
FLOOR PROPERTIES DETAIL DESIGN
50 |
6
6
8 7
56
4
1
20MM PORCELAIN PAVING SYSTEM
2
5MM OUTDOOR GRADE TILE ADHESIVE
3
250MM CAST IN-SITU CONCRETE BASE
4
STEEL SHEAR CONNECTOR
5
5MM DAMP PROOF MEMBRANE
6
20MM PLY SHEET BOARD
7
300X150MM TIMBER JOIST
8
20MM PLY SHEET BOARD
9
1250X650MM TIMBER BEAM (PRIMARY)
10
RVICES MECHANICAL SER
1 11
STEEL CONNECTIO ON PLATE
12 2
AUTOMATED BICY YCLE LIFT SYSTEM
13
20MM PORCELAIN N PAVING SYSTEM
14
5MM OUTDOOR GRADE TILE ADHESIVE
15
HIDDEN ALUMINIU UM FRAME
16
5MM DAMP PROO OF MEMBRANE
17
100MM PRE-CAST T CONCRETE SLAB
18
STEEL TRUSS
19
30M PRE-CAST CO ONCRETE PANEL
20
40MM ENERGY HA ARVESTING RED EPOXY RESIN
2 21
60MM BINDER COURSE
22
100MM PRE-CAST T CONCRETE SLAB
23
120X100MM BLOC CK KERB
24
MECHANICAL SER RVICES
25
CAST IN-SITU CON NCRETE BEAM
26
20MM PORCELAIN N PAVING SYSTEM
27
150MM PRE-CAST T CONCRETE SLAB
28
250X500MM STEE EL I-BEAM
29
MECHANICAL SER RVICES
30
10MM ALUMINIUM M CEILING PANELS 1 5
1 11
6 8
9
3
4 7
2 10
12 2 13 15
23 14
16
20 2 21
17 18
22 24
19
26 25
27 28
29 30
AUTOMATED BICYCLE STORAGE DETAIL DESIGN
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57
4 5 8
7
6
1 9
2
10
3
12 2
1 11
13
2 21 14
15
16
17 18
20 19
1
20MM PORCELAIN PAVING SYSTEM
12 2
20MM PORCELAIN PAVING SYSTEM
2
600MM GRAVEL AND GROWING MEDIUM
13
150MM PRE-CAST CONCRETE SLAB
3
STEEL BRIDGE SECTION
14
250X500MM STEEL I-BEAM
4
250MM CAST IN-SITU CONCRETE BASE
15
MECHANICAL SERVICES
5
300X150MM CURVED TIMBER JOIST
16
10MM ALUMINIUM CEILING PANELS
6
20MM FLEXI MDF AND VENEER SHEET
17
PRE-CAST CONCRETE TRACK
7
1250X650MM TIMBER BEAM (PRIMARY)
18
SYSTEM INLET/OUTLET
8
40MM GOLD ANODISED STEEL FRAME
19
ELECTROMAGNETIC SYSTEMS
9
150MM PRE-CAST CONCRETE SLAB
20
STEEL GUIDE RAIL
10
250X500MM STEEL I-BEAM
2 21
AUTOMATED PLATFORM GATES
1 11
OVER TRACK VENTILATION EXHAUST
22
AUTOMATED BICYCLE STORAGE SYSTEM
INTEGRATED URBAN SPACE DETAIL DESIGN
58
52 |
22
1
8
9
7
2
6
1
EXTERNAL VENTILATION SYSTEM
2
HEAT PUMP AND COMPRESSOR
3
WARM FLUID IN PIPE
4
COLD FLUID OUT PIPE
5
HEAT COMPRESS SION SYSTEM
6
THERMAL INLET
7
EXTRACTION VEN NT
8
HOT AIR RECOVER RY PUMP
9
HEAT RECOVERY SYSTEM
5
3
4
A specialist heat compressor underneath the sauna provides additional compression of heat to achieve the minimum 65oc of dry air temperature
01 min in 1 Oslo O l g 04 min 2 Göteborg
HEAT EXTRACTION VERTICAL COLLECTOR FIELD
THERMAL ENVELOPE
GEOTHERMAL HEAT-COMPRESSED SAUNA DETAIL DESIGN
The thermal line in the station exists at the elevation of the basements to the existing buildings. The project will utilise the surrounding earth and a series of geothermal heat pumps to provide passive heating and cooling for heat compressed saunas and the different retail units. A geothermal heat pump uses the earth as a heat source (in the winter) or a heat sink (in the summer) by exchanging cold or warm IOXLG WKURXJK WKH JURXQG YLD D FROOHFWRU ͤHOG LQ YDSRU compression refrigeration cycle.
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59
55 | 60
2 1
3 6 7
4
8
9
12
55 |
5
11
10
NORDICLOOP NYHAVN BUILDING FRAGMENT 1
EXISTING TOURIST BAR/RESTAURANT
2
EXISTING OUTDOOR DINING SPACE
3
AMPHITHEATER STEPS
4
PARK AND PERFORMANCE SPACE
5
MARKET HALL
6
GEOTHERMAL HEAT-COMPRESSED SAUNA
7
PEDESTRIAN PASSENGER CONCOURSE
8
ESCALATOR AND STEPS TO CONCOURSE
9
DEPARTURE PLATFORM
10
HYPERLOOP TRACK
11
ARRIVAL PLATFORM
12
AUTOMATED BICYCLE STORAGE SYSTEM
55 |
61
1
4
3
8
9
NORDICLOOP NYHAVN BUILDING FRAGMENT
55 |
62
1
EXISTING TOURIST BAR/RESTAURANT
2
EXISTING OUTDOOR DINING SPACE
3
AMPHITHEATER STEPS
4
PARK AND PERFORMANCE SPACE
5
MARKET HALL
6
GEOTHERMAL HEAT-COMPRESSED SAUNA
7
PEDESTRIAN PASSENGER CONCOURSE
8
ESCALATOR AND STEPS TO CONCOURSE
9
DEPARTURE PLATFORM
10
HYPERLOOP TRACK
11
ARRIVAL PLATFORM
12
AUTOMATED BICYCLE STORAGE SYSTEM
5
7
11
10
12
| 56
5563 |
64
65
66
67
| 58
68
69
70
71
72
73
01 minn 1 Oslo 04 min 2 Göteborg
0 1m 2.5m 5m SCALE BAR 1.150 SECTION A-A 74
1.150 @ A2
10m
A
B
C
SECTION B-B
GF G F +7000 ++700 7000
LEVEL -1 +1650
LEVEL -2 -4825
LEVEL -3 -9475
D
E
F
| 63 75
SECTION A-A
GF +7000 LEVEL -1 +1650
LEVEL -2 -4825 LEVEL -3 -9475
1
SECTION B-B 1.500 @ A2 (210X594mm)
76
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
0 2m 5m 10m SCALE BAR 1.500
25m
| 64
77
SECTION A-A A
B
C
D
E
F
1
GF 1.500 @ A2 (210X594mm)
78
2
3
4
5
6
7
8
9
10
11
12
SECTION B-B
13
14
15
16
17
18
19
20
21
22
23
24
25
26
N
0 2m 5m 10m SCALE BAR 1.500
25m
| 65
79
SECTION A-A A
B
C
D
E
F
1
LEVEL -1 (-5.4m) 1.500 @ A2 (210X594mm)
80
2
3
4
5
6
7
8
9
10
11
12
SECTION B-B
13
14
15
16
17
18
19
20
21
22
23
24
25
26
N
0 2m 5m 10m SCALE BAR 1.500
25m
| 66
81
SECTION A-A A
B
C
D
E
F
1
LEVEL -2 (-11.8m) 1.500 @ A2 (210X594mm)
82
2
3
4
5
6
7
8
9
10
11
12
SECTION B-B
13
14
15
16
17
18
19
20
21
22
23
24
25
26
N
0 2m 5m 10m SCALE BAR 1.500
25m
| 67
83
SECTION A-A A
B
C
D
E
F
1
LEVEL -3 (-16.5m) 1.500 @ A2 (210X594mm)
84
2
3
4
5
6
7
8
9
10
11
12
SECTION B-B
13
14
15
16
17
18
19
20
21
22
23
24
25
26
N 0 2m 5m 10m SCALE BAR 1.500
25m
| 68
85
86
SITE PLAN
1.2500 @ A2
N
0 20m 50m 100m SCALE BAR 1.2500
200m
| 69
87
88
All work produced by Unit 14 Unit book design by Charlie Harris www.bartlett.ucl.ac.uk/architecture Copyright 2021 The Bartlett School of Architecture, UCL All rights reserved. No part of this publication may be reproduced or transmited in any form or by any means, electronic or mechanical, including photocopy, recording or any information storage and retreival system without permission in writing from the publisher.
89
UNIT @unit14_ucl
90
INNER FORM 2021
P
G14 is a test bed for architectural exploration and innovation. Our students examine the role of the architect in an environment of continuous change. As a unit, we are in search of new leveraging WHFKQRORJLHV ZRUNÀRZV DQG PRGHV RI SURGXFWLRQ VHHQ LQ GLVFLSOLQHV RXWVLGH our own. We test ideas systematically by means of digital and physical drawings, models and prototypes. Our work evolves around technological speculation and design research, generating momentum through astute synthesis. Our propositions are ultimately made through the design of buildings and the in-depth consideration of structural formation and tectonic constituents. This, coupled with a strong research ethos, generates new, unprecedented, viable and spectacular proposals. I t the centre of this year’s academic exploration was Buckminster Fuller’s A ideal of the ‘The Comprehensive Designer’: a master-builder who follows Renaissance principles and a holistic approach. Fuller referred to this ideal as somebody who is able to realise and coordinate the commonwealth potentials of his or her discoveries without disappearing into a career of expertise. Like Fuller, PG14 students are opportunists in search of new ideas and architectural synthesis. They explored the concept of ‘Inner Form’, referring to the underlying and invisible but existing logic of formalisation, which is only accessible to those who understand the whole system and its constituents and the relationships between. This year’s projects explored the places where culture and technology interrelate to generate constructional systems. Societal, technological, cultural, economic and political developments propelled our investigations and enabled us to project near-future scenarios, for which we designed comprehensive visions. Our methodology employed both bottom-up and top-down strategies in order to build sophisticated architectural systems. Pivotal to this process was practical experimentation and intense exploration using both digital and physical models to assess system performance and application in architectural space. Thanks to: DaeWha Kang Design, DKFS Architects, Expedition Engineering, Hassel, Knippers Helbig, RSHP, Seth Stein Architects, University of Stuttgart/ ITKE and Zaha Hadid Architects.
All work produced by Unit 14 Unit book design by Charlie Harris www.bartlett.ucl.ac.uk/architecture Copyright 2021 The Bartlett School of Architecture, UCL All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopy, recording or any information storage and retreival system without permission in writing from the publisher.
UNIT 14 @unit14_ucl