01 Ecological Airport Urbanism - FINAL EDITION - Laura Cipriani by Laura Cipriani

euro 46,00 isbn 978-88-548-7436-7

C ip rian i E C O L O G I C A L A I R P O RT U R B A N I S M . A I R P O RT S A N D L A N D S C A P E S I N T H E I TA L I A N N O RT H E A S T A r ac n e

Laura Ci pri ani , M a r ie C u r ie r e s e a r c h e r a t Tr e n t o U ni v e r si t y a nd v i si t i ng pr o f e sso r i n Lands ca pe Urba n is m a t Ve n ic e U n ive r s it y IU AV a nd t he P o l i t e cni co di M i l a no , w o r k s i n urban and l a n d s c a p e r e s e a r c h a n d d e s ig n . Ove r t he y e a r s, she ha s spe c i a l i se d i n the rel a ti ons hi p b e t w e e n in f r a s t r u c t u r e a n d la n d s c a pe , w i t h a co nst a nt co m m i t m e nt t o res earch and un ive r s it y t e a c h in g . She regul arl y a t t e n d s c o n f e r e n c e s o n t h e t o p i c i n a ca de m i c a nd pr o f e ssi o na l env i ronments a n d h a s p u b lis h e d h e r r e s e a r c h in se v e r a l bo o k s. “ Eco l o g i ca l A i r po r t Urbani s m” (Uni ve r s it à d i Tr e n t o , 2012) a n d “A ir p o r t U r ba ni sm ” ( A r a cne , 2 0 1 2 ) a r e he r l as t publ i ca ti ons. Laura recei v ed a Ph . D . in U r b a n is m f r o m Ve n ic e U ni v e r si t y ( I U AV) , a M a st e r ’s de g r e e (M.Des .) wi th di st in c t io n f o c u s e d o n u r b a n a n d la n d s ca pe i ssue s f r o m H a r v a r d U ni v e r si t y (Gradua te Schoo l o f D e s ig n ) a n d B a c h e lo r a n d M a st e r ’s de g r e e s i n A r chi t e ct ur e w i t h honours from Ve n ic e U n ive r s it y (IU AV ).

AIR 01

Airp o rt s p la y an i n c r eas i n g l y i m p or t an t r o l e i n c i t i e s a n d i n r e g i o n a l d e ve lo p me n t . Av i a t i on i t s el f g en er a t es s oc i al a n d e c o n o m i c b e n e f i t s f o r t h e a re a it se r ve s , b u t al s o b r i n g s w i t h i t c on s i d e r a b l e e n v i r o n m e n t a l a n d s o c i a l co st s. Wh a t d o we m ean b y ‘ec ol og i c al ai r p or t u r b ani s m ’ ? I s i t p o s s i b l e t o i n t e g r a t e la n d sca p e a n d ai r p or t i n f r as t r u c t u r e i n an e c o l o g i c a l l y - ‘ s u s t a i n a b l e ’ w a y ? Wh a t a re t h e i n f l u en c es on t h e u r b an c on t ex t? St a rt in g f ro m c as e- s t u d i es , t h i s s t u d y s eek s t o a d d r e s s m u l t i p l e i s s u e s re la t e d t o t h e u r b an an d en v i r on m en t al i m p a c t s o f a i r p o r t s a n d t o i d e n t i f y p o ssib le in t e r v en t i on s t o ac h i ev e an ‘ec o- ai r po r t s y s t e m ’ – a n i n f r a s t r u c t u r e m o d e l wit h red u c ed l an d s c a p e an d en v i r on m e n t a l i m p a c t t o b e a p p l i e d i n o t h e r re g io n a l c on t ex t s . I n p ar t i c u l ar, t h i s r es e a r c h w i l l f o c u s o n t h e N o r t h E a st o f It a l y as an ex p er i m en t al f i el d i n v es t i g a t i o n i n o r d e r t o d e v e l o p a wo rkin g m e t h o d ol og y an d s t r a t eg i c - p l an n i n g p r o p o s a l t o g u i d e t h e p l a n n i n g a n d d e sig n o f an ec ol og i c al ai r p or t s y s t em a t r e g i o n a l a n d u r b a n s c a l e .

ECOLOGICAL AIRPORT URBANISM

A I R P O RT S A N D L A N D S C A P E S I N T H E I TA L I A N N O RT H E A S T

Lau r a C i p r i an i

A r ac n e

AIRPORT URBANISM

airports, landscapes and cities

Direttore Laura Cipriani Università degli Studi di Trento

Comitato scientifico Bernardo Secchi† Università Iuav di Venezia

Giovanni Corbellini Università degli Studi di Trieste

Marino Lupi Università degli Studi di Pisa

Charles Waldheim Harvard Design School, USA

AIRPORT URBANISM

“The airplane, flying over forests, rivers, mountains, and seas and revealing supremely powerful laws, the simple principles which regulate natural phenomena, will arrive at the city of the new era of machine civilization.” “ L’aeroplano sorvolando le foreste, i fiumi, le montagne e i mari e avendoci rivelato le grandi leggi forti, i principi semplici che regolano gli eventi naturali, arriverà sulle città della nuova era della civiltà macchinista ”. Le Corbusier

The book series welcomes research works and research by design projects dealing with the airport landscape theme. The interdisciplinary approach aims to stimulate debate and knowledge of a topic which is still marginal in international scientific debate and the teaching field.

La collana accoglie ricerca e sperimentazioni progettuali relativamente alla tematica aeroporti e paesaggio. L’approccio interdisciplinare adottato intende stimolare il dibattito e la conoscenza su un tema ancora marginale nella formazione didattica e nel dibattito scientifico internazionale.

This volume presents a number of reflections on the airport landscape theme, fruit of a series of meetings between the researcher and the Veneto Region Department of Regional and Strategic Planning on Venice airport-city and the data collected and considerations matured by the researcher during the Marie Curie COFUND-PAT programme at Trento University.

Trento University

European Community

Marie Curie Actions Cofund

Autonomous Province of Trento

The researcher is supported by the European Community and the Autonomous Province of Trento and co-funded by Marie Curie Actions. The work leading to this publication received funding under the 7th European Community Framework Programme 7 PQ/2007-2013 and from the Autonomous Province of Trento under Grant Agreement no. 226070 (notice “researcher post-doc 2010 Incoming CALL 1” - Project “Trentino PCOFUND-GA-2008-226070”).

ECOLOGICAL AIRPORT URBANISM

A I R P O RT S A N D L A N D S C A P E S I N T H E I TA L I A N N O RT H E A S T

Laura Cipriani

is b n

978–88–548–7436–7

I diritti di traduzione, di memorizzazione elettronica, di riproduzione e di adattamento anche parziale, con qualsiasi mezzo, sono riservati per tutti i Paesi. Non sono assolutamente consentite le fotocopie senza il permesso scritto dell’Editore. I edizione: agosto 2014

AU T H O R

Laura Cipriani

I M AG E S

Laura Cipriani

TE X T

Laura Cipriani

TR A N SL ATO R

Ter Centro Traduzioni

P H OT O S

Laura Cipriani, Denver Airport, Brian Robbins, Rui Sousa

G R AP H I C D ES I G N Laura Cipriani

L AY OU T

Laura Cipriani with Giorgia Anastasio (A4 Design)

CONTENTS

ECOLOGICAL AIRPORT URBANISM AIRPORTS AND LANDSCAPES IN THE ITALIAN NORTH EAST

ACKNOWLEDGEMENTS

INTRODUCTION

AIRPORTS, CITIES AND THE LANDSCAPE

THE AIRPORT LANDSCAPE OF ITALY

ONE, NONE AND ONE-HUNDRED THOUSAND “NORTHEAST CITIES”

VENICE AIRPORT

The Role of the Airport: Studies and Future Scenarios

Landscape Transformations

Obstacles Plan

Noise Contours

Flood Risk and Flood Risk Scenarios

Special Conservation Areas and Special Protection Areas

Birds and Impact

Emissions

SCENARIOS

102

2030 Scenarios

107

Constants

108

Variables

109

2100 Scenarios

121

ATLAS

128

BELLUNO | Belluno Airfield

130

BERGAMO | Bergamo Orio al Serio International Airport

134

BERGAMO | Bergamo Valbrembo Airfield

136

BOLZANO | Bolzano Dolomiti Airport

138

140

BRESCIA | Brescia Montichiari Airport

142

GORIZIA | Gorizia Airfield

146

INNSBRUCK | Innsbruck Kranebitten Airport

148

MILAN | Milan Bresso Airfield

150

MILAN | Milan Linate International Airport

152

MILAN | Milan Malpensa International Airport

154

PADUA | Padua Airport

158

TRENTO | Trento Mattarello Airport

162

TREVISO | Treviso Airport

168

TREVISO | Treviso Istrana Airport

172

TRIESTE | Trieste Ronchi dei Legionari Airport

176

UDINE | Udine Campoformido

180

UDINE | Udine Rivolto Airport

184

VENICE | Venice San NicolĂ˛ Airfield

186

VENICE | Venice Tessera International Airport

190

VERONA | Verona Boscomantico Airfield

194

VERONA | Verona Villafranca International Airport

VICENZA | Vicenza Asiago Airfield

198

VICENZA | Vicenza Airport

202

VICENZA | Vicenza Thiene Airfield

208

DESIGN STRATEGIES AND DEVICES

212

Noise

219

Air

221

Energy

222

Permeability

223

Water

225

Denver International Airport, Denver, Usa

226

Montreal International Airport, Montreal, Canada

230

Zurich Airport, Zurich, Switzerland

234

Amsterdam Schipol Airport, Amsterdam, The Netherlands

236

REFERENCES

240

INTRODUCTION

E C O L O G I C A L A I R P O RT U R B A N I S M

I N T RODU CTI ON

By their nature, use, form and size, airports are often considered as spaces extraneous to the landscape and difficult to integrate into the local context. Yet airport infrastructure is playing an ever more important role in local development, modifying not just the aspect, but also the social structure, economy and environmental quality of the surrounding area. Infrastructure on this scale benefits society as a whole, but the environmental effects are a particularly heavy burden on the communities directly involved. How is the landscape modified by air transportation? What is meant by “ecological airport urbanism”? Can the landscape and airport infrastructure be integrated following ecological criteria? How can an airport be integrated into the local context? What design devices can be used? How can we combine today’s technological requirements with the need for unforeseen new functions in the future? In the future, how might disused airport infrastructure possibly be “recycled”? This study aims to make an initial contribution to research on the airport system in North East Italy in relation to current landscape transformation dynamics. The first part provides a theoretical background to the theme of airports, cities and the landscape. The intention is to provide an overview of contemporary scientific literature in order to open a dialogue on the hitherto little explored theme of airports in relation to the landscape. The second part examines the particular characteristics of Italy’s national airport system, then goes on to consider airports in North East Italy through original data and documents. Particular attention is given to the study of Venice airport, identifying the environmental risks and scenarios deriving from the urgent effects of climate change. Historical documents and accurate themed maps highlight the conflicts

INTRODUCTION

emerging around the airport and the possible short, medium and long term scenarios for the future. The study aims to develop a method to orient planning and design of an â&#x20AC;&#x153;ecologicalâ&#x20AC;? airport system, identifying possible alternative development scenarios on multiple scales. The final section of the study therefore presents a series of designed projects proposing targeted design devices able to guide definition of the strategies and decisions to be taken today for the future. In an era dominated by uncertainty about tomorrow and by a race towards real or presumed sustainability, infrastructure must be re-planned, not just to accommodate todayâ&#x20AC;&#x2122;s technological functions or contingent needs, but also with a view to possible future re-cycle, generating a method for re-inventing the landscape and thus becoming fertile ground for the unexpected.

E C O L O G I C A L A I R P O RT U R B A N I S M

AIRPORTS, CITIES AND THE LANDSCAPE

100

250 Km

> 10 million passengers 5-10 million passengers 1-5 million passengers 200 000-1 million passengers T H E A I R P O RT L A N D S C A P E O F I TA LY

1 000-200 000 passengers

Neither is there an adequate investment policy either by the State, owner of the land and until just a few years ago directly responsible for managing airside infrastructure, or by the airport operators. The provision of public funding is inadequate and insufficient compared to that of other European countries 1 , moreover the model of distribution among the airports is indiscriminate, nontransparent, discretional and beyond any form of planning framework. This is one of the reasons for the proliferation of airports, way above the European average. The majority of the 101 civilian airports in Italy have just a few hundred passengers per year, precisely because of the ongoing state funding received largely as a result of political pressures. In short, there is no serious, clear, transparent process of reform and liberalisation in the sector. The first laws passed (laws no. 537/93 and 351/95) modified the airport ownership and concession system, conditions of entry into the handling services market and tariff schedule for airport access, but they did not include effective measures to control airport management efficiency. The European Union directive was introduced in order to open up the landside services sector to the market with the aim of improving efficiency and reducing costs, but when this directive was taken on board by Italian legislation and partially applied, the results were unexpected. There is no efficient tariff schedule for airport services. Airport fees for passengers and carriers continue to be defined on a discretional basis, distorting competition between airlines using the same airport and between the airports themselves. An efficient regulatory system is fundamental to prevent abuse of a dominant position by airport operators or service providers in a position of monopoly or oligopoly and to prevent the risk that citizens pay airport costs twice, once through the tax system which allocates vast sums for the construction of infrastructure, then again through airport fees. Although the latest Interministerial Committee for Economic Planning (Comitato Interministeriale per la Programmazione Economica) resolution no. 86/2000 (Ministero delle Infrastrutture e Trasporti, 2000) aimed to create more efficient control systems, in fact, for many years the opposition of many airport operators 2 , strict constraints and poor profitability prevented implementation of this resolution until approval of new regulatory criteria as part of the 2005 Financial

Left: the main airports in Italy. Source data: Assaeroporti, 2010; ENAC, 2010. Map by Laura Cipriani.

E C O L O G I C A L A I R P O RT U R B A N I S M

Bolzano

Treviso

SANT’ANGELO

Trieste

RONCHI DEI LEGIONARI

Treviso

SANT’ANGELO

Venice

TESSERA

Verona

VILLAFRANCA

TESSERA

Verona

VILLAFRANCA

The North East and associated airport-regional systems. The system corresponding to the Alpine Area along the A22 motorway is shown in grey. The system corresponding to the Plains Area along the A4 motorway is shown in green. Map by Laura Cipriani.

The mobility projects currently underway for the Northeast only make sense at a macro scale. But what is the Northeast city in reality? What are its borders? How many Northeasts can be drawn or imagined? The mobile Northeast is itself a kaleidoscope. It changes according to the point of view that we adopt and to the kind of mobility in consideration. There is a Northeast motorway that corresponds to the A4 and A22 (the motorscape). There is a fragmentary, fermenting metropolitan Northeast that surrounds built and planned railways (metroscape); a Northeast aviopolis comprised of a multicity of disorganized airport structures of varying importance (airscape); and finally, to this infrastructure of interwoven asphalt, steel, and air we add the landscape of water mobility of several basins – the Adige, Brenta-Bacchiglione, Piave, Sile, Bacino Scolante, Livenza, Lemene, Tagliamento, the laguna of Marano and Grado, Isonzo, Slizza and Levante – which for many centuries were the main systems of mobility (waterscape). Despite the fact that the Northeast city is traversed by the important European

O N E , N O N E A N D O N E - H U N D R E D T H O U S A N D “ N O RT H E A S T C I T I E S ”

Trieste

RONCHI DEI LEGIONARI

Bolzano

Innsbruck Innsbruck

Milan

MALPENSA

Bergamo

Bolzano

Treviso

SANT’ANGELO

Milan

MALPENSA

Bergamo

ORIO AL SERIO

Trieste

RONCHI DEI LEGIONARI

Venice

ORIO AL SERIO

Verona

TESSERA

VILLAFRANCA

corridors V and I, making the area one of the nodes of the big EU mobility scenarios, a unifying vision is lacking. Northeast city is organized on a fragmentary network of infrastructure that is mostly based on roadways, and only secondarily on railways. To what area does the north east airport system correspond? What image do people have of the geographical location and boundaries of the North East? For the purposes of this study, the North East airport system is defined in relation to the landscape and includes an area more or less corresponding to the regions of Veneto, Trentino-Alto Adige and Friuli-Venezia Giulia, together with a number of neighbouring Italian and European provinces, creating a “multiple airport system” (De Neufville & Odoni, 2003) in which the airports served by the air transportation service depend on their geographical location rather than on exclusively political-administrative control. When working with the territory, it is not possible to take an established boundary as a reference. In this study, I therefore tried to schematically reduce the two

E C O L O G I C A L A I R P O RT U R B A N I S M

Innsbruck

T H E ALPINE AIRPORT SYSTEM

Bolzano

PROVINCES

TRENTO

BOLZANO

TIROLO

VERONA

AREA (km 2 )

6 206

7 399

12 640

3 120

529 457

507 657

710 048*

920 158

Bolzano

Innsbruck

Villafranca

3 | 25

n.a. | n.a.

2|5

POPULATION (inhabitants) Source data: ISTAT, 2010; * Landesstatistik Tirol Einwohnererhebung It. ZMR, 2010

MAIN AIRPORTS

SECONDARY AIRPORTS

AIRFIELDS l HELIPORTS Source data: ENAC, 2011

O N E , N O N E A N D O N E - H U N D R E D T H O U S A N D “ N O RT H E A S T C I T I E S ”

Mattarello

0 | 11

North East airport systems: on one hand the Plains Airport System consisting of a series of main airports linked by the A4 motorway and rail lines, on the other the Alpine Airport System linked by the A22 motorway and extending beyond the Italian frontier. Although schematic, this subdivision is based on the awareness that on the one hand, the respective catchment areas of the main airports are in close relationship with the road and rail infrastructure systems and that, on the other, the physical configuration of the land on which the airports stand and on which air operations depend (one on the plains, one in the mountains) are radically different and as such require specific treatment. After describing the specific characteristics of the Italian airport system, a sort of reference atlas of the main airports in the area was drawn up, defining the problems and potentials of the airports concerned and concluding with the proposal of possible short and long term land transformation scenarios on local and interregional scale. More than other areas in Italy, the economic organisation of the North East is characterised by a demand for long distance, highly flexible mobility, fragmented in both origin and destination. In recent decades internationalisation of the economic system and delocalisation of production activities have intensified, without corresponding development of an adequate long distance transport system. In this area, there are in fact numerous airports at different levels, from the main airport centres of Venice-Tessera and Verona through the airports of Treviso, Bolzano, Trento and Ronchi dei Legionari to a myriad of airfields covering almost the entire area. They are still not, however, organised according to a coherent plan on first national, then interregional level. For many years, the lack of specific airport infrastructure plans made a long term vision impossible, creating a state of permanent uncertainty not just concerning airports, airport operators, airlines, local authorities and financers, but above all in the local area from a landscape, environmental and urban point of view. The lack of vast scale planning has fuelled risky competition among airports, often translating into fierce antagonism between cities and regions. Geographical and socio-economic characteristics, inadequate regulatory provisions and a fragmented offer are just some of the elements peculiar to the Italian aviation sector. State action is contradictory. On one hand it is absent

E C O L O G I C A L A I R P O RT U R B A N I S M

and unable to provide continuity and regulatory uniformity, on the other, it is the preponderant protagonist in pervasive but often unsuitable public action. Constitution of an airports network, efficient both in terms of the use of scarce resources (land, airspace, etc.) and in the provision of services (to ensure that the development of one airport does not damage that of another), calls for the creation of complementary, rather than competitive, functional links. Today, there is no doubt that airports have an increasingly important role in cities and in regional development. Aviation itself generates social and economic benefits to the territory it serves, but also brings with it considerable environmental and social costs. According to Eurocontrol, 66% of European airports today have territorial and environmental constraints to their development. This figure is expected to rise 0 to 80% in the next five years since by 2016 air movements in Europe are assumed to grow to more than 11 million and in 2025 should reach around 1519 million (Eurocontrol, 2010). This study shows that in the north east of Italy all airports are located into the city and in areas of widespread urban development. In addition to that, many 50 airports currently defined as first level stand on very delicate environmental systems (watercourses, wetlands, etc.). Considering Veneto, Friuli, and Trentino Alto Adige Regions, in the north east 3 main airports (Venice, Treviso, and Trieste) and 5 secondary airports (Belluno, Vicenza, Verona Boscomantico, Udine Campoformido, Gorizia) are located next to Special Conservation Areas (SACs) and Special Protection Areas (SPAs). Although it is evident that Venice-Tessera is today preparing to become the first intermodal node in the North East mobility network along the Trans-Europe Corridor V, it is necessary to look beyond contingent issues to propose long term scenarios for the future. The inevitable growth of air transportation, probable airport congestion and 150 Km emerging conflict with local communities therefore necessitate an in-depth study to promote a series of alternative scenarios and precise measures for short term and above all long term environmental mitigation. > 10 mil. passengers 5-10 mil. passengers 1-5 mil. passengers 200.000-1 mil. passengers 1.000-200.000 passengers secondary airports military airports

Left: main airports catchment areas. Source data: ENAC, 2010. Map by Laura Cipriani.

AIRPORT AREA

RUNWAY LENGHT

TERMINAL

hectars (Ha)

meters (m)

square meters (m 2 )

PASSENGER NUMBER millions (mil)

Passeggeri Passeggeri Passeggeri Passeggeri Sedime superficie Sedime superficie Sedime Sedime superficie superficie Lunghezza Lunghezza pista Lunghezza pista Lunghezza Terminal pistapista Terminal Terminal Terminal mq

147 Ha

459Ha m 147 Ha 2147

2 459 m

500 mm2 2 459 m11 2 459

VERONA Verona

Verona

Verona Verona371 Ha

371 Ha

067Ha m 371 Ha 3371

3 067 m

3 067 m213 750 067 m2

335 Ha

780Ha m 335 Ha 2335 3 300 m

2 780 m

2 780 m532 000 780 m m2

3 300 m

3 300 m 3 300 m

362

52 47 3 0 584mil1 6 5 2 7 6 3 80 mil 7 4 1 8 mil

6 03

714 0 8 251 9 36 2

603

714 0 825mil 1

362

52 47 3 0 584mil1 6 5 2 7 6 3 80 mil 7 4 1 8 mil

6 03

714 0 8 251 9 36 2

603

714 0 825mil 1

362

52 47 3 0 584mil1 6 5 2 7 6 3 80 mil 7 4 1 8 mil

6 03

714 0 8 251 9 36 2

603

714 0 825mil 1

362

47 3 0 584mil1 6 5 2 7 6 3 80 mil 7 4 1 8 mil 52

6 03

714 0 8 251 9 36 2

603

1 714 0 825mil

362

7 4 1 8 mil 47 3 0 584mil1 6 5 2 7 6 3 80 mil 52

6 03

714 0 8 251 9 36 2

2 750 m2 21 750 m21

2 000 m2 53 000 m53

53 000 m2

21 750 m2

totale passeggeri

335 Ha Venezia Venezia Venezia

714 0 825mil 1

2 500 m2 11 500 m11

VENICE Venezia

11 500 m2

603

total number of passengers international passengers national passengers city

merci avio merci superficie

Treviso Treviso 147 Ha

merci superficie totale merci

Treviso

totale merci

TREVISO Treviso

2 565 m2 23 565 m23

23 565 m2

Cargo in 10.000 tons

merci superficie

3 000 m233 565 000 m2

Cargo in 10.000 tons

merci avio

3 000 m

merci superficie

247 Ha 3247 000Ha m

merci avio

247 Ha

milioni milioni

totale merci

Trieste Trieste247 Ha

milioni

passeggeri nazionali

Trieste

milioni

800 m2 800 m2

800 m2

TRIESTE Trieste

passeggeri nazionali passeggeri internazionali

1 297 m 1 297 800mm2

passeggeri internazionali totale passeggeri

1 297 m

mq metri

totale passeggeri

metri

passeggeri internazionali

78 Ha1 297 78 Ha m

metri

passeggeri nazionali

78 Ha

Ha metri

totale passeggeri

Bolzano Bolzano Bolzano78 Ha

passeggeri internazionali

BOLZANOBolzano

passeggeri nazionali

totale merci

M A I N AIRPORTS

CARGO

AIRPORT & CITY

x 10.000 tons (t)

Sedime Cargo superficie

TAKEOFF-LANDING AREA

DISTANCE OF THE AIRPORT FROM THE CITY kilometers (Km)

Cono atterraggio-decollo

Distanza aeroporto-città

Aeroporto-città costruita

in 10.000 tons

Bolzano

8 mil

10 t

50 Km

10 t

50 Km

10 t

50 Km

10 t

50 Km

10 t

50 Km

Trieste

8 mil

Treviso

8 mil

Verona 8 mil

merci superficie

totale merci

8 mil

merci avio

Venezia

Source data: Assaeroporti, 2011; ENAC, 2010. Diagrams by Laura Cipriani.

â&#x20AC;&#x153;

in the north east of Italy all airports are located into the city and in areas of widespread urban development. In addition to that, many airports currently defined as first level stand on very delicate environmental systems.

Considering the Veneto, Friuli, and Trentino Alto

â&#x20AC;&#x153;

Adige regions, 3 main airports and 5 secondary airports are located near Special Conservation Areas (SACs) and Special Protection Areas (SPAs).

100

250 Km

airports > 1 million passengers secondary and military airports SACs and SPAs

Special Conservation Areas (SACs), Special Protection Areas (SPAs) and Italian airports. Source data: ENAC, 2010; Italian Ministery for Environment, 2010. Map by Laura Cipriani.

1954

Collage of historic photographs from 1954. Source data: GAI flight, 1954-55. Photo collage by Laura Cipriani.

0. 3

1 Km

L A N DSCAPE TRANSFORMATIONS

BEFORE...

WATER

+ the salt marshes in the natural state â&#x20AC;&#x201C; lagoon land and salt marshes are at a height of between -50 and +30 m with respect to sea level

+ filling in of the Orsellin canal in correspondence to the canal between the flight paths and the mainland

The landscape before the construction of the airport (1954), the construction works (1954-55) and the airport today (2008). Source data: GAI Flight, 1954-55; CTR, 2008. Maps by Laura Cipriani.

SALT MARSHES

RUNWAY

AFTER

+ removal of the surface layer in the salt marsh area

+ construction of the raised area for the runway 3 m above sea level

+ the airport site today

E C O L O G I C A L A I R P O RT U R B A N I S M

for example, if in 2100 the aviation world underwent radical transformation and airports were no longer necessary or, rather, were no longer capable of accommodating the new technological requirements? What happens when the life cycle of the airport machine comes to an end? What types of function could a disused airport accommodate? How could the runways be re-utilised? Is it currently possible to design airport infrastructure with characteristics of extreme flexibility? What changes would take place if an aeroplane became a means of transport like a car in terms of size and frequency of use? What changes would occur if the minor transport network of small airports became the principal network?

Scenario with a 5 m rise in sea level. As can be seen, Venice airports (Tessera and San NicolĂ˛ on the Lido) are potentially at risk of sea level rise. 3D model and photograph by Laura Cipriani. E C O L O G I C A L A I R P O RT U R B A N I S M 1 2 5

ATLAS

B E L LUNO | Belluno Airfield “ A RTURO DELL’ORO”

ALTITUDE

GEOGRAPHIC COORDINATES

378 m.a.s.l.

45°10’02’’ N 12°14’52’’ E

ICAO CODE

LIDB

IATA CODE

BLX

PASSENGERS

n.a.

RUNWAY

AIRPORT AREA

1 3 0 AT L A S

812 x 42 m I grass

28 Ha

Source data: ENAV, 2014. Right: Belluno airport. Source data: CTR, 2008. Map by Laura Cipriani.

0. 5

1. 5 km

L A N DMARKS

Piave River

Belluno airfield

Belluno

Landmarks in the environs of Belluno airport. Aerial view by Laura Cipriani.

E C O L O G I C A L A I R P O RT U R B A N I S M 1 3 3

B O L ZANO | Bolzano Dolomiti Airport “ S A N GIACOMO”

ALTITUDE

GEOGRAPHIC COORDINATES

240 m.a.s.l.

46°27’37’’ N 11°19’35’’ E

ICAO CODE

LIPB

IATA CODE

BZO

MOVEMENTS

11 227/year

PASSENGERS

33 377/year

CARGO

RUNWAYS

AIRPORT AREA

1 3 8 AT L A S

0 tons

1 249 x 30 m I asphalt 698 x 20 I grass

78 Ha

Source data: ENAV, 2014; Assaeroporti, 2013; Bolzano airport, 2014. Right: Bolzano airport. Source data: ENAV, 2014. Map by Giorgia Anastasio.

0. 5

1. 5 km

0 0. 5

1. 5 km

M I L AN | Milan Malpensa Interna tional Air p o r t

ALTITUDE

GEOGRAPHIC COORDINATES

234 m.a.s.l.

45°37’48’’ N 8°43’23’’ E

ICAO CODE

LIMC

IATA CODE

MXP

MOVEMENTS

164 745/year

PASSENGERS

17 955 075/year

CARGO

RUNWAYS

AIRPORT AREA

1 5 2 AT L A S

430 343 tons

3 920 x 60 m asphalt 3 920 x 60 m asphalt

1 235 Ha

Source data: ENAV, 2014; Assaeroporti, 2013. Right: Malpensa airport. Source data: ENAV, 2014. Map by Giorgia Anastasio.

0. 5

1. 5 km

U D I NE | Udine Campoformido Airfield Civil and tourist airport.

ALTITUDE

GEOGRAPHIC COORDINATES

93 m.a.s.l.

46°01’55’’ N 13°11’13’’ E

ICAO CODE

LIPD

IATA CODE

UDN

PASSENGERS

n.a.

RUNWAYS

AIRPORT AREA

1 7 6 AT L A S

730 x 40 m I grass

171 Ha

Source data: ENAV, 2014. Right: Udine Campoformido airport. Source data: CTR, 2008. Map by Laura Cipriani.

0. 5

1. 5 km

L A N DMARKS

Udine Campoformido airfield

Landmarks in the environs of Udine Campoformido airport. Aerial view by Laura Cipriani.

Pasian di Prato

Udine

E C O L O G I C A L A I R P O RT U R B A N I S M 1 7 9

LOCATION

Airport green roofs. Source data: Greenroofs.com, 2011. Diagram by Laura Cipriani. 1990 1994 2002

Dock E at Zürich-Kloten International Airport (ZRH) Zurich, Swiss

YEAR OF CONSTRUCTION

Schiphol International Airport (AMS) Amsterdam, The Netherlands

AREA (m 2 )

Frankfurt International Airport (FRA) Ftrankfurt, Germany

G R E EN ROOFS

40 001 m² 13 330 m² 4 000 m²

2008 2005 2008 2009 2003 2008 2009 2008

O’Hare International Airport (ORD) Building 607, South Vault + Duct Bank Buildings Chicago, United States

Copenhagen International Airport (CPH) Kastrup Power Plant Kastrup, Denmark

O’Hare International Airport (ORD) North Air Traffic Control Base Building Chicago, United States

Port of Portland International Airport (PDX) Headquarters Portland, United States

Boeing Field County International Airport (BFI) Terminal Building Seattle, United States

O’Hare International Airport (ORD) Mount Prospect Road Guard Post Chicago, United States Chicago, United States Chicago, Stati Uniti

Vancouver International Airport (YVR) Terminal Richmond, Canada

Chicago Midway International Airport (MDW) Garage Chicago, United States

1 319 m² 1 200 m² 828 m² 913 m² 743 m² 604 m² 279 m² 295 m²

euro 46,00 isbn 978-88-548-7436-7

C ip rian i E C O L O G I C A L A I R P O RT U R B A N I S M . A I R P O RT S A N D L A N D S C A P E S I N T H E I TA L I A N N O RT H E A S T A r ac n e

AIR 01

ECOLOGICAL AIRPORT URBANISM

A I R P O RT S A N D L A N D S C A P E S I N T H E I TA L I A N N O RT H E A S T

Lau r a C i p r i an i

A r ac n e