EXPLORING MODULAR CONSTRUCTION WITH THE USE OF SHIPPING CONTAINERS FOR HOUSING IN LAGOS STATE

EXPORING MODULAR CONSTRUCTION FOR HOUSING IN LAGOS STATE
THE USE OF CONTAINERS
A THESIS SUBMITTED TO THE DEPARTMENT OF ARCHITECTURE,
UNIVERSITY OF LAGOS, AKOKA, NIGERIA. IN PARTIAL FULFILMENT OF THE
REQUIREMENTS FOR THE AWARD OF MASTER IN ENVIRONMENTAL DESIGN
(MED) DEGREE IN ARCHITECTURE
By
AKINOLA, Olanrewaju E
110501018
November, 2017
i

CERTIFICATION
This is to certify that this research project EXPORING MODULAR CONSTRUCTION
FOR HOUSING IN LAGOS STATE- THE USE OF CONTAINERS FOR HOUSING
was carried out by AKINOLA OLANREWAJU EMMANUEL, with matric no. 110501018,
and submitted to the Department of Architecture, , in partial fulfilment for degree in Master in
Environmental Design
Akinola Olanrewaju .E Date
Prof. Olumide Olusanya Date
Project supervisor
Dr. Anthony Adebayo Date
Head of Department
ii

DEDICATION
This work is dedicated in loving memory of Rachael Adepeju Adebayo.
iii

ACKNOWLEDGEMENT
My unreserved gratitude goes to the Almighty God for making this research possible. I thank
Him for His guidance protection and wisdom during the course of this research. May His name
alone be lifted on high.
I wish to thank my supervisor – Professor Olumide Olusanya for his encouragement, advice
and support during this research work.
Also, Prof J.M Igwe and all members of my studio critic team, for their tutelage and support.
To my colleagues Adeyanju Boluwatife, Akanu Nduka, Alu Kayode, Denloye Olaoluwa,
Lawore Olaposi, Osinubi Busayo, Olakunle Oladiran, Olaoluwa Israel, Ogunderu Naomi,
Ogunsanya Damilare, Tayo-ojo Gboyega who contributed to the success of this research
through their constructive criticisms, ideas, comments, support, opinions, and suggestions .
God bless you all.
I wish to express my sincere gratitude to the members of my family, particularly my
parents for their support – financially and morally, patience, co-operation and understanding
during the course of this work.
I also want to express my sincere gratitude to Mr Tunde John Adegboye of Tempo
Housing who took time out of his busy schedules to attend to me, giving me first-hand
information on container housing construction in Nigeria
Finally, Arc Niyi Dasalu - the Architect of the Nigerian Port Authority, Apapa and all the
staff of the Nigerian Port Authority, Apapa, for their support and guidance through the course of
this project.
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TABLE OF CONTENTS
TITLE PAGE ..............................................................................................................................i
CERTIFICATION .....................................................................................................................ii
DEDICATION...........................................................................................................................iii
ACKNOWLEDGEMENT........................................................................................................iv
TABLE OF CONTENTS...........................................................................................................v
LIST OF FIGURES ..................................................................................................................ix
ABSTRACT.............................................................................................................................xiii
CHAPTER ONE - INTRODUCTION .....................................................................................1
1.1 BACKGROUND OF STUDY ......................................................................................1
1.2 PROBLEM STATEMENT: ..........................................................................................2
1.3 AIM ...............................................................................................................................3
1.4 OBJECTIVES................................................................................................................3
1.5 RESEARCH JUSTIFICATION ....................................................................................3
1.6 SCOPE OF STUDY ......................................................................................................4
1.7 OPERATIONAL DEFINITION OF TERMS...............................................................5
2.0 CHAPTER TWO – LITERATURE REVIEW ............................................................6
2.1 MODULAR CONSTRUCTION...................................................................................6
2.1.1 WHAT IS MODULAR CONSTRUCTION? ........................................................6
2.1.2 ADVANTAGES OF MODULAR CONSTRUCTION .........................................7
2.1.3 DISADVANTAGES OF MODULAR CONSTRUCTION.................................11
2.2 MODULAR CONSTRUCTION ACTIVITIES..........................................................12
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2.3 THE SUSTAINABLE STEEL BOX...........................................................................19
2.3.1 HISTORY OF CONTAINER HOUSING ...........................................................20
2.3.2 PHYSICAL FEATURES OF A SHIPPING CONTAINER................................25
2.3.3 CHARACTERISTICS OF SHIPPING CONTAINER AS A BUILDING
COMPONENT....................................................................................................................31
2.3.4 CONTAINER APPLICATIONS .........................................................................36
2.3.5 CONTAINERS AS BUILDING MODULES......................................................38
2.3.6 FOUNDATION DESIGN FOR SHIPPING CONTAINER HOUSING.............39
2.3.7 CONNECTING SHIPPING CONTAINERS TO FOUNDATION.....................44
2.3.8 TREATMENT MEASURES TO MAKE SHIPPING CONTAINERS
HABITABLE......................................................................................................................45
2.4 INSULATING THE CONTAINER FOR THERMAL COMFORT...........................47
2.5 ADVANTAGES AND DISADVANTAGES OF USING SHIPPING CONTAINERS
FOR BUILDING....................................................................................................................50
2.5.1 ADVANTAGES AS RESIDENTIAL BUILDINGS...........................................50
2.5.2 DRAWBACKS AS RESIDENTIAL BUILDINGS.............................................50
2.6 CASE STUDIES .........................................................................................................52
2.6.1 CASE STUDY ONE: CITE A DOCKS (STUDENT RESIDENCE)..................52
2.6.2 CASE STUDY TWO: KEETWONEN (STUDENT CONTAINER HOUSING)56
2.6.3 CASE STUDY THREE: THE CROU .................................................................59
2.6.4 CASE STUDY FOUR: AFRICA FINTECH FOUNDRY HEADQUARTERS .63
2.6.5 CASE STUDY FIVE: ALEXANDER 23............................................................67
3.0 CHAPTER THREE – RESEARCH DESIGN AND METHODOLOGY................70
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3.1 METHODOLOGY......................................................................................................70
3.2 DATA COLLECTION................................................................................................71
3.2.1 TYPES OF DATA ...............................................................................................71
3.2.2 PRIMARY DATA: ..............................................................................................71
3.2.3 SECONDARY DATA: ........................................................................................71
3.3 DATA ANALYSIS .....................................................................................................73
3.4 MATERIALS AND INSTRUMENTS FOR DATA COLLECTION.........................74
4.0 CHAPTER FOUR – ANALYSIS AND DESIGN.......................................................75
4.1 STUDY AREA............................................................................................................75
4.1.1 LOCATION .........................................................................................................76
4.1.2 CLIMATE, SOIL AND VEGETATION.............................................................76
4.2 PEOPLE, POPULATION AND SOCIO-ECONNOMIC ACTIVITIES ....................77
4.3 SITE SELECTION AND ANALYSES ......................................................................79
4.3.1 SITE ANALYSIS.................................................................................................82
4.4 DESIGN BRIEF ..........................................................................................................84
4.5 SPATIAL REQUIREMENTS.....................................................................................86
4.6 DESIGN AND PLANNING CONSIDERATION......................................................86
4.7 CONCEPTUAL DESIGN...........................................................................................88
4.7.1 LAYOUT PLANNING CONCEPT.....................................................................88
4.7.2 BUBBLE DIAGRAM AND SPATIAL RELATIONSHIP DIAGRAMS...........89
4.8 DESIGN DEVELOPMENT........................................................................................92
4.8.1 PRESENTATION DRAWINGS .........................................................................92
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5.0 CHAPTER FIVE – CONCLUSION AND RECOMMENDATION ........................98
5.1 RELEVANCE TO ARCHITECTURE........................................................................98
5.2 CONCLUSION ...........................................................................................................98
5.3 RECOMMENDATION...............................................................................................99
REFERENCES.......................................................................................................................101
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LIST OF FIGURES
Fig 2.1 Conventional flow (Source: (Torre, 1994)) ...................................................................12
Fig 2.2 Interdependency of Modular Construction Activities. Source: (Torre, 1994)..............13
Fig 2.3 Philip Clark Container Housing Patent diagram 1 (source: google)..............................21
Fig 2.7 The common container types; the 20-feet (6m) and the 40-feet (12m) Source:
(J.D.Smith, 2006) .......................................................................................................................24
Fig 2.8 The 40ft High cube container (Source: Google)............................................................24
Fig 2.9 Shipping containers. Source: (Olivares, 2010) .............................................................26
Fig 2.10 Exploded axonometric view of a shipping container (source: (containerprimer)) ......29
Fig 2.11 Showing a simplified structural construction of containers with the same modular
shape made possible by stacking them on each other(Source: Google images)........................33
Fig 2.12 showing the congested Lagos port at Apapa with overtime containers (source: author)
....................................................................................................................................................34
Fig 2.13 Containers used for a shopping complex in Nigeria (source: author) .........................36
Fig 2.14 containers used for student housing in Denmark (source: BIG)..................................37
Fig 2.15 Potash container office (source: Google Images)........................................................37
Fig 2.16 Showing different possible container stacking configurations. (Source: Google) ......38
Fig 2.17 Different types of Pier Foundations (source: google)..................................................40
Fig 2.18 showing a container on pier foundation (Source: google images)...............................41
Fig 2.19 A concrete Slab Foundation (source: google)..............................................................42
Fig 2.20 Strip foundation layout (source: google) .....................................................................43
Fig 2.21 Showing a container fixed to the foundation by welding (Source: Google images) ...44
Fig 2.22 Showing twist-lock anchor for the containers (source: google) ..................................44
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Fig 2.23 Showing non-breathable flooring underlayment (source: internet).............................46
Fig 2.24 showing a container being sandblasted (source: EcoTekBlasting Raleigh) ................46
Fig 2.25 closed cell spray foam (source:google images) ...........................................................48
Fig 2.26 Rock wool used for insulation (source:google images)...............................................49
Fig 2.27 insulation with fibre glass (source: google image) ......................................................49
Fig 2.28 Vitapur installation(source: google images)................................................................49
Fig 2.29 Cite a Docks entrance view (source: Archdaily.com) .................................................52
Fig 2.30 Cite A Docks perspective view (source: Archdaily.com)............................................53
Fig 2.31 Rear perspective of the building (source: Archdaily.com) ..........................................54
Fig 2.32 Showing the site Plan ((sourc : Archdaily.com)..........................................................55
Fig 2.33Sectional views of a Cite A Docks apartment (source: Archdaily.com) ......................55
Fig 2.34 Keetwonen Apartments (source: Google Image).........................................................56
Fig 2.35 Exterior view of the Keetwonen (source: google).......................................................57
Fig 2.36 Aerial view of Keetwonen Apartment.........................................................................58
Fig 2.37 Axonometric view of the apartment (Source: google images) ....................................58
Fig 2.38 Details of the building (source: google image)............................................................58
Fig 2.39 Entrance view of the Crou (source: designboom)........................................................59
Fig 2.40 Perspective View of the apartments (source: designboom).........................................60
Fig 2.41 Site Plan of the Crou (source: Design boom) ..............................................................61
Fig 2.42 View of the Crou (source: Designboom)....................................................................61
Fig 2.43 Showing floor plan and sectional 3-d (Source: Designboom)....................................62
Fig 2.44 Showing different a plan configuration and 3-d section (source: Designboom) .........62
Fig 2.45 View of Fintech Building made of shipping containers ..............................................63
Fig 2.46 Approach view of the building (source: Archdaily) ....................................................64
Fig 2.47 Showing Stacking Configuration (Source: Archdaily)................................................65
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Fig 2.50 Ground floor plan of the building................................................................................66
Fig 2.51 First floor plan of the building.....................................................................................66
Fig 2.52 Second Floor plan of the building................................................................................66
Fig 2.53 Showing other sections of the complex (source: author)............................................67
Fig 2.54 Perspective View of the shopping complex (source: author) ......................................68
Fig 2.55 showing the circulation spaces and stairs (source: author)..........................................68
Fig 2.56 Interior View of one of the shops showing the containers...........................................69
Fig 3.1 Table showing the demographics of NPA Staff ............................................................73
Fig 4.1 map of Lagos state highlighting Apapa (source: Bohr 2016)........................................75
Fig 4.2 Showing the population division of Apapa (Source: (City population, n.d.) ................78
Fig 4.3 showing the age distribution of the Apapa population (source: (City population, n.d.) 78
Fig 4.4 Satellite image showing the vicinity of the proposed site (source: google earth) .........79
Fig 4.5 Site Vicinity showing accessibility to site (source: Author)..........................................81
Fig 4.6 Site Map showing the current Land use in the area (source: Author) ...........................82
Fig 4.7 Site Analysis (Source: Author)......................................................................................83
Fig 4.8 Showing a list of spatial requirements...........................................................................86
Fig 4.9 Showing conceptual layout (source: author)..................................................................88
Fig 4.10 Showing the Conceptual Layout..................................................................................89
Fig 4.11 Showing the spatial relationship in the studio apartment ............................................89
Fig 4.12 Showing the spatial relationship in the flat apartment.................................................90
Fig 4.13 Showing the spatial relationship in the maisonette apartment.....................................90
Fig 4.14 Conceptual development (Source: Author) .................................................................91
Fig 4.15 site vicinity plan (source: author’s work) ....................................................................92
Fig 4.16 Site block plan (Source: author’s work) ......................................................................92
Fig 4.17 Floor Plans (Source: author’s work)............................................................................93
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Fig 4.18 Floor Plans (source: author’s work).............................................................................93
Fig 4.19 Sections (source: author’s work) .................................................................................94
Fig 4.20 Elevations (source: author’s work)..............................................................................94
Fig 4.21 Floor plans (source: author’s work).............................................................................95
Fig 4.22 Sections (Source: author’s work).................................................................................95
Fig 4.23 Elevations (Source: author’s work) .............................................................................96
Fig 4.24 Elevations 2(Source: author’s work) ...........................................................................96
Fig 4.25 Showing the Approach view of the one apartment block prototype............................97
Fig 4.26 Showing the approach view of another apartment block prototype ............................97
xii

ABSTRACT
The idea of using shipping containers as a building component and in architecture is by no
means new in Lagos Metropolis. Most shipping container architecture conversions have
however been for temporary accommodation needs, for example, storage, make-shift shops,
emergency shelters and site offices. However, this concept of using shipping containers as
modular building components in architecture and green prefab home building designs is still
foreign to building practitioners and residents of Lagos state.
Modular construction technology enables construction times and cost to be reduced by up to
half that of traditional building techniques while remaining significantly more environmentally
friendly. The use of shipping containers as modular building component in architectural design
provides a recycled use for waste shipping containers and assists in reducing the embodied
energy of buildings, which is lower in comparison to other building materials. Therefore as a
by-product, the shipping container can be seen as a sustainable building component,
This study provides an insight on the feasibility of using ISO shipping containers to enhance
the provision of housing in Lagos Metropolis. It also sets out to provide a view of the viability
of this medium, together with the problems that may occur in implementing their use.
xiii

CHAPTER ONE - INTRODUCTION
1.1 BACKGROUND OF STUDY
The delivery and supply of housing greatly falls short of the demand for housing in this
country. With the population of Metropolitan Lagos growing in a geometric progression, there
is insufficient infrastructure and housing to equal this growth, consequently there is an acute
shortage of housing in Lagos, about 5 million Lagosians are without adequate housing facilities
deficit representing 31% of the estimated national housing deficit of 18 million (Oshodi, 2010)
One of the problems of housing delivery in the country is the issue of the cost and speed of
housing construction; these and other factors like cost of building materials, cost of land
acquisition have been the major setbacks in the provision of homes for the urban populace in
Lagos state.
It is against this backdrop that this paper seeks to look at an alternative approach and method
of construction through which public and private developers can provide sustainable houses at
a faster rate to meet the ever-growing demand in Lagos Metropolis. This research seeks to
explore the possibilities of modular construction as a faster and more efficient means of
construction focusing on the use of shipping containers as the major modular units in this
exploration of modular construction.
This modular construction technology enables construction times and cost to be reduced by up
to half that of traditional building techniques while remaining significantly more
environmentally friendly. The use of shipping containers as modular building component in
architectural design provides a recycled use for waste shipping containers and assists in
reducing the embodied energy of buildings, which is lower in comparison to other building
materials, as the unit has already been used for other purposes, possibly for a number of years,
whereas, normal building components and materials are typically a first use of a material.
1

Therefore as a by-product, the shipping container can be seen as a sustainable building
component,
The idea of using shipping containers as a building component is by no means new, as Paul
Sawyers identifies in his book ‘Intermodal Shipping Container Small Steel Buildings’,
published in 2005.
Herr (2011) estimated that over 17 million shipping containers are scattered all around the
world (Herr, 2011). However, due to the economic instability of recent decades, there is a
surplus on the shipping container market. The statistics show that as of the third quarter of
2016, there were a total of 55,066 empty shipping containers in Apapa port and a total of
155,600 empty containers in all the sea ports in Nigeria combined (NPA statistics 2016).
Although the main purpose of using shipping containers is the transportation of goods,
containers are found to be useful in many other ways. (Mammadov, 2015)
Most shipping container conversions have however been for temporary accommodation needs,
for example, storage, emergency shelters and site offices. (J.D.Smith, 2006). In Nigeria the use
of ISO shipping containers as building component to provide more permanent accommodation
has only been undertaken by a few people.
1.2 PROBLEM STATEMENT:
The delivery and supply of housing greatly falls short of the demand for housing in the
country. One of the main problems of housing delivery in the country is the issue of the cost
and speed of housing construction
The housing deficit problems can be summarized as follows:
1. High cost of building materials and construction techniques
2. Unavailability of low cost housing for the masses
3. Poverty, poor policies and investment in the Housing sector
2

4. Rapid urbanization and population growth
1.3 AIM
The Aim of this study is to explore modular construction technique with the use of ISO
shipping containers as the main building modules in the design and construction of residential
housing schemes.
1.4 OBJECTIVES
1. To study current modular construction practices to identify advantages, disadvantages,
and key differences from conventional construction practices.
2. To investigate the characteristics of ISO shipping containers that makes them viable as
building components
3. To explore the architectural design strategies in arranging units of shipping containers
to build good housing units.
4. To develop means of optimizing the physical factors that will contribute to poor
thermal comfort and probable corrosion of the steel material through thermal insulation
and metallic coatings.
5. To highlight the importance of adopting innovative approaches and methodologies to
address housing shortage.
This study argues that adopting modular construction while using shipping containers as main
building blocks for alternative usage like housing could be one of many sustainable approaches
employed to increase the rate of housing delivery.
1.5 RESEARCH JUSTIFICATION
This modular construction technology enables construction times and cost to be reduced by up
to half that of traditional building techniques while remaining significantly more
environmentally friendly.
3

The employment of shipping container design or ‘cargotecture’ helps to foster the emergence
and sustenance of Green Architecture and recycling in Nigeria through the use of empty and
unused shipping containers lying in waste and taking up space at the various ports e.g. Apapa
port and processing it into a product that will serve as a shelter for the populace.
Secondly, containers are in abundance within the proposed site area. It’s common knowledge
that the numbers of shipping containers are so surplus at the Apapa port that they cause a
congestion scenario in the area. This fact was made profound when the Managing Director,
Nigerian Ports Authority (NPA) Mallam Abdul Salam Mohammed recently mentioned when
speaking to House Committee members on current efforts he was putting in place to decongest
the port. This implies that the need to purchase these containers by the Lagos state government
for this project will be eliminated reason being that the Ports Authority is under the jurisdiction
of the state government and the initiative poses as a channel for putting some of these
containers to good use. Also the proximity of raw materials (shipping containers) will
eliminate the difficulty of transporting the units over long distances with heavy trucks which
would have raised the cost of construction considerably.
1.6 SCOPE OF STUDY
This project is centred on Modular construction and the utilisation of shipping containers as
building blocks for residential development in Lagos state. It explores the opportunities, pros
and cons as well as the challenges associated with container housing developments within the
study area.
The geographical scope for the study shall be confined to Apapa Wharf, Lagos State in
Nigeria.
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1.7 OPERATIONAL DEFINITION OF TERMS
Modular Construction: Modular construction is a process in which a building is constructed
off-site, under controlled plant conditions, using the same materials and designing to the same
codes and standards as conventionally built facilities – but in about half the time.
ISO shipping container: ISO or intermodal containers are used for the intermodal transport of
freight. They are manufactured according to specifications from the International Organization
for Standardization (ISO) and are suitable for multiple transportation methods such as truck,
rail, or ship.
ISBU: is the acronym for Intermodal Steel Shipping Unit.
Thermal Insulation: Thermal insulation is the reduction of heat transfer (i.e. the transfer of
thermal energy between objects of differing temperature) between objects in thermal contact or
in range of radiative influence. Thermal insulation in buildings can be achieved with specially
engineered methods or processes, as well as with suitable object shapes and materials.
Thermal Comfort: Thermal comfort is the condition of mind that expresses satisfaction with
the thermal environment and is assessed by subjective evaluation
5

2.0 CHAPTER TWO – LITERATURE REVIEW
2.0 INTRODUCTION
Container architecture represents a new and innovative way of utilising fixed spatial units in
the residential housing sector. Shipping containers represent a modular, affordable and
internationally available resource that can be refurbished at the end of its useful lifecycle as a
shipping module, and “up cycled” i.e. used with minimum modification for another purpose
(Pauli, 2010)in the built environment.
This chapter provides insight into the modular construction, background and evolution of
shipping containers as well as its inherent characteristics and properties, its current trend in
modern architecture and affordable, housing design.
2.1 MODULAR CONSTRUCTION
2.1.1 WHAT IS MODULAR CONSTRUCTION?
Modular construction is a process in which a building is constructed off-site, under controlled
plant conditions, using the same materials and designing to the same codes and standards as
conventionally built facilities – but in about half the time. Buildings are produced in “modules”
that when put together on site, reflect the identical design intent and specifications of the most
sophisticated site-built facility – without compromise.
A modular building is a pre-fabricated unit primarily made in a factory and transferred to a
building site. It can be used individually or attached to several other modular units to make a
larger building. Since these structures are easy to work with, they are often used for housing,
classrooms, offices and medical clinics. Their endless benefits, including quick construction
and environmentally friendly designs, have led modular buildings to be the face of the future.
(Mspace, 2012)
6

The basic concept of modular construction substantially utilizes offsite construction and
assembly in lieu for potentially more challenging onsite construction methods. Permanent
modular structures are intended to remain in one location for the duration of their useful life.
Modular construction refers to volumetric or three-dimensional “volumes or rooms”, rather
than prefabricated mechanical systems, kitchen/bathroom pods or wall assemblies. Modules are
60% to 90% completed off-site in a controlled factory environment, and transported and
assembled at the final building site. This can comprise the entire building or equally likely non-
core building components such as rooms, corridors, and common areas. The amount of offsite
versus onsite construction can vary significantly depending on the project and scope. (Modular
Building Institute, 2011)
2.1.2 ADVANTAGES OF MODULAR CONSTRUCTION
1) Speed of construction/faster return on investment
Modular construction allows for the building and the site work to be completed
simultaneously. According to some materials, this can reduce the overall completion schedule
by as much as 50%. This also reduces labour, financing and supervision costs. To save even
more time and money, nearly all design and engineering disciplines are part of the
manufacturing process. Also unique to modular construction is the ability to simultaneously
construct a building’s floors, walls, ceilings, rafters, and roofs. During site-built construction,
walls cannot be set until floors are in position, and ceilings and rafters cannot be added until
walls are erected. On the other hand, with modular construction, walls, floors, ceilings, and
rafters are all built at the same time, and then brought together in the same factory to form a
building. This process can allow modular construction times of half that of conventional, stick-
built construction.
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2) Low waste
With the same plans being constantly built, the manufacturer has records of exactly what
quantities of materials are needed for a given job. With the consistency, builders can design
systems that use common lengths of lumber, wallboard, etc., cut items with maximum
efficiency, or be able to order special lengths in bulk. While waste from a site-built dwelling
may typically fill several large dumpsters, construction of a modular dwelling generates much
less waste. According to the UK group WRAP, up to a 90% reduction in materials can be
achieved through the use of modular construction. Materials minimized include: wood pallets,
shrink wrap, cardboard, plasterboard, timber, concrete, bricks, and cement, etc.
3) Reduced construction schedule
Because construction of modular buildings can occur simultaneously with the site and
foundation work, projects can be completed 30% to 50% sooner than traditional construction.
4) Elimination of weather delays
60 - 90% of the construction is completed inside a factory, which mitigates the risk of weather
delays. Buildings are occupied sooner, creating a faster return on investment.
5) Built to code with quality materials
Modular buildings are built to meet or exceed the same building codes and standards as site-
built structures, and the same architect-specified materials used in conventionally constructed
buildings are used in modular construction projects – wood, concrete and steel.
8

6) Less site disturbance
On-site traffic is greatly minimized from workers, equipment and suppliers.
7) Greater flexibility and reuse
Modular buildings can be disassembled and the modules relocated or refurbished for new
use, reducing the demand for raw materials and minimizing the amount of energy expended
to create a building to meet the new need.
8) Improved air quality
Many of the indoor air quality issues identified in new construction result from high moisture
levels in the framing materials. Because the modular structure is substantially completed in a
factory-controlled setting using dry materials, the potential for high levels of moisture being
trapped in the new construction is eliminated.
Modular buildings can also contribute to LEED requirements in any category site-built
construction can, and can even provide an advantage in the areas of Sustainable Sites, Energy
and Atmosphere, Materials and Resources, and Indoor Environmental Quality. Modular
construction can also provide an advantage in similar categories in the International Green
Construction Code.
9) Safer construction
The indoor construction environment reduces the risks of accidents and related liabilities for
workers.
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10) Reduced Social and Environmental Impact
The ability to reduce the social and environmental impact of construction projects is a major
advantage of modular construction. Many countries are concerned with the potential impact of
a project on their local environment and infrastructure.
(Torre, 1994) states that "reducing the field construction effort minimizes the effect of the
project on the surrounding environment.
11) Limitless design opportunities
Modular units may be designed to fit in with external aesthetics of any existing building and
modular units, once assembled, are virtually indistinguishable from their site built counterparts.
12) Reduced Cost
Lower project costs can result from using modular construction. In some cases, a reduction of
capital costs by up to 20% is possible.in-depth studies have shown that modular power plants
show capital cost savings of 20%or more and schedule savings approaching 40%. Most
modular construction experts would agree that modular construction can save between 5%and
10% of the total cost for most projects. It has been estimated that "the modular engineering
concept can save up to 10%of the total cost of a facility, cut onsite labour 25 %, and reduce the
plot [working] area 10% to 50%. (Torre, 1994). Cost savings can emerge from two areas: (1)
from work performed indoors in a more controlled environment, rather than outdoors onsite in
a possibly hostile environment, and (2) from shop labour rates, which are usually lower than
those onsite. Reduced cost is an advantage that generally develops from specific cost-efficient
items such as: (1) fewer onsite construction man-hours, (2) less onsite management, (3) lower
financing costs from decreased construction time, (4) reduced site mobilization effort, (5)
10

completing the project early, and (6) increased domestic/international competition for
fabrication and assembly contracts. (Torre, 1994)
2.1.3 DISADVANTAGES OF MODULAR CONSTRUCTION
1) Limited Design Options
On the flip side – modular homes are known to come with their own sets of disadvantages.
Depending on the company you choose to build your modular home with – you can be stuck
with a limited amount of material options and home layout possibilities. This implies that your
home may have less flexibility in the design than you anticipated.
2) Reduced Resell Value
Modular homes also have a stigma surrounding them: that they are of lower quality, which
makes them extremely difficult to resell. Modular buildings have historically been associated
with lower quality homes that boast dated designs, such as every home buyer’s nightmare:
popcorn ceilings. Today, the modern modular structure is trying to revamp how the market
perceives these homes; however, it is worth noting that it may be a few years before modular
homes are viewed as equals, if not superior, to conventionally built homes.
3) Difficult To Finance
Modular homes need to be built with a corresponding finance plan that will differ from the
mortgage plan associated with traditional stick frame homes. Banks are generally unfamiliar
with the modular home construction process and the fact that most payments are required to be
made upfront. Banks have been known to deny some people the mortgage required to support
this process and clients have had to look at various options before being able to continue with
the construction of their modular home.
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4) Reduced Adaptability to Design Changes
Reduced adaptability to design changes is another disadvantage of modular construction.
Modular construction increases the interdependency of construction activities, thus,
changes in a design can disrupt a wide variety of inter-related activities. Once the design
has been approved and the other interdependent activities are undertaken, the design must
not change; modular construction is not easily adaptable to design changes.
2.2 MODULAR CONSTRUCTION ACTIVITIES
There are five activities of modular construction projects: (1) Planning, (2) Design and
engineering, (3) Procurement, (4) Fabrication, and (5) Transportation, handling and erection.
Of these five, Planning is the most significant activity in a modular construction project; its
complexity is well beyond that of conventional construction. Tatum et al [1987] state that
modular construction projects are sometimes planned in reverse; "the eventual method of
transportation sets upper limitations on the size and shape of the modules. Loadout dates to
support special transport and handling equipment often drive the fabrication schedule. The
fabrication yards cannot be laid out until the sequence of module loadout is set. "(Torre,
1994)Compared to conventional construction, modular construction requires greater interaction
among the construction activities.
Fig 2.1 Conventional flow (Source: (Torre, 1994))
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Fig 2.2 Interdependency of Modular Construction Activities. Source: (Torre, 1994)
(1.)Planning
The planning of modular construction projects is of critical because the planning activities
anticipate, predict, and control the construction methods and activities. Planning activities
occur throughout the project; they range from the initial conceptual planning to the planning of
the final construction activities. Planning a modular project is more complex than a
conventional project because it addresses the significant interactions among modular
construction activities.
Planning deals with the initial organization, planning, and procurement of the other
construction activities (design and engineering, fabrication, and transportation, handling, and
erection). Planning is also critical because modular construction methods do not adapt well to
changes. Once the module design has been approved, it is essential to avoid changes that will
produce additional expenses and delays in schedule. There is little flexibility in the fabrication
and assembly of the modules; they must be constructed within the specifications and completed
on schedule to avoid costly delays.
The planning activities include: (1) project control, (2) module planning, (3) procurement, (4)
transportation studies, and (5) site planning.
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Project control enables modular projects to obtain the potential advantages of module
construction. Module planning/conceptual design sets the primary design parameters of the
modules which impact all the other construction activities. Procurement of the design and
engineering involves the identification of the required services as well as the identification and
selection of the engineering firms. The procurement of fabrication increases in complexity
because of the various fabrication shops involved. Planning of the fabrication activity is
considerably different and more complex than for a conventional project. The procurement and
planning of transportation, handling, and erection must occur early in the project because of the
impact of these activities on the module dimensions and weight and to ensure that adequate
equipment is available to transport, handle, and erect the modules. Site planning determines
the site work needed to handle and erect the modules in their final positions onsite.
Modular construction requires early decisions about the design and construction of the
modules, using minimal or potentially inaccurate information. Changes may require
modifications to the transportation methods, the fabrication and assembly process, the
procurement of materials and services, and the project control. Mullet [1984] indicates that
design changes are not only difficult and disruptive, but also costly. (Torre, 1994)
(2.)Design and engineering
The design and engineering activities are essential to the success of a project since they must
determine characteristics of the module that will both use modular construction methods to best
advantage, and enable the modules to perform effectively in service.
The design and engineering activities must be focused on the modules. Stubbs et al [1990] state
"because each module will be designed, procured, fabricated, shipped, and erected
independently, all drawings and documentation must be produced on a module-by-module
basis."
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The management of design and engineering activities in a modular construction project is
affected by: (I) design sequence, and (II) design complexity.
I. Design Sequence: The design sequence of a modular project differs from that of a
conventional construction project because much of the design and engineering effort is
performed early in the project, along with the planning of: (1) procurement, (2)
fabrication, and (3) transportation, handling, and erection activities. Stubbs et al [1990]
state that "while the objectives of modularized and conventional projects are the same,
there are major differences in timing, location, and method of completion." For
example, in industrial construction, the detailed design work performed by electrical,
plumbing, and other trades usually occurs during the construction phase in conventional
construction. However, in modular construction, it is performed earlier in the project.
II. Design Complexity: Tatum et al [1987] state that the complexity of design and
engineering activities increases in modular construction due to requirements such as:
(1) working in parallel, with less design time, (2) communicating with other
participants at various fabrication sites, (3) changing drawing formats to include
module breakdown details, and so on.
Design and engineering activities are more involved than for a conventional project
because of the need for modules to maintain structural integrity during transportation,
handling, and erection, and because of the connections needed between modules. The
design and engineering production includes additional design effort in: (I) tolerances and
connections, (II) stability, (III) structural integrity, and (IV) code compliance.
I. Tolerances and Connections:
Modules must fit into their final locations within the main structure and between adjacent
modules, so special attention is placed on tolerances and connections. Inadequate fit is
unacceptable and costly to adjust onsite.
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Connections between modules are different than connections between components in
conventional construction. They often carry greater loads and are subject to tighter
tolerances.
II. Stability:
Design and engineering must address the need for module stability in transport and in-situ.
Both Bolt et al [1982] and Tatum [1989] state that the centre of gravity and height/weight
ratio must be properly addressed for modules transported by water.
III. Structural Integrity:
Design and engineering effort related to structural integrity is increased since the modules
are exposed to additional forces during transportation, handling, and erection [Mullet,
1984d; Glaser et al, 1979]. If not designed properly, the modules can suffer minor or even
severe structural damage .Concern for structural integrity increases the engineering of: (1)
loading points, (2) acceleration forces, and (3) weight and stiffness. The loading points
require additional design attention to ensure that they are strategically located to avoid
damage to the module while lifting.
The need to tolerate large acceleration forces during transportation, handling, and erection
requires additional design and engineering effort. The module's weight and stiffness
increases because modules are designed to be stiff and strong to avoid damage in transport,
especially if the transport method cannot control the module's horizontal movement
[Tatum, 1987]. (Torre, 1994)
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(3.) Fabrication
Fabrication activities for modular construction are more complex than the shop fabrication
activities of conventional construction because the majority of onsite work is transferred
into fabrication shops.
Fabrication encompasses a large degree of both the shop fabrication and field
assembly/erection activities of conventional construction. The operation required to
produce process plant modules is a hybrid of the two operations normally encountered as
distinct phases in the EPC (engineering, procurement, and construction) cycle of
conventional projects: (1) shop fabrication, and (2) field erection."
There are three aspects of fabrication (1) Fabrication and assembly, (2) Quality Control,
and (3) Testing.
(4.) Transportation, Handling and erection
Transportation, handling, and erection activities play a significant role in a modular project,
however, most of the transportation, handling, and erection work is performed in the
planning stage of the project,
If the module concept takes the selected transportation methods and routes into account, the
activities of transportation, handling, and erection can be performed successfully. The site
should be ready to accept the module upon delivery; and the handling equipment should be
prepared to unload the modules and place them into their final positions. The vendor
preassemblies arrive at the jobsite ready for installation, final testing, and operation. Other
onsite erection activities are typically minimal, compared to conventional construction.
In addition to the actual movement of modules, the activities in transportation, handling,
and erection usually include: (1) onsite module testing, if necessary, (2) module
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connections, and (3) equipment connections (i.e. for industrial facilities). Additional testing
is required if the modules experience large accelerations during transportation; large
accelerations can result from: (i) wave loading of barges, ships, or vessels, if transporting
by water; (ii) rough terrain, if transporting by land; and (iii) the use of improper
transportation and handling equipment. Once erected to their final position, the modules
should be permanently connected to conclude the construction of the structure.
Connection of the modules and equipment is typically an efficient process, because the
modules and equipment are usually test-connected offsite in the fabrication shops to ensure
proper connection onsite.
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2.3 THE SUSTAINABLE STEEL BOX
According to Levinson, M. (2006, pp. 1‐2)
...”What is it about the container that is so important? Surely not the thing itself, a soulless
aluminium or steel box held together with welds and rivets, with a wooden floor and two
enormous doors at one end: the standard container has all the romance of a tin can. The value
of this utilitarian object lies not in what it is, but how it is used.”
The ISO shipping container is a 40ft (12.1m) or 20ft (6.058m)by 8ft (2.438m) wide and 8ft
(2.438m) high box made of steel, with a minimum internal floor area of approximately 27.95m²
and13.6m² respectively dependent upon the manufacturer (J.D.Smith, 2006). They are made of
slow-rusting, corrugated Corten steel (a group of steel alloys which were developed to
eliminate the need for painting, and form a stable rust-like appearance if exposed to the
weather for several years), accessed via large doors at one or both ends, and possessed of load-
bearing walls that allow them to be efficiently stacked (Han et al, 2010)
Shipping container architecture is a form of architecture that applies steel intermodal containers
(shipping containers) as structural element. It is also referred to as cargotecture, a portmanteau
of cargo with architecture. The use of containers as a building material has grown in popularity
over the past several years due to their inherent strength, wide availability, and relatively low
expense. Various forms of shelter have been built with containers because they are seen as
more eco-friendly than traditional building materials such as brick and cement. These include
housing, office space temporary shelter in disaster areas, worker homes or student housing. The
ISO shipping container has been designed to be very tough and capable to withstand heavy
load, not only to bear the extreme weather conditions on sea voyages, but to support the
stacking of 9 fully laden containers. This means that they are an excellent modular unit and
their inherent strength, weather proof nature and availability makes them an ideal modular
structural component or as a whole standard accommodation unit (Anthony & Nitin, 2005).
This modular technology enables construction times and cost to be reduced by up to half that
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of traditional building techniques while remaining significantly more environmentally friendly.
The reuse of a container as a prefab building component in architectural design provides a
second use (for a container) and assists in reducing the embodied energy of buildings, which is
lower in comparison to other building materials as the unit has already been used for other
purposes, possibly for a number of years, whereas normal, building components and materials
are typically a first use of a material. Therefore as a by-product the shipping container can be
seen as a sustainable building component.
With the potential of shipping containers as modular building components in architecture and
green prefab home building designs, it offers an alternative solution when it’s necessary to
increase building output, quality and speed of erection. There are plentiful stocks of shipping
containers, and the use of these as building components offers faster construction time and
guaranteed quality, especially where the fit out is pre-fabricated prior to installation of the unit.
2.3.1 HISTORY OF CONTAINER HOUSING
Malcom McLean, also known as “the father of containerization”, developed the metal shipping
container in 1956, which revolutionized the transport of goods worldwide. Shipping containers
were a game-changer; crews no longer had to load and unload each crate. They were
convenient, efficient, and structurally sound, and they still are: those same qualities make
shipping containers ideal building materials.
It is possible that containers were sometimes used for other purposes than shipping, but it’s not
clearly evident until the late 80s. On November 23, 1987, Phillip C. Clark filed for a United
States patent described as a “Method for converting one or more steel shipping containers into
a habitable building at a building site and the product thereof.” This patent, number 4854094,
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was granted on August 8, 1989 and the information and diagrams it contained were used as the
basis for many shipping container architectural concepts.
Fig 2.3 Philip Clark Container Housing Patent diagram 1 (source: google)
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22

The military also put shipping containers on the map in terms of housing: they were often used
for emergency shelters because they could be easily and quickly fortified for protection and
security.
Shipping containers have been integrated into construction of commercial and residential
structures in Europe and Asia for years. In crowded Amsterdam, for instance, these once-
orphaned, and abundant, containers have provided much-needed low-income and student
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housing. From emergency shelters for soldiers to housing for densely populated cities,
container architecture has helped fill a pressing need for affordable, sustainable structures.
Container usage is viewed as more eco-friendly than the traditional building style. Another big
reason many architects and builders are choosing to use containers for their projects is the
widespread availability of them. Containers have a very long life span and are being stockpiled
at ports around the world, so this is an ideal opportunity for builders to explore its usage.
(MODS, 2015)
Fig 2.8 The 40ft High cube container (Source: Google)
Fig 2.7 The common container types; the 20-feet (6m) and the 40-feet (12m) Source:
(J.D.Smith, 2006)
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2.3.2 PHYSICAL FEATURES OF A SHIPPING CONTAINER
The best word that exemplifies the meaning of the structure behind freight containers is
“system”, of which the definition is an assemblage or combination of things or parts forming a
complex or unitary whole. The strength of the container lies in the arithmetic relationship of
the parts; ‐length, width and height define the proportion of the form, ‐the dimensions define
the size, ‐ form and size define maximum cargo or vice versa.
A steel shipping container consists basically of a steel frame, walls, roof, floor, doors and
corner castings.
• Panels can be corrugated steel walls or FRP (Fiberglass Reinforced Panels) like the
refrigerated containers.
•Generally a shipping container has a plywood floor.
Materials used: Containers are usually made of “Corten” steel, the steel panels’ ‐walls and
roof‐ are all of 2mm thickness. The use of I beams for flooring is compulsory and the most
common materials are steel and aluminium.
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Fig 2.9 Shipping containers. Source: (Olivares, 2010)
Corrugated and insulated envelope
The ISO steel shipping container is made from “weathering steel”, also known as Corten steel,
a steel resistant to corrosion.
In addition a container´s make up is formed by a main regular structure of beams, supported
by posts in four points, the structure itself is an envelope, and corrugated walls
give the strength to support the cargo weight.
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Container structure
4.1.1 Corner Fitting. Internationally standard fitting (casting) located at the eight corners of
the container structure to provide means of handling, stacking and securing containers.
Specifications are defined in ISO 1161.
4.1.2 Corner Post. Vertical structural member located at the four corners of the container and
to which the corner fittings are joined.
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4.1.3 Door Header. Lateral structural member situated over the door opening and joined to the
corner fittings in the door end frame.
4.1.4 Door Sill. Lateral structural member at the bottom of the door opening and joined to the
corner fittings in the door end frame.
4.1.5 Rear End Frame. The structural assembly at the rear (door end) of the container
consisting of the door sill and header joined at the rear corner fittings to the rear corner posts to
form the door opening.
4.1.6 Top End Rail. Lateral structural member situated at the top edge of the front end
(opposite the door end) of the container and joined to the corner fittings.
4.1.7 Bottom End Rail. Lateral structural member situated at the bottom edge of the front end
(opposite the door end) of the container and joined to the corner fittings.
4.1.8 Front End Frame. The structural assembly at the front end (opposite the door end) of
the container consisting of top and bottom end rails joined at the front corner fittings to the
front corner posts.
4.1.9 Top Side Rail. Longitudinal structural member situated at the top edge of each side of
the container and joined to the corner fittings of the end frames.
4.1.10 Bottom Side Rail. Longitudinal structural member situated at the bottom edge of each
side of the container and joined to the corner fittings to form a part of the understructure.
4.1.11 Cross Member. Lateral structural member attached to the bottom side rails that
supports the flooring.
4.1.12 Under structure. An assembly consisting of bottom side and end rails, door sill (when
applicable), cross members and forklift pockets.
4.1.13 Forklift Pocket. Reinforced tunnel (installed in pairs) situated transversely across the
under structure and providing openings in the bottom side rails at ISO prescribed positions to
enable either empty capacity or empty and loaded capacity container handling by forklift
equipment.
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4.1.14 Forklift Pocket Strap. The plate welded to the bottom of each forklift pocket opening
or part of bottom side rail. The forklift pocket strap is a component of the forklift pocket.
4.1.15 Gooseneck Tunnel. Recessed area in the forward portion of the understructure to
accommodate transport by a gooseneck chassis. This feature is more common in forty foot and
longer containers.
Fig 2.10 Exploded axonometric view of a shipping container (source: (containerprimer))
4.2.1 Fiberglass Reinforced Plywood (FRP). A material constructed of laminates of
fiberglass, polyester resins, and plywood, also known as sandwich panel.
4.2.2 Wall Panel. Corrugated or flat sheet steel, a riveted or bonded aluminium sheet and wall
post assembly, FRP, foam and beam, aluminium, or honeycomb material that forms the side
wall or end wall.
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4.2.3 Wall Post. Interior or exterior intermediate vertical component to which sheet aluminium
or steel is riveted or welded to form a wall panel.
4.2.4 Wall Beam. Encapsulated vertical component to which sheet aluminium or steel is
bonded to form a wall panel. This is found in foam and beam panels.
4.2.5 Marking Panel. A side wall panel of a corrugated steel configured with a flat portion
used for the display of markings and placards.
4.2.6 Lining. Plywood or other like material attached to the interior side and end wall to
protect the walls and/or cargo and facilitate loading operations.
4.2.7 Lining Shield. A strip of thin metal installed at the bottom of the interior walls to protect
the lower portion of the lining from damage by materials handling equipment during loading or
unloading operations.
4.2.8 Kick Plate. A common name for a lining shield installed on the lower portion of the
interior front end wall.
4.2.9 Ventilator. Two or more devices permanently attached to the side or end wall panel that
provides openings for the exchange of air (but not water) between the outside and the container
interior.
4.2.10 Roof Panel. Corrugated or flat sheet steel, sheet aluminium, FRP, or foam and beam
and aluminium honeycomb panel that forms the top closure of the container.
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2.3.3 CHARACTERISTICS OF SHIPPING CONTAINER AS A BUILDING
COMPONENT
1. Inherent strength and durability
Shipping/Cargo containers are built to be very sturdy. A steel frame is welded together,
corrugated Corten steel is placed on the outside of the frame providing an exterior that can
withstand everything thrown at it; wood flooring is then treated and bolted down inside.
Containers are designed for the corners to bear all loads, which allows them to be very strong
and have the ability to be stacked up to sometimes nine (9) containers high.
ISO shipping cargo containers are tested in accordance with the requirements of International
Standard ISO 1496/1 which stipulates static and dynamic design load factors to be complied
with. In the case of a 20' steel container, it is designed to have a maximum gross weight of
52,910 lbs (typically has a tare weight of around 5,000 lbs and a payload (P) potential of
47,910 lbs). The container when loaded to its maximum gross weight is capable of
withstanding imposed loads of 2g downwards, 0.6g lateral and 2g longitudinal plus be able to
withstand eight similar containers loaded to maximum gross weight stacked on top of it in a
ships hold or at a land terminal. It therefore has a very sever operational life and,
notwithstanding its low tare weight it is very strongly built. The side walls and end walls/doors
have to withstand loadings of 0.6P and 0.4P respectively, these values equate to 28,746lbs and
19,164lbs based upon the payload given above.
The side wall area in contact with the load is 146.56 sq.ft giving a pressure of 196 lbs/sq.ft.
Figures for the end wall/doors are 51.78sq.ft and 370lbs/ sq.ft. Wind load required for
structures less than 50ft high. A wind of 100MPH produces a pressure of only 30lbs/sq.ft.
The roof load test is 660 lbs over an area of 2’ x 1’ applied to the weakest part of the roof. The
load is usually applied at the centre of the containers positioned with the 2’ dimension aligned
longitudinally. Thus the roof is able to support an imposed load of a minimum of 330 lbs/sq.ft.
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The design is easily capable of supporting the basic snow loads of 30lbs sq.ft evenly
distributed.
It is difficult to quantify uplift and suction forces. Unlike a building, the roof of a container is
an integral part of the structure; it is continuously welded around its entire periphery and is
itself made from sheets of corrugated 14ga. Corten steel also continuously welded together.
This steel, also used for the side and end walls has a minimum yield strength of 50ksi and
tensile of 70 ksi. The probability of the roof being removed by these forces is practically zero
as the entire container structure would have to be destroyed for this to happen.
However, it is not unusual for the complete container to be lifted or blown over if it is not
secured to the ground in storm or hurricane conditions. This would be prevented by adequate
foundation design which is the responsibility of the architect. In cases when containers do blow
over in container yards the resulting damage is almost always minimal, another testimonial to
their strength,
The floor is designed to pass a concentrated load test of 16,000 lbs over a foot print of 44 sq.
inches. The floor has also been designed to pass a test at twice its rated payload capacity of
47,895 for a 20ft container and 58,823 lbs for a 40ft container when evenly distributed. The
boxes are suitable for disaster prone areas witnessing earthquakes of seismic rating of up to
California standards. This makes shipping containers in many ways ideal building material.
2. Modular Shape
All shipping containers have the same width and most have two standard tallness and length
estimations and accordingly they give measured components that can be consolidated into
bigger structures. This simplifies design, planning and transport. As they are already designed
to interlock for ease of mobility during transportation, structural construction is completed by
32

simply emplacing them. Due to the containers' modular design additional construction is as
easy and this can be done by stacking more containers.
3. Availability
Globally, ports are extremely0congested with empty0shipping containers that0are just0waiting
to become0a home, office, studio, apartment, school, dormitory, emergency shelter,
and0everything else etc. This is also witnessed0in the West African0coasts
where0International trade0is0witnessing unprecedented0growth of 364 per cent in
cargo0traffic, as recent0survey in the0region’s ports (Leadership, 2011). This0is because it’s
too expensive0for0a country0to ship empty0containers back to their0origin and0therefore
it’s0much cheaper0to buy new0ones from0Asia. The outcome of this situation is an extreme
congestion situation. Figure 2.7 shows the congested Lagos port at Apapa. In essence, overtime
shipping containers are available across the globe.
Fig 2.11 Showing a simplified structural construction of containers
with the same modular shape made possible by stacking them on
each other (Source: Google images)
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Fig 2.12 showing the congested Lagos port at Apapa with overtime containers (source: author)
4. Eco-Friendly
One of the biggest pros of building a shipping container home is that it is environmentally
friendly. According to Tom (2015), there are around 17 million delivery holders on the planet,
with just 6 million of these being used. So roughly 11 million delivery compartments are
presently unused and could be changed over into shelters. For each recycled shipping container
there is a reuse of around 3,500kg worth of steel. We are likewise sparing the greater part of
the conventional building materials, (for example, blocks, mortar and wood) which could be
conserved.
Whilst you could argue that melting down the shipping container and recasting the steel into
something else is more environmentally friendly, you would be wrong. Recasting steel requires
an incredible amount of energy (about 8000kw) and it isn’t financially viable- this is why there
are so many abandoned shipping containers in the world. However the energy required
converting a unit of this into a habitable space is much lesser (about 400kw).
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5. Fast to Build
According to Tom (2015), shipping container buildings can be built incredibly fast. One of the
best examples of this can be found in Diemen- which is a popular city in Holland. The local
college wanted to build additional accommodation for its students. So they decided to build a
block of shipping container homes out of 250 containers. The shipping containers were
modified in China and then shipped to Amsterdam. In total around 5 shipping containers were
stacked each day. This mean than in less than 12 weeks they had successfully built 250
shipping container homes. The reason for this is that when you purchase a shipping container,
you already have the walls, floor and ceiling for your home; you just need to apply insulation
and decorate them.
6. Cost
The change in cost of containers over the years is quite drastic; a new container in 1970 cost
$5000, while today, many models are available for only $900 (Chappell, 2011). That’s
approximately N320, 850 (US Dollar equals 356.50Naira). As of today, shipping containers
cost between N300, 000 - 450, 000 in Nigeria. Numerous used containers are accessible at a
sum that is low contrasted with a completed structure constructed by other means, for example,
blocks and mortar which require more costly foundations. For their foundations, containers are
designed to be supported by their four corners making a very simple foundation possible. Also
the top four corners are very strong as they are intended to support a stack of other containers.
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2.3.4 CONTAINER APPLICATIONS
Containers are often used as building modules where a need for temporary space exists. In the
context of engineering, most construction sites will require a container or two to act as site
offices. In addition, containers are also relatively widespread due to their use as a transport
space and thus lead to short term, quick availability when one is needed (Slawik, et al., 2010).
Depending on the need, a container solution can be developed for:
1) Public buildings;
2) Offices;
3) Residential housing (see Figure 2.11 as an example of a permanent container house);
4) Social/low budget architectural projects;
5) Commercial/corporate architecture;
6) Event/exhibitions;
7) Art installations;
Fig 2.13 Containers used for a shopping complex in Nigeria (source: author)
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Fig 2.14 containers used for student housing in Denmark (source: BIG)
Fig 2.15 Potash container office (source: Google Images)
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2.3.5 CONTAINERS AS BUILDING MODULES
Containers are developed as single units that can be used as a modular, multi-purpose solution
for spanning multiple spaces. This can either be in the horizontal direction or stacked vertical
direction, as the structural strength of containers are more than sufficient to bear this load.
Combination and staggered options are also possible, as shown in Figure 2.11.
The maximum stacking count of containers usually varies, but is standardised for a height of at
least six units, with a maximum load of 24-tons per stacked container (Naber, G., Duken, U.,
Mast, E. W. & Schieder, U.-P, 2013)
Fig 2.16 Showing different possible container stacking configurations. (Source: Google)
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2.3.6 FOUNDATION DESIGN FOR SHIPPING CONTAINER HOUSING
A foundation provides a solid stable platform from which you can build on. Without this solid
platform the ground’s natural movement can twist and cause the containers to split and
separate. Without a well-laid foundation one may end up with uneven floors or worse, the
entire structure could sink. If you are stacking containers on top of each other they may even
topple if you have a faulty foundation.
There are various factors that can affect the choice of a foundation. These include
• Total weight of your container construction
• The nature of the soil on the site
• Water level
• Sanitation and drainage requirements
• Material and labour costs
• Local building bylaws
• Climate of the region.
After considering the above factors, there are three (3) main types of foundation one can adopt
for shipping container housing:
1. Pier Foundation
Pier foundations are the most popular choice for shipping container homes for numerous
reasons: they are cheap, DIY friendly and quick to construct. A pier foundation consists of a
cylindrical column of large diameter to support and transfer large super-imposed loads to the
firm strata below. A pier foundation is a collection of individual posts dug into the ground. It
is comprised of concrete blocks. Each concrete block (pier) is generally 500mm X 500mm X
500mm, but obviously this can vary significantly depending on the build. The size and spacing
of the piers depends upon the depth of hard bed, nature of overlying soil and super-imposed
loads.
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Fig 2.17 Different types of Pier Foundations (source: google)
With shipping container homes, the concrete piers are generally laid at each corner of the
container- and with larger 40ft containers, an additional two piers are placed halfway down
each side of the container.
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Fig 2.18 showing a container on pier foundation (Source: google images)
The pier foundation is a favourite amongst all home builders because they are the simplest,
cheapest and quickest foundation to lay.
2. Slab Foundation
A slab foundation, also known as a raft foundation, is a popular choice when the ground is soft
and requires an equal weight distribution. A slab foundation is as it sounds- a concrete slab
which your containers can then be placed onto. The slab foundation is generally slightly larger
than the footprint of your home. So if you’re building with two 40ft shipping containers your
slab foundation would generally be 18ft wide by 42ft long. This would provide an overhanging
foot of foundation around the perimeter of your shipping containers.
This type of foundation is generally used on softer soil types. Pier foundations place a great
amount of load under a small surface area whereas slab foundations spread the load across a
large surface area.
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Fig 2.19 A concrete Slab Foundation (source: google)
A huge benefit of slab foundations is that because it provides a solid base, there is no hollow
space in the foundation. This prevents future problems such as termite infestations.
Unfortunately though, because of the additional concrete used and the vast amount of space
which needs excavating, slab foundations are significantly more expensive than pier
foundations.
Also once the concrete has set, there is a lack of access to utility lines. For instance, if you have
a leak in your water pipe you will need to cut out the concrete to access the pipe. Whereas with
a pier foundation, you will always have access to your utility lines.
Strip Foundation
A strip foundation (also known as a trench foundation) is somewhat of a combination of the
previously mentioned pier and slab foundation.
The strip foundation is simply a strip of concrete which is laid to support the containers. The
concrete strip is normally 1-2 foot wide (300-600mm) and 4 foot (1200mm) deep.
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The strip can either go around the perimeter of the containers or it can be laid at the top and
bottom of the containers instead. It’s ideal to use when you’re looking for a cheaper alternative
to the slab foundation but have slightly firmer ground to lay the foundation on.
It’s also a great foundation choice when the ground is damp and liable to lots of water. You can
use a rubble strip foundation which uses loose stone below the concrete strip. This stone allows
the water to run through and drain away.
Like all the foundation types mentioned, strip foundations also have their weaknesses. For
instance strip foundations have a weak resistance to wind and earthquakes. Also, due to their
shallow nature they are only suited for small and medium sized builds.
Fig 2.20 Strip foundation layout (source: google)
43

2.3.7 CONNECTING SHIPPING CONTAINERS TO FOUNDATION
The most popular way to fix containers to the foundation pad is through a steel plate which has
been set in the concrete.
Whilst the concrete is still curing, you can set down into it a steel plate with vertical bars that
sink into the wet concrete.
Then once the concrete has cured you can place your containers on the steel plate and weld
them together.
If you don’t want to use the steel plate technique, instead you can bolt the containers down into
the concrete using concrete anchors. This is a simpler technique but the hold isn’t as strong as
welding the containers.
Finally, if you’re opposed to fixing the containers down, you can just place the containers onto
the foundations; however I always prefer to fix them down for additional strength. The only
exception being if you want to make your shipping container home portable.
Fig 2.21 Showing a container fixed to the foundation by welding (Source: Google images)
Fig 2.22 Showing twist-lock anchor for the containers (source: google)
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2.3.8 TREATMENT MEASURES TO MAKE SHIPPING CONTAINERS
HABITABLE
Containers have to be treated before being used as building materials because:
1. Containers used to transport goods have wooden floors that may contain hazardous
chemicals such as pesticides.
2. Some shipping containers are coated in paint which contains harmful chemicals such as
Phosphorous and chromate.
These are however peculiar to only second-hand containers. Hence when they are purchased
second hand then there is a good chance that the above concerns hold true for the containers.
They will very likely have been treated with these harmful chemicals.
• One method is to use non-breathable flooring underlayment. This underlayment is laid
straight over the original wooden flooring and then tiles are laid on-top of the
underlayment.
• Another measure to take in order to be entirely sure is to remove the original wooden
flooring and replace it with marine plywood which could be gotten from any local
hardware store.
Secondly, harmful paint coating which is often used on second hand containers have to be
treated. This coating is used to protect the container from saltwater whilst they are in transit
across the ocean. It’s vital for containers when they are being used to transport cargo but
obviously not great when using these containers to build. If containers have been coated with
harmful chemicals, the entire container will need to be sandblasted.
Sandblasting
Sandblasting is a general term used to describe the act of propelling very fine bits of material at
high-velocity to clean or etch a surface. Before, sand was the most commonly used material,
45

but since the lung disease silicosis is caused by extended inhalation of the dust created by sand,
other materials are now used in its place. Any small, relatively uniform particles will work,
such as steel grit, copper slag, walnut shells, powdered abrasives, even bits of coconut shell.
Due to the dangers of inhaling dust during the process, sandblasting is carefully controlled,
using an alternate air supply, protective wear, and proper ventilation.
Fig 2.23 Showing non-breathable flooring underlayment (source: internet)
Fig 2.24 showing a container being sandblasted (source: EcoTekBlasting Raleigh)
A sandblasting setup usually consists of three different parts: the abrasive itself, an air
compressor, and a blaster nozzle. For etching and surface cleaning, it includes a workstation to
hold the piece of glass, as it’s a kind of collector to gather up excess dust. Sandblasting has
46

different applications. The first of these is to clean a surface of anything that may be clinging to
it which include surface coating. By launching small bits of abrasive at the surface at a high
speed, all unwanted particles are removed and can then be easily washed off, creating an
incredibly smooth surface upon which to lay the new layer of paint. Sandblasting is used to
remove paint coatings that contain dangerous chemicals from the surface of shipping
containers and may also be used for projects such as cleaning the hulls of ships, monuments
and other large structures.
2.4 INSULATING THE CONTAINER FOR THERMAL COMFORT
The average temperature of the study area, Lagos state, is 26°C. This raises the need for a good
thermal insulation material especially when the construction material is made of steel and
construction is to be carried out in a tropical climate.
This consideration is so as to ensure thermal comfort inside the building. Thermal insulation in
buildings is important as it reduces unwanted heat loss or gain (in this case) and can decrease
the energy demand on heating and cooling systems.
There is a wide range of insulation material that can be used such as: cellulose, glass wool,
rock wool, polystyrene, urethane foam, vermiculite, perlite, Vitapur, wood fibre, plant fibre
(cannabis, flax, cotton, cork, etc.), recycled cotton denim, plant straw, animal fibre (sheep's
wool) and earth or soil.
Most of the insulation materials mentioned above have carbon footprints and are made up of
fossil fuels. Examples include polystyrene, polyurethane and Styrofoam. These groups cannot
be classified as green or sustainable as they contain Volatile Organic Compounds (VOC) and a
toxic fire retardant referred to as hexabromocyclododecane, or HBDC which is classified under
the EU's REACH program as a chemical of "very high concern" (Lloyd, 2010). They
47

recommend that its use be restricted because it has been seen to have a harmful effect on the
health of some building occupants, especially in terms of respiratory health problems.
The insulation materials readily available in Lagos state include; Polyurethane foam, Vitapur,
Fibre glass, Rock wool, Mineral glass, Agri-board etc.
Agri-board is a sustainable Structurally Insulated Panel made from agricultural by-products. It
uses wheat and rice straw that is normally burned or ploughed under and builds it into a panel
that delivers R-5, not as good as a Styrofoam SIP but pretty good and in a form that gives you a
tight envelope. It’s formed by compressing and heating the straw while the natural lignin
contained in the straw acts as a binder. The compressed straw is then glued into a box made
from formaldehyde-free OSB boards with a substantial header made of Timber strand, so the
whole thing acts as a box beam.
Fig 2.25 closed cell spray foam (source:google images)
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Fig 2.26 Rock wool used for insulation (source:google images)
Fig 2.27 insulation with fibre glass (source: google image)
Fig 2.28 Vitapur installation(source: google images)
49

2.5 ADVANTAGES AND DISADVANTAGES OF USING SHIPPING CONTAINERS
FOR BUILDING
2.5.1 ADVANTAGES AS RESIDENTIAL BUILDINGS
The advantages of utilising container homes are (Hart, 2013):
1) Inherent strength and durability that allows for multi-storey solutions;
2) High level of durability ensures low maintenance costs;
3) Modular design that allows for high density solutions, as well as expandability;
4) Easily transported;
5) A widely available resource;
6) Cheaper to build than comparable conventional homes in the commercial market;
7) “Upcycled” by using it as a home (instead of scrapping) and thus providing a reduced
environmental impact.
2.5.2 DRAWBACKS AS RESIDENTIAL BUILDINGS
Several disadvantages also exist, and need to be addressed accordingly (Gronloh, 2013):
1) High temperature conductance of bare steel shell;
2) Condensation due to high moisture content of uninsulated containers;
3) Specialised labour required for extensive container modification (factory-based);
4) Requires the extensive use of transport and cranes for lifting and placement procedures;
5) Presence of solvents and toxic contaminants (such as lead chromate in the primer paint);
6) Severely damaged containers will not be able to be repaired;
7) Fluctuation of international steel prices, as well as an increased demand for containers can
adversely affect prices.
50

This paper argues that though shipping container buildings have certain downsides, they are
still very good sustainable design alternatives especially when financial resources are scarce
and the material is readily available.
51

2.6 CASE STUDIES
2.6.1 CASE STUDY ONE: CITE A DOCKS (STUDENT RESIDENCE)
Architect: Cattani Architects
Location: Le Havre (France)
Fig 2.29 Cite a Docks entrance view (source: Archdaily.com)
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This residential complex was made by mounting 100 containers on a metal structure, where
each staircase serves two stacked sets of apartments, with a total of four floors in height
(ground floor + 3), this gave rise to a total of 100 apartments of 24 square meters each.
To avoid stacking of containers, a metal frame that acts as a structural support to the old
container was introduced, which allowed staggering of the units, and created new space for
walkways, patios and balconies.
Fig 2.30 Cite A Docks perspective view (source: Archdaily.com)
The metal structure allows a better identification of the different rooms, and enhances them
through the external extensions that become terraces and balconies. The sequences of the
transverse corridors giving access to the apartments on the façade create a succession of full
and empty spaces that gives the structure a more visual transparency.
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Each container has a glass facade at its ends, but with the possibility of lowering a vertical
awning on the exterior of the facade, and thus control the natural lighting of its interior.
The first level was raised from the ground. In this way, the units here can enjoy the same
privacy afforded to units on the upper floors. All the apartments overlook a garden inside and
are equipped on both ends of the glass walls that allow natural lighting of spaces.
To ensure maximum heat and sound insulation, the walls of the container adjacent to the
outside and those that divide the different units have been coated with fire walls in reinforced
concrete 40cm wide, and come within layers of rubber to dampen vibrations.
The external facade is designed by the combination of the old “boxes” that has kept the
undulating, repainted in metallic grey. Inside, the designers chose white walls and wooden
furniture. Each studio has a bathroom, kitchen and free Wi-Fi.
Fig 2.31 Rear perspective of the building (source: Archdaily.com)
54

Fig 2.32 Showing the site Plan ((sourc : Archdaily.com)
Fig 2.33Sectional views of a Cite A Docks apartment (source: Archdaily.com)
55

2.6.2 CASE STUDY TWO: KEETWONEN (STUDENT CONTAINER HOUSING)
Architect: Tempo housing
Location: 121 H.J.E. Wenckebachweg Amsterdam, North Holland
No of modules: 1034 (housing + common areas + cafe + laundry)
Area per apartment: 28m2
Area: 31020 m2
Fig 2.34 Keetwonen Apartments (source: Google Image)
Keetwonen, a student housing project in Amsterdam, turns shipping containers into 1000 units
and provides all the amenities a student could ever want. And aside from the obvious green
usage of surplus shipping containers, Keetwonen has integrated a rooftop to accommodate
efficient rainwater drainage while providing heat dispersal and insulation for the containers
56

beneath. The apartments are relatively spacious, quiet and well insulated and certainly offer
value for money, especially when compared to other student homes in the city.
The units also come complete with amenities often missing in other student dormitories:
private bathroom and kitchen, balcony, separate sleeping and study room, large windows that
provide daylight and a view and even an automatic ventilation system with variable speeds.
The heating is from a central natural gas boiler system. The hot water is supplied by one 50
litre tank per home and a high speed internet connection is included, as well as a central audio
phone system for visitors at the main door downstairs.
The whole project was designed with an eye on how students like to live: a place to live, not
having to share the shower and the toilet with strangers, but at the same time lots of
possibilities to participate in the social life of the dormitory, including the many parties that
come with being a student. The blocks have a closed off internal area for safe bicycle parking.
Fig 2.35 Exterior view of the Keetwonen (source: google)
57

Fig 2.36 Aerial view of Keetwonen Apartment
Fig 2.37 Axonometric view of the apartment (Source: google images)
Fig 2.38 Details of the building (source: google image)
58

2.6.3 CASE STUDY THREE: THE CROU
Architect: Olgga Architects
Location: Le Havre, France
Fig 2.39 Entrance view of the Crou (source: designboom)
The Crou is a housing complex for students designed by the French architectural firm Olgga
Architects. The hostel is built on 100 recycled shipping containers. And it is named “CROU”.
This is called green technology.
The site deals within the urban renewal strategy of the city. The area acts as a bridge between
downtown and harbour area with undeniable development potential.
The architects’ first approach was to propose a new identity to the site, to make a new
landscape, a pyramid-like structure in response to the harbour area and the continuity of the
city. The typology of all the vertical walls is carved with the image of an urban canyon. The
interior landscape is composed of basin reflecting the building and open garden.
59

Each container is a studio for one student, complete with a study area, bathroom and living
room. The proposal consists in two sets built implanted perpendicularly to the basin.
Each of these containers will function as an individual room for a student while maximizing
space limitations. Dubbed the ‘Crou’, the 2,851m2 structure intends to make use of recycled
containers, stacked in a somewhat pyramidal arrangement.
This symbiosis between construction and water offers a comfortable place to live in an unusual
composition.
Fig 2.40 Perspective View of the apartments (source: designboom)
60

Fig 2.41 Site Plan of the Crou (source: Design boom)
Fig 2.42 View of the Crou (source: Designboom)
61

Fig 2.43 Showing floor plan and sectional 3-d (Source: Designboom)
Fig 2.44 Showing different a plan configuration and 3-d section (source: Designboom)
62

2.6.4 CASE STUDY FOUR: AFRICA FINTECH FOUNDRY HEADQUARTERS
Architects: MOE + Art Architecture
Location: Victoria Island, Lagos State
Use: Office building
Fig 2.45 View of Fintech Building made of shipping containers
This project is a technology accelerator and co-working space in Lagos, Nigeria. During the
summer of 2016 a competition was launched to design a building for a team of software
developers and system architects at the African Fintech Foundry. The brief was a contemporary
and stimulating workspace for fostering innovation through the collaborative production and
incubation of ideas. Also important was that the building be rapidly deployable and have a
feeling of non-permanence.
63

The architect designed a compact and spatially efficient building from strategically stacking
locally-sourced, old shipping containers. The project was executed in 3 months; through the
aggregation of a simple base unit the structure and internal spaces were created with a narrow
triple height atrium formed in the centre which terminates in an elongated skylight.
On a constrained site the shifting containers result in overhangs which shade the ground floor
exterior spaces and high level terraces for miniature gardens and outdoor sitting space. Glassy,
bright interiors encourage the play of light within a restrained material palette of soft and dark
greys while the central staircase, balustrades and entrance aim to communicate some of the
vibrancy of the wider city in the distinctive yellow of Lagos’ “Danfo” buses and public taxis.
Fig 2.46 Approach view of the building (source: Archdaily)
64

Fig 2.47 Showing Stacking Configuration (Source: Archdaily)
65

Fig 2.50 Ground floor plan of the building
Fig 2.51 First floor plan of the building
Fig 2.52 Second Floor plan of the building
66

2.6.5 CASE STUDY FIVE: ALEXANDER 23
Location: Bourdillon way, Ikoyi, Lagos State
Use: Commercial complex
This shopping complex, is made up of several 20ft and 40ft shipping containers and is
designed to provide rentable spaces for retailers. The building is located along Bourdillon way,
Ikoyi, Lagos state.
The building, which is well-insulated with wooden panels internally, it’s a good example of
container architecture as it’s developed on the basis of user friendly conditions.
Fig 2.53 Showing other sections of the complex (source: author)
67

Fig 2.54 Perspective View of the shopping complex (source: author)
Fig 2.55 showing the circulation spaces and stairs (source: author)
68

Fig 2.56 Interior View of one of the shops showing the containers.
Deduction
ii. The interior walls are insulated to reduce heat gains.
iii. The floors of the building is finished properly with tiles
iv. The building makes use of a mix of 20ft and 40ft shipping containers.
69

3.0 CHAPTER THREE – RESEARCH DESIGN AND METHODOLOGY
3.1 METHODOLOGY
Qualitative research is research undertaken to gain insights concerning attitudes, beliefs,
motivations and behaviours of individuals to explore a social or human problem and include
methods such as focus groups, in-depth interviews, observation research and case studies.
It is essential to obtain any documentary material that might throw light on the research area’s
condition and its history. The approaches and techniques for conducting such an exercise can
be summarized as follows:
• Written description (published and unpublished)
• Survey through photographic means.
• Life documents such as master plans and updated drawings showing current site
conditions.
• Other relevant information to be gathered through the author’s endeavours.
The pool of the information gathered was gotten from both primary and secondary sources.
Primary method of collection involves conducting research oneself, or using the data for the
purpose it was intended for.
The secondary method of data collection here refers to information that was collected by a
third party or for some other purpose. In this case this include:
• Interviews of members of staff of NPA.
• Materials gathered from survey of the internet
• Google Earth for current satellite images of the site.
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3.2 DATA COLLECTION
The collection of data during any research work is a very vital and important tool for proper
and easy comprehension. In view of this, data collection can be described as numerical facts,
figures, and observations or information gathered in isolation and relating it to the survey of
the study.
3.2.1 TYPES OF DATA
Essentially, there are two types of data as regards to their location to the absolute truths, who
generates them; which are used during research. These are as follows:
3.2.2 PRIMARY DATA:
These are data that are collected by the researcher through observation and analysis. This data
is obtained directly from first hand sources by means of survey, Observations, and
experimentation and is not subjected to any processing or manipulation.
Interviews: These were carried out with members of staff in informal settings. The questions
were asked in a semi-structured manner to gather information about:
I. The present situation as regards the demography of the NPA staff.
II. The general housing needs for the staff.
3.2.3 SECONDARY DATA:
This refers to data collected by someone other than the user i.e. the data is available and
analysed by someone else. Library, internet, journals, textbooks, similar thesis and write-ups
are all the various sources of the secondary data used during the research work.
71

Library
The library was an important source of data as journals and books that informed and helped
this study were accessed from this source. The books and journals included articles and topics
that are of importance to the study of health centres, some of which are discussed and (would
be) referenced in this thesis.
The internet
The internet holds/collects a wealth of knowledge on so many different topics and served as an
easier and more accessible means of gathering data for the literature review of this thesis. This
medium in fact works like an electronic library that is accessible irrespective of location. From
this source, the bulk of my references would be drawn including journals, published papers,
and international case studies used and referenced in this thesis.
Both foreign and local relevant sources of information which could not be reached physically
were explored electronically and also acknowledged.
Demographic Data:
Demographic data was gathered with help from the Administrative office of the Nigerian Port
Authority. Requests were made for information on staff demography and socio-economic
divisions.
Case Studies: In architectural research, case studies are very common. The ability to act within
professional practice is based on knowledge of series of cases. These cases are based either on
personal experiences or are model cases established within the profession. A designer’s work is
based on comparisons between known cases from the repertoire and the actual design situation.
Various information and data were sourced from various container houses and construction
companies in Lagos - and international case studies whose data were extracted via the internet.
72

Literature review of past works, journals, projects and magazines by notable bodies and
individuals on the issues of modular construction and container architecture,
3.3 DATA ANALYSIS
The primary objective of the research work and analysis is to translate all the responses of the
respondents in terms of their needs into a quantitative template to guide the design of and
interrelationship of the spaces to be included in the design stage of this study. Also, the
statistical compilation of the demographics of the prospective end users is very crucial to the
design or proposal of support facilities and features that would ensure the safety of the users.
The final findings will influence the project assemblage and design. All the data collected
would be analysed and weighted for the selection of the most relevant once; and where and
when needed was noted
DEMOGRAPHICS
This research was limited to the contract workers and officers as well as the medical staff of
the Nigerian Port Authority, Apapa. A total of one hundred and ninety-two (192) staff
members were outlined.
S/N DESCRIPTION MALE FEMALE TOTAL
1 Contract Employees (Officers) - - 21
2 Contract Employees (Staff) - - 39
3 Security Employee (Officers) 39 7 46
4 Security Employee (Staff) 61 15 76
5 Medical Employee (Officers) 1 6 7
6 Medical Employee (Staff) - 3 3
Total 101 31 192
Grand Total 192
Fig 3.1 Table showing the demographics of NPA Staff
From the above data, it was concluded that the proposed container housing development
should cater for the one hundred and ninety-two staff (192) members highlighted above.
73

3.4 MATERIALS AND INSTRUMENTS FOR DATA COLLECTION.
• Cameras for photographs.
• Computer for internet connectivity and data analysis.
• Maps and data graphs.
• Archives and libraries.
74

4.0 CHAPTER FOUR – ANALYSIS AND DESIGN
4.1 STUDY AREA
The study area for the purpose of this research is the region of Apapa in the city of Lagos.
Lagos state is located in the south-western geopolitical zone of Nigeria with coordinates of
6.5233° N, 3.5408° E. The city has an estimated0population of 25,087,059 (20150estimate).
22% of its 3,577 km2 are lagoons and creeks.
Lagos is the most populous city in the state and in Nigeria as a whole. The conurbation is one
of the most populous in the world. Lagos State is the economic nerve centre of Nigeria. Lagos
State is divided into five Administrative Divisions namely; Agege, Ikeja, Lagos, Ikorodu and
Epe divisions.
Fig 4.1 map of Lagos state highlighting Apapa (source: Bohr 2016)
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