Integrated Airport City Model: The Case In Australia by Phillip Naudé

THE CURRENT STATE OF AIR TRAVEL 2018 Â©

An Integrated Airport City Model: the case in Australia A case study analysis of three Australian airports

design research

PREPARED BY PHILLIP NAUDE

Integrated airport city model: what about Australia? A case study of three Australian airports A design research dissertation presented by Phillip Naude under the supervision of Prof Karine Dupre to The Masters Program in Architecture, in the subject of Architecture, Landscape Architecture, and Urban Planning Griffith University Gold Coast May 2018

Contents Context 03

Forward

Introduction

07 Introduction 11 Literature Review 15 Aerotropolis and Airport Urbanism 16 Methodology

Case Study Analysis 18 Overview 20 Ratio 28 Access 34 Activity 42 Design Quality

Currumbin Valley Cu

Potential 64 67 73

Cobaki Lakes Future Dev

Summary Potential Gold Coast Potential

Cobaki Creek

Queensland sla New South th Wales

Conclusion

Architecture Design Research

THE CURRENT STATE OF AIR TRAVEL 2018 ©

Context forward A discussion of the current state of Australian Airports and the contextual relationship between airports and cities globally.

Globally,

it is recognised that most airports serve their primary function as a fulcrum for national and international travel. However, in the last decade, due to exponential technological advancements, the growth of global commerce and an ever growing competitive tourism market, the function of airports has developed to act as such more than just a facility of standardised processes (Wang et al., 2013). The growing demand and use of air travel has led to greater needs for more efficient services internally and on an urban scale.

Internally, architects and designers have developed solutions through extensions and rebuilds to accommodate the short term needs of passengers. Examples of such projects are seen everywhere from Auckland Internationals rebuild masterplan and Melbourne’s Latest ‘Terminal 2’ extension completed in late 2011(Holland, 2012). In the long term, however, architects and planners have been disconnected in design processes on an urban scale and often developed cities with isolated airports causing various adverse experiences prior to, and after long haul journeys.

In the Gold Coast alone, the expected passenger growth will be from 6 million in 2016 to 16 million by 2037 (GCA Master Plan, 2017).

Based on three Australian case studies, this

research investigates whether there is potential to develop an integrated airport city model. This paper is divided in four sections. The first section introduces the current state of Australian airports and the contextual relationship between airports and cities globally. The second section presents the methodological approach and the case studies. The third section concerns the results, prior to the discussion and conclusion.

Architecture Design Research THE CURRENT STATE OF AIR TRAVEL 2018 ©

With

the role of airports changing due to a shift in culture, airports have been experiencing increased demand for greater capacities, greater connection to the surrounding urban fabric and greater efficiency in functionality (Jungwirth & Luxford, 2013 and IATA, 2017). Post World War II, airports experienced a surge in passengers as the world began to see a change in airport function from carrying soldiers and cargo to carrying a variety of passengers seeking to connect with the rest of the world (Button, 2008, Freestone and Baker, 2012). Globally, it is recognised that most airports serve their primary function as a fulcrum for national and international travel. However, in the last decade, due to exponential technological advancements, the growth of global commerce and an ever growing competitive tourism market, the function of airports has developed to act as such more than just a facility of standardised processes (Wang et al., 2013). In recent years another shift has occurred seeing the effect of the commercial and tourism industries affecting the urban response an airport has whilst being developed under a new model, commonly called ‘integrated airport city’ (Walker & Baker, 2010 and Kasarda, 2010).

Hong Kong Airport, Incheon Airport in South Korea and Schiphol Airport in Amsterdam exemplify this new model, which maximises non-aeronautical income from various activities surrounding the airport, and better integration with the urban fabric. These activities often include industry, business parks, accommodation and even environmentally considered fuel plants as in the case of Dallas/Fort Worth International Airport (Foster & Kritzer, 2017). In Australia, however, airports are still in many cases, located beyond the city fabric in relatively isolated areas due to noise concerns, as well as the related industries that surround airport. This, along with the growing trend towards urban living, results in a disconnect between airports and commercial hubs which are commonly located in the central business districts (CBD). Furthermore, from a passenger perspective having various reasons for travelling, the experience to access the airport is often reduced to a journey from the outer reaches of the city to the airport, without much relationship with the surrounding airport functions.

Despite the various methods of land transport being introduced and connected to airports for travellers not travelling in their own vehicle, the journey might still be considered too arduous and uninteresting until finally reaching the destination. Traditionally, architects, designers and engineers have long worked collaboratively to develop solutions through rebuilds and extensions for the changing needs of airports. Yet, the current change towards a new ‘integrated airport city’ model and the existing disconnected city/airport in Australia (as in many other countries) show that there is clearly a need for better communication and collaboration between city planners and airport owners. This could concern the overall journey to the airport but also the airport as an urban destination. Besides ensuring a high level of urban design quality being achieved, this could lead to a more efficient urban system that will not only benefit travellers, but also the local economy and community by providing purpose built facilities to accommodate a variety of users.

THE CURRENT STATE OF AIR TRAVEL 2018 ©

Dis cus s ing the f rag ment e d approach to airport land us e s trateg ies and urban planning. How Aus tralian airpor ts s urrounding land can becom e integ rated w ith cities to a c t as a des tination hubs . The ro l e of A rchitecture and Planning.

Introduction The

following report discusses the fragmented approach to the integration of airport planning and urban planning that has been notable over recent decades since the privatisation of most airports globally.

Airport Urban Development in Australia

There

are 7 major airports and 13 restricted use airports in Australia, among which all serve international flights. Major airports such as Melbourne, Sydney and Brisbane are open to all scheduled and non scheduled flights, whereas restricted use airports such as Gold Coast, Newcastle and Sunshine Coast, are only to flight with prior approval, yet they serve similar functions as major airports (International Airports, 2018). Sydney Airport, the oldest airport in Australia and one of the oldest and still functioning airports in the world, saw its first flight depart over international waters to New Zealand in 1911. The airport served passengers for leisurely travel purposes soon after World War II and was privatised in 2002 (Sydney Airport Heritage, 2018). Melbourne airport however, soon followed by the ones in Brisbane and Perth, was the first airport to be privatised in 1997 (Bromby, 2017).

“The establishment of the Airports Act 1996 may be recognised as one of the most complete case studies of the application of neoliberal ideals to achieve free market controls on public assets (Freestone et al. 2006; Freestone 2010). It also acutely illustrates the impacts of market forces on urban planning: ‘the fast tracking of approvals; use of special-purpose development corporations; insulating critical decisions from community inputs; public-private partnerships; and various forms of entrepreneurial deal-making and private planning’” (Stevens, 2013) According to the Governments Airport Act of 1996 (Airports Act 1996, 2000), twentytwo of the of airports in Australia are regulated under this act, whereas, the land adjacent to the airport is regulated under council planning laws (Commonwealth of Australia, 1996).

According to Stevens and Baker (2012), “in Australia, this has resulted in a dichotomy of planning systems with airports falling under Commonwealth jurisdiction and surrounding lands controlled by local governments”. Furthermore, due to the privatisation of Australian airports that took place over the last 20 years (Hooper et al, 2000, Bromby, 2017), airport landowners have greater flexibility to develop without interference from the government, meaning they can prioritise return on investment for the owners. This capitalist notion has contributed to consider airports as a holistically designed urban environment by prioritising only one of the pillars that ensures successful urban planning.

THE CURRENT STATE OF AIR TRAVEL 2018 ©

Songdo Initial Masterplan - Incheon Airport

Stevens

et al. (2010) underline that “This economic development denotes the evolution of direct, indirect and induced economic activity that is intended to maintain and enhance airport and regional competitive advantage”. The authors have also demonstrated how this poses adverse effects on the environment, built and natural, with negative consequences (Stevens et al. 2010). However in 2010, the Australian Government called for “improved planning at Australia’s airports to facilitate better integration and coordination with off-airport planning” via a National Aviation Policy White Paper (NAPWP) (Walker & Baker, 2010). This call for a planning coordination between council planners and airport planners was to ensure that a collaborative and shared vision is adopted early to result in a better integrated system.

Although the demand for more efficient and integrated airports is evident (see for example the latest project for Melbourne MRDTLG, 2018), and the shift in sub regional commercialisation of airport land use acting as a centre for the rest of the region has already been identified as a future strategy to improve regions economic sustainability, it seems that the aforementioned privatisation and financial priority have prevented the full development of the governmental incentive. As of today, none of the Australian airports can really be chosen for their best practices in terms of city integrated planning, integration and coordination between the region, the city and the airport. Yet there are no doubts they are all looking towards international examples and new planning models.

The

literature review search was conducted using the following keywords: Airport city planning, aerotropolis, airport passenger experience, tourism and place-making. The research articles were sourced from various databases namely Proquest, Sciencedirect, JSTOR, Elsevier and the Griffith Library. Ten key journal articles were identified relevant to this research. From this literature review, several topics emerged, which revealed current interests and gaps. Most of the reviewed paper placed emphasis on integration of land-side development and the airport itself and the economic opportunities available from this model, while few showed some more original interest. Noticeably though, very little investigation regarding the social implications or environmental consideration of airport cities is critically discussed. The following lines detail these findings.

â&#x20AC;&#x153;An integrated approach may provide focus for the establishment of innovative and entrepreneurial approaches to cooperative development. At present the interface divides separate airport and regional planning systemsâ&#x20AC;? (Stevens and Baker., 2013).

The contextual relationship between airports and cities: a literature review One emerging topic concerns the collaboration between urban planners and airport designers. Walker

and Baker (2010) discuss a lack of communication and collaboration amongst industry professionals within planning and architecture stating, “This polarisation between urban planners and airport planners is preventing many airports making a successful transition from airport to airport city” (Walker & Baker, 2010). Furthermore, they show that both parties operating under different planning regimes can “hinder cooperative planning of the land uses immediately adjacent to airports” (Walker & Baker, 2010). As such, more evidence would be needed to confirm this issue but from this article, it could be clearly suggested that more research is needed on investigating how more successful collaboration could take place. Another question that emerged from the literature concerns why should one integrate a city and an airport to form an airport city? Kasadra (2010) discusses how land use development models are being incorporated into future airport plans. He references Hong Kong airport and Changi Airport in Singapore as key examples. More specifically, Kasarda identifies the possible relationship between airports and public space: “The spatial and functional core of the Airport City is the passenger terminal which has been likened to an urban central square. It operates as its multi-nodal commercial nexus offering a variety of specialized goods and services” (Kasarda, 2010). The benefits of this new model being incorporated into many new proposed ‘aerotropolis’, as Kasarda mentions, is the improved efficiency with transportation and intermodal densification leading to greater economic return. Wang, Chou and Yeo (2013) attempted to develop a more quantifiable approach using a self defined level of service or ‘LOS’ model (similar to the LOS used inside airport functions). Their approach uses surveys and equations to understand what affects overall quality of service within an aerotropolis through various criteria namely the layout and infrastructure the site has. Wang et al. evaluate case study examples of aerotropolis in Korea and Taiwan (Wang, Chou & Yeo, 2013). Again, those articles demonstrate that the general trend about transport and land-use development is to improve economic sustainability. “Some state government representatives consider that cooperative airport and regional spatial planning may support better land use integration: “ a recurring theme is crossborder coordination, there is a need for sub-regional planning strategies” and additionally that: “ I think the master plan needs to be done not only for the airport but also for the 10 km radius that surrounds the airport.”” - (Stevens and Baker, 2013) Jungwirth, Luxford (2013) and Conway (1999) discuss accessibility and improved transport methods and how greater inter connection within development areas surrounding airport can have immense economical benefit. Airport cities are without a doubt a growing trend in the international market and it’s clear to see how cities like Singapore and Hong Kong have taken advantage of a developing airport cities to improve tourism and effectively increase future revenue (Jungwirth & Luxford, 2013). However, the need for more integration between councils and airports, and in particular with Melbourne Airport, is emphasised by Jungwirth and Luxford. They state that, “If Melbourne International Airport does become an ‘Airport City’, Hume City Council must consider the broader impacts on the existing activity centres and the long term role of these centres. Council should embrace the airport and assist it to grow and develop” (Jungwirth & Luxford, 2013).

Literature Continued At last, some papers looked more at the economic

approach. Michael B. Charles, Paul Barnes, Neal Ryan and Julia Clayton (2007), critique the aerotropolis model in regards to the potential long term threats that could arise. The trend in population growth and greater demands for air travel have resulted in numerous predictions of economic success through the use of an airport city model. However, Charles et al identifies the long term factors, in regard to energy, environment, security and export pathways, that are likely to become issues if not addressed. “First, air travel, in its current form, relies on the relative abundance of oil (Upham, 2001). Indeed, the use of fossil fuels currently represents around 15% of aircraft operating costs (Kohler, 2006)” (Charles et al., 2007). A rising oil price with an increasingly limited supply of fossil fuels will inevitably impact the aerotropolis. “Moreover, the transition from hydrocarbon-based fuel to its eventual replacement is likely to be difficult, with great economic, social and environmental cost (Charles, et al, 2007). Charles’ et al. concerns however, is that investing immense amounts of infrastructure to continue using these unsustainable methods will perhaps work in our current context but the threat that this system carries is that it may not necessarily survive in its present form.

Similarly, a concern that has always been of importance is security risks largely related to terrorist activity. The airport cities proposed system that densifies infrastructure around the airport poses serious safety concerns for the entire region economically, ecologically and socially as one issue (fuel, terrorism etc) could affect the entire precinct. Furthermore, Freestone and Baker (2011) share similar concerns with the effect of globalisation and the problems that arise with large panning trends such as the airport city. As airport master plans and urban plans intervene there are likely to be sustainable implications on either front resulting in even further urban issues arising in the long term.

Le Corbusier’s contemporary city design feature a Cartesian and repeatable geometric structure that featured an airport in embedded within the city. He claimed it to be a “living machine”

Difference between Aerotropolis and Airport Urbanism Airport Urbanism • Based around Pre determined people (the user) typologies • Local Global economic • Start with what is priority already there Start from scratch • Site specific with master design planned designs Cut + paste design

Aerotropolis: • • • •

Figure 1: Difference between Aerotropolis and Airport Urbanism (after Hirsh, 2010)

AIRPORT

Urbanism vs Aerotropolis

“The term aerotropolis was first used in 1939 to define an airport that would be situated among buildings and perhaps even have a runway on top of them” (Max Hirsh - Airport Urbanism, 2010).

Within the literature review, few sources

critically investigated the airport city model and this resulted in a lack of attention to environmental, security and economical concerns within an airport city model. Yet, articles specifically focused on two main approaches regarding the airport city model. One concerns airport urbanism and the other aerotropolis. As stated by Stevens & Baker (2013), “The role of airports as a centre for urban development is an important part of planning history and the design of early cities. Most notably, Le Corbusier’s contemporary city design integrated the role of the airport into the centre—and rooftops—of the urban core.” Although it seemed like a good solution to adapt to the growing need for airport centric urban planning, the idea never came into fruition. However, 25 years ago John Kasadra recycled these ideas with a reimagined aerotropolis format, again using airports as the central nodes with commercial and business hubs located around it (Kasadra, 2010). Although, Hirsh (2010) reports that “the term aerotropolis was first used in 1939 to define an airport that would be situated among buildings and perhaps even have a runway on top of them”, its rediscovery brought some differences in planning, with clear distinction between the two approaches (see figure 1).

In the past and currently development plans seek to strengthen passenger relationships with the airport and vise versa by providing better facilities within terminals to create a better passenger experience as well as the airports attempting to strengthen the relationship with local communities by offering employment opportunities inside and around the airport fringe. However, the resulting factor has meant incredibly fast growing airports that are situated in decentralised locations surrounded predominantly by hinterland. The widening gap between airports and the surrounding communities is clear. With population decline and deteriorating architectural, economic and urban quality around the airport, adjacent land has become unattractive for companies as well as users in general. Generally, business parks, conference facilities and trade warehouses have not encouraged growth in areas beyond the airport fence. These facilities often don’t respond well to the urban design The question is whether passengers traveling for business actually fulfil the perceived demands of these facilities or if the facilities thirty minutes away are already meeting this demand. Also whether the local community has the social and technical skills and knowledge to suit the program being provided by these large formal corporations. More often than not, the answer is no.

One way of attempting to build upon the current strategy is to consider the relationship between pax (passenger numbers) and residents as Hirsh suggests. What do passengers want and what could local residents provide? How can this create non aeronautical economical profit for airports. Asia has adopted a strategy referred to as layover tours. Pax buy local food, try local delicacies and explore a piece of local scenery. One example is food and culinary expertise as one thing that resonates across the world is people enjoy good food. Another example at Hong Kong airport is a convention centre (that failed because a better one was downtown), was transformed into a large concert space that resonated with mainstream culture as people travel for a weekend festival to see their favourite bands. It took advantage of the fact that you could make a lot of noise at the airport. The Asia World Expo matches demand for entertainment whilst providing jobs at appropriate skills with security and management. Although this example is relies on individual events rather than a consistent flow year round, it still acts as a user driven design that focusing on the needs of passengers and integrates the local community creating greater possibilities of long stay overs in future leading to economic benefit for the airport.

Methodology From the literature review and the different case studies analysis, it was found that there are several directions to conduct further investigation. For this research, the main question relates to the integrated airport city model in Australia. Since literature review demonstrated that there is no glaring evidence of such models in Australia, the aim was to further investigate this result through the comparative analysis of case studies. Thus the research focuses primarily on 3 Australian international airports (Gold Coast, Brisbane and Melbourne), each presenting different contexts and future development plans. These airports were assessed through site analysis and observational studies in regard to their position and relationship with the surrounding context and their respective city hubs. The three airports were selected based on their current state and status in an urban planning context, and future potential for growth towards becoming more efficient airport cities and destinations within Australia. Through the analysis, various statistics and qualities of the current state of each airport is assessed and compared to find similarities, trends, limitations and differences on an urban scale and an architectural scale. The analysis for each case study was conducted across various scales to address specific criteria on that scale. On an urban macro scale, the ratio of the airport was defined through its square km size and was then compared to the surrounding hubsâ&#x20AC;&#x2122; size within that context. By comparing the size, it is possible to propose a predicted â&#x20AC;&#x2DC;reach areaâ&#x20AC;&#x2122; relative to the size of the hub. The reach area is a proximity ratio relative to the size of each hub and relates to the activity and the affected users in its vicinity. On a regional intra scale, the accessibility and activity surrounding each airport was identified and assessed based on the type of program and the appropriateness and response to urban design criteria as defined by the Urban Design Protocol of Australian Cities and the New Urban Agenda by the United Nations. Furthermore, the distance between the airport and each hub is recorded to show the approximate distance that passengers or locals would have to travel to get to and from the airport. Each hub has at least one public transport options for users to be able to get to the airport, this is shown in a later diagram. Through reflection of the analysis, these three case studies will attempt to present key areas that if addressed could produce highly beneficial future strategies. Planning and architectural strategies within airports and their land use will be used to present current methods of practice and how they relate to a proposed integrated system.

The methodology will consist of various approaches to once again gather a variety of materials to be used for cross reference and explorations.

1. Case studies will be used to identify current

and proposed examples of systems used within urban frameworks.

2. Qualitative analysis will be used on case

studies to identify and critically study examples

3. Field work will be conducted through site visits to various airports around Australia involving observational study as well as potential surveys and interviews with airport manager, industry professionals and passengers.

4. Case Study Design Analysis. Technical

comparison. Followed by Conceptual strategies surrounding criteria through physical drawing and computational modeling. Lastly, a masterplan.

Case Study Analysis Three

airports around Australia were assessed through site analysis and observational studies in regard to their position and relationship with the surrounding context and their respective city hubs. The three airports were selected based on their current state and status in an urban planning context, and future potential for growth towards becoming more efficient airport cities and destinations within Australia. Through the analysis, various statistics and qualities of the current state of each airport is assessed and compared to find similarities, trends, limitations and differences on an urban scale and an architectural scale.

The analysis for each case study was conducted across various scales to address specific criteria on that scale. On an urban macro scale, the ratio of the airport was defined through its square km size and was then compared to the surrounding hubsâ&#x20AC;&#x2122; size within that context. By comparing the size, it is possible to propose a predicted â&#x20AC;&#x2DC;reach areaâ&#x20AC;&#x2122; relative to the size of the hub. The reach area is a proximity ratio relative to the size of each hub and relates to the activity and the affected users in its vicinity. On a regional intra scale, the accessibility and activity surrounding each airport was identified and assessed based on the type of program and the appropriateness and response to urban design criteria as defined by the Urban Design Protocol of Australian Cities and the New Urban Agenda by the United Nations. Furthermore, the distance between the airport and each hub is recorded to show the approximate distance that passengers or locals would have to travel to get to and from the airport. Each hub has at least one public transport options for users to be able to get to the airport, this is shown in a later diagram.

Brisbane Ratio Airport’s land size is approximately 19.5km2 with even more land surrounding the airport that could serve as potential future development. Three primary hubs were identified at various distances for the airport to compare effective size and reach. The closest hub, being a commercial shopping centre known as DFO, located just 1km beyond the airport boundary near the exit and could serve as the first point of interest for passengers as it sits along the primary route towards the rest of Brisbane. Although it is a small shopping precinct, it attracts many shoppers and tourists due to its outlet orientated fashion stores.

“As the centre of the fastest growing region in Australia, Brisbane is facing significant challenges. Brisbane is expecting a sustained period of growth over the next 20 years”

The next nearest hub with potential interest is Eagle Farm located about 4.5km from the airport going South towards the Gold Coast. Although the area is somewhat removed from the primary axis, the 6.5km2 hub serves a variety of commercial and industrial purposes. Several airport logistics companies and industry warehouses are located here as well as the popular user attractions such as ‘eat street’ located port side and a small hub with some food options and local business serving the local community of Eagle Farm. Eagle Farm thus serves as an extension of the airport and follows the aerotropolis model by offering business and entertainment options within a relatively close proximity to the airport.

Finally, the CBD is located 12.36km away from the Airport and functions as the primary hub for travellers as the CBD naturally serves all the user functions whether it be for business or entertainment. Although small in size (0.65km2), the CBD offers a dense collection of program to appeal to most tourists who come to Brisbane.

Brisbane

(Quirk,

Brisbane

Long

Term

Infrastructure Plan 2012-2031).

Airport • Airport Land size: 19.5 km2 Size of nearest hubs • Eagle Farm (mixture of shopping, industrial, commercial and airport logistics companies: 6.55 km2 • DFO: 0.2 km2 • CBD: 0.7 km2 Proximity to nearest hubs (As the crow flies) • Eagle Farm (mixture of shopping, industrial warehouses, commercial offices and airport logistics companies: 4.46 km • DFO (shopping): 4.24 km • Brisbane CBD: 12.36km

Gold Coast Ratio With

numerous hubs around the Gold Coast predominantly located along the coast, passengers have numerous options to and from the airport. As the Gold Coast is predominantly a tourism driven city, the city has provided several entertainment hubs. However, due to the possible land shape and location of the airport, only one primary hub, Coolangatta, is located within a 5km2 radius. Most of the hubs are small in size ranging only between 100m2 and 600m2, their reach is comparatively larger as they serve a much smaller population and are in closer proximity to each other. Coolangatta offers several related options for passengers such as accommodation, some offices, cafés and shops. However, the next nearest hub that offers a similar function is either Robina or Pacific Fair located in Broadbeach. Both hubs sit around 16km away from the airport. Finally, the CBD located in Southport features some business and shopping although, it is located nearly 24 km away from the airport and doesn’t fulfil the same role to an extent of other major cities in Australia.

Gold Coast Airport and its land size is considerably smaller (only 2.82km2) compared to its counterparts, although it is experiencing immense growth. It is projected that the expected passenger growth will be from 6 million in 2016 to 16 million by 2037 (GCA Master Plan, 2017)

and the population of Gold Coast Growing by 20% projected by 2031 (Brisbane Long Term Infrastructure Plan 2012-2031).

Airport • Airport Land size: 2.82 km2 Size of nearest hubs • Coolangatta (mixture of cafes, small shops, some offices, mid to high rise apartments, hotels): 0.13 km2 • Tweed Heads South hub (commercial and industrial zone, shopping): 1 km2 • Broadbeach - Pacific Fair (Accommodation, restaurants, shopping, offices): 0.36 km2 • Robina Town Centre (offices, restaurants, shopping): 0.67 km2 • Southport CBD: 0.31 km2 Proximity to nearest hubs (As the crow flies) • Coolangatta: 2.5km • Tweed Heads South hub: 5km • Broadbeach - Pacific Fair: 16.65km • Robina Town Centre: 15.6km • Southport CBD: 23.83 km

Melbourne Ratio Airport • Airport Land size: 10 km2

Melbourne is currently Australia’s fastest growing city with a 2.7% growth rate per annum recorded in 2017, outperforming Sydney at 2%. Melbourne’s population is expected to exceed 10million people by 2050 which is nearly double the current amount.

Size of nearest hubs • Tullamarine - Airport Business Park (Some offices airport related, Airport Parking, Industry warehouses): 3.28 km2 • Essendon (main hub, shops, some offices, restaurants, cafés, small shops): 0.1 km2 • Melbourne CBD (accommodation, offices, shopping): 4km2

(The State of Victoria Department of Environment, Land, Water and Planning 2016)

With Various hubs along the way and an elaborate transportation system covering the outer reaches of the region, with a $5billion train connection to Melbourne Airport planned over the next decade. As the airport is isolated along the outer region of the Melbourne Region, an attempt to develop business and commercial facilities has been made along the southern fringe of the airport in Tullamarine. Nearby neighbourhood Essendon features a central and lively hub with train and bus connections and sits midway between the airport and the city.

Suburbs surrounding the airport however

offer little integration with the airport as the connection remains poor and considered design interventions are near non existent causing the majority of travellers and locals to gravitate towards the CBD where appropriate entertainment and facilities lie. The business park in Tullamarine offers further off-site parking facilities for travellers alongside warehouses and industry. Although beneficial for the airport economy, few interventions exist to interact with arriving or departing passengers and inclusion and utilisation of the local community.

Proximity to nearest hubs (As the crow flies) • Tullamarine - Airport Business Park : 4.67km • Essendon (main hub): 11km • Melbourne CBD: 18.74km

Growth Comparison Is there a need to integrate non-aeronatcial land side airport development? The statistics of growth development across each of the case studies is current proof of the growing demand for improved infrastructure that not only cities will experience, but airports and their immediate surroundings too. With the size of airports exceeding that of their cities providing more and more opportunity for economical benefit for Australian airport owners, the gap remains with the environmental and social sustainability of the surrounding communities and the passenger engagement beyond the airport terminal. An opportunity lies within the growth to establish stronger connections between cities and airports by providing a variety of mixed use amenities for travellers to interact with. Similarly to the aerotropolis model, primary axisâ&#x20AC;&#x2122; can utilise the volume of passengers by placing relevant program along transport routes. Furthermore, due to this immense growth of the air transport industry, the arrival and departure of the passenger experience is essential to ensure longevity of future sustainability. Constant growth calls upon constant progression of the urban fabric especially around the airport to react and adapt to the demand for more considered design interventions.

Brisbane Access Brisbane

has good connection from the airport to surrounding hubs as the only case study examined to have a train the goes directly to the Airport terminal. Brisbane council along with the Gold Coast council have integrated well to allow passengers to travel from Brisbane Airport all the way to the Gold Coast on a sky train with one stopover linking directly to the tram line that travels further down the coast. This has allowed Brisbane and the Gold Coast to become incredibly well integrated for not only passengers but local residents as well. Passengers are able to go right into the city with a single train ticket costing less than $20. Brisbaneâ&#x20AC;&#x2122;s primary connection to the prominent hubs is by train, however, a local bus service is available right outside the airport for passengers to travel to more specific locations.

Gold Coast Access The airport bus 777 acts as the primary

public transport available for passengers to travel towards central Gold Coast where the primary tourist and business facilities are. Although, in most cases, passengers will have to transfer over to the tram line before continuing their journey past Broadbeach. The tram line however, is proposed to extend further down the coast and will eventually reach the airport (ref needed). No train line is currently present near the airport although the tram line has been connected to the train in the past year allowing passengers to go up towards Brisbane and visa versa. The only issue of concern is the efficiency of the service as passengers will be required to buy tickets for each mode separately as well as the amount of time it takes. The bus service takes 40 minutes to get to the final stop in Broadbeach and takes another 25 minutes to get to the Southport CBD not including wait times.

With

this fragmented transport system, most passengers would rather opp for a faster taxi service that might only be slightly more costly. A further limitation is the current built form towards the east does not allow for penetration of a large public transport system and is considered a narrow corridor before reach shore line. To the west however, the hinterland could be utilised to expand the train line although, as can be seen on the map, is further removed from the hubs along the shore line.

Melbourne Access Melbourne faces a similar issue in regard

to connection to the airport as the Gold Coast. With only a sky bus service available to transport passengers to the CBD, a limitation exists to connect passengers with closer identified nodes as well as further regional areas. The bus service costs just under $20 for a one way ticket directly to the city. If passengers were required to travel anywhere other than the city, transportation options are limited and private services will most likely be required. Several regional bus services do exist and operate from the airport terminal although are infrequent and possibly difficult to understand for incoming passengers. The nearest primary train station is situated about 11km away in Essendon from the airport and is difficult to reach unless private transport or a taxi service is used.

Melbourne

does have an elaborate train system that spans across the majority of the sprawling city and offers tram and bus services within however the primary limitation is the connection to the airport directly. Melbourne council has experienced pressure from locals to develop a train line that connects directly to the airport and will effectively connect the rest of Melbourne as well. Melbourne has the available infrastructure and land to develop a more connected train system and it isnâ&#x20AC;&#x2122;t a matter of whether it is possible now but rather when it would happen.

Brisbane Activity In Brisbane, the nearest non-aeronautical

development that offers both entertainment and business facilities to the public is, as stated previously, the DFO outlet mall and nearby region, Eagle Farm. However, although both hubs are populated with a variety of commercial and industrial warehouses, the businesses donâ&#x20AC;&#x2122;t entirely integrate with the airport and the needs of the passengers neither do they attract them due to irrelevance and unsightliness of the industrial zone. In fact they act as two separate entities all together. It has to be noted that, the current program still has a justified position in regard to where it is and it need not be removed and replaced by something else. Rather, the fringe land surrounding the airport can be further utilised to integrate with the community more in a symbiotic relationship.

Initiatives such as the eat street markets located port side in Eagle Farm is very successful and offers work opportunities for local residents as well as encourages entrepreneurship whilst offering great food to locals and tourists. As Hirsh previously suggested, food from a local context always appeals to people from all over the world and can attract and be appreciated by various cultures and types of travellers. Furthermore, a generous proportion of adjacent land is dedicated to parking, as is common for most airports, however, the placement and architectural makeup of these parking facilities are scattered and poorly designed to consider the mixed use potential of these spaces or how they could possibly be organised together in an organised fashion out of site along the primary access route. .

Brisbane Airport and Adjacent Land Use Analysis Brisbane Airport is situated along the East Coast with the port of brisbane situated nearby catering for large freight imports and exports from Queesnland. The airport is surrounded with an immense amount of ecological habitats and green space that could serve as land for future expansion of airport and non-aeronautical program. Local adjacent industry supports airport however offers no connection to tourists and locals. Furthermore, little entertainment is found beyond the CBD as the 10km radius beyond the airport is industry dominant.

Brisbane Airport - Train Connection - Along Coast line - Abundant eco habitats with free land - Developlment potential

Brisbane DFO

Eagle Farm Industrial

- Primary axis to CBD - Shopping and Entertainment - Direct access beyond airport fringe

- Industry Focused - Visuall Unattractive - No Entertainment - Some shops - Along primary axis

Eagle Farm hub with some mixed use user activity

Gold Coast Activity In

Gold Coast, Coolangatta acts as the nearest and most populated hub with various cafĂŠs and restaurants and some accommodation however, few new initiatives other than the Coolangatta Mall food court has been revitalised to be more attractive to visitors. Beyond this, the surrounding area is considered dated and the residential neighbourhood reflects this to. Although this isnâ&#x20AC;&#x2122;t a surprise as it is common for lower quality urban zones to be situated around the airport, the sub-regional zone between the Airport and itâ&#x20AC;&#x2122;s nearest hub is underdeveloped and not cared for.

Within Airport property, a small hub exists along the Highway Entrance to the airport and is surrounded by car parking. With only a handful of small food options and a logistics company, the precinct is completely underutilised and visually does not symbolise the entrance or exit from the Gold Coast. From a passengers perspective, their first and last impressions are somewhat let down through infrastructure that is irrelevant, unsightly and serves no purpose to them. Furthermore, the surrounding community has no incentive to integrate or provide service to the airport as there is no innovation surrounding the airport. A clear gap between the airport and its closest hub.

Gold Coast Airport and Adjacent Land Use Analysis The Gold Coast Airport and adjacent land use features several areas of interest in the surrounding area with potential development opportunities where there are insufficient amenities or functions. The urban form also presents an opportunity to redevelop the micro, regions to enhance and support the airport as an integrated urban system

Closest Industrial and Commercial zone that offers potential - Good connection to motorway - Surrounding neighbourhood

Gold Coast International Airport - Only one entry/exit point - Ample amount of parking on single level

Adjacent Commercial area with small shops and few small cafeâ&#x20AC;&#x2122;s/fast food options - Poorly utilised - Good location

Nearest commercial zone at the base of Coolangatta - Entry to Coolangatta - Crowded

Melbourne Activity Finally,

Melbourne Airport is predominantly surrounded by a large amount of parking facilities directly across from the terminal as well as along the primary entrance/exit highway for approximately 1 - 4 km beyond the airport terminal. Again, the surrounding land is utlised for sprawled parking facilities and although provides revenue and service for passengers, does not consider the surrounding community. Beyond the parking, some industrial and commercial warehouse can be found that are leased to various companies, mainly occupied by aeronautical related companies, logistics and freight. For approximately 10 minutes after leaving the airport by bus or car, nothing seems to attract passengers to stay within the area as they all escape to far more attractive hub in the cbd, 30 minutes away.

Although

Melbourneâ&#x20AC;&#x2122;s dedicated airport business park in Tullamarine follows the airport city model in regard to its close proximity located within 10 minutes of the airport terminal, provides facilities for industry and commerce and services passengers through further parking facilities, the area is neglected and unattractive to anybody who were to visit this area. It is in this case, whereby the airport model seems to be somewhat unsuccessful based on urban design and planning quality. Although it serves its primary purpose of further providing revenue to the airport, the gap between council planners and airport planners might simply drift even further apart as the area becomes further neglected and as the surrounding growth of the population declines. Neighbouring residential area, Gladstone Park is situated adjacent to the Airport and will experience a 1.32% population decrease over the next 25 years (Profile ID forecast, 2018)

Neighbourhoods like Sunbury however, will experience upwards of 125% development forecast over the next 25 years which is promising for nearby area. Although this is located 20 - 30 minutes North of the Airport and falls outside of Melbourneâ&#x20AC;&#x2122;s boundaries.

Melbourne Airport and Adjacent Land Use Analysis Melbourne Airportâ&#x20AC;&#x2122;s adjacent land use features an abundance of parking facilities located on and off site with shuttle services to third party parking facilities. A nearby buisness park is an attempt to encourage economic presense around the fringe however is unappealing and doesnâ&#x20AC;&#x2122;t integrate with the local community or provide any ammenities for travellers. Some shopping is located along the primary access alothough is often ignored as Melbourne CBD offers more. Surrounding land use can be re-organised and redesigned to implement contextually appropriate program and encourage integration around the fringe.

Tullamarine Airport Business Park - Good Potential - Visual Unappealing - No Green Spaces - Lack of community integration - Good Location

Melbourne Airport - Good user flow - Large amount of Parking - Appealing deisgn

Westfield - Along primary axi - Shopping - Surrounding Industry - Lack of tourist engagement

Gladstone Industry - Various shopping options - Along primary axis - Industry related - Airport parking

Activity Proximity Each airports hubs are noted and placed

along a linear graph to be compared. Upon analysis, it was found that across the 3 airports, the 5-6km within the airport terminal radius was visually considered unappealing and uninteresting to the passenger. This is based on the proximity of the nearest hubs all falling beyond the 5km radius. What was found within this 5-6km radius was primarily infrastructure based around parking facilities, vacant lands and airport specific industry. Thus the first arrival and final departure of the passenger is considered monotonous with generic airport related facilities or undeveloped land.

Brisbane Sub Regional Zones

Brisbaneâ&#x20AC;&#x2122;s primary three identified zones that occupy the majority of the surrounding space includes the large industrial focused program situated near the Port of Brisbane, the large amount of green space surrounding the airport and finally the commercial zone located to the South in Eagle Farm

Brisbane Sub Regional Zones

industry design quality

Several older homes are scattered within the industrial area bordeing the airport fringe. With industrial warehouses and logisitcs offices opening alongside the houses. The houses could almost seem as if they are in a rural area meanwhile the airport runway is less than a few hundred meters behind it. If exisiting infrastructure is not revitalised or adapted to suit the new program, the area will never become a holsiitc environment for future growth as it remains stagnant.

Brisbane Sub Regional Zones

green space quality

An immense amount of usable green space surrounds Brisbane Airport land and can offer potential for future masterplan potential. As the airport continues to expand and grow, surrounding land offers space for a variety of mixed use functions to integrate and create a bridge between airport and surrounding neighbourhoods on the fringe of the Brisbane Metropolis.

Brisbane Sub Regional Zones

commercial design quality

An The surrounding commercial zones bordering the airport vary in quality and program as there are a wider variety of types of commerce. The DFO hub is a well considered designed hub with sufficient entertainment and user integration, however, areas beyond such as in Eagle Farm, offer only business and office facilities at a reasonable design standard. Initiatives such as a walkable shopping and food precinct such as DFO could be embedded within an airport city to attract passengers as well as provide jobs for locals.

Gold Coast Sub Regional Zones

Gold Coast Airport is located along the

South East coast of Queensland within a few blocks of the most underutilised beach next to an airport. Three primary zones consist of the commercial areas in Coolangatta and Tweed City, The green space to the West in the hinterland, and the residential areas scattered within. The following is a comparative study of the architectural design quality of various spaces in the above mentioned areas.

Gold Coast Sub Regional Zones

commercial design quality

Various zones near the airport offer a variety of stores and cafĂŠs and a relatively high design standard. Recently revitalised Coolangatta Strand shopping and food hub offers a generous amount of local â&#x20AC;&#x2DC;Gold Coastâ&#x20AC;&#x2122; culture to locals and tourists alike. However the connection to this area is relatively poor with lots of congestion. Furthermore, the airport commercial zone is underutilised with irrelevant program.

Gold Coast Sub Regional Zones

green space quality

Various The hinterland to the West offers

a large portion of land available for future development. The Cobaki Lakes region across the highway to the West is already being developed into a residential area. The srrounding land in between this space and the airport can be utlised with the cobaki lake to encourage user interactivity and allow a passenger centric design that appreciates the rich natural landscape the Gold Coast has to offer. Furthermore, the connection to the ocean and creeks is severly underutlised as it acts as a primary feature as to why people visit the Gold Coast. A stronger integration with the natural resources can encourage more stop overs to this non major airport and further increase economic and social benefits.

Gold Coast Sub Regional Zones

residential quality

Residences

also take up a large amount of space around the fringe of the airport. The majority of houses and accommodation amenities in this 5km radius are of a relatively poor quality and represent a more dated Gold Coast. If the residences are left in this current state, the airport will continue to develop and the surrounding residential area will always fall behind, thus causing a lack of visual interest and retained passenger attention around these areas.

Melbourne Sub Regional Zones

Melbourne

features a large dedicated commercial zone south of the Airport with a business park that resembles the model of an aerotropolis. Due to the airport being so isolated from the metropolis, a large vacant land area is located around the majority of the airport. Nearby residential zones to the south east are the most northern suburbs of Melbourne.

Melbourne Sub Regional Zones

commercial quality

The

Tullamarine business park is the primary commercial zone outside the airport and has various functions within. As is planned in an aerotropolis model, the business park features similar amenities such as off site parking, offices and warehouses leased to a range of businessâ&#x20AC;&#x2122;s. Although an attempt towards an integrated commercial hub near the airport, the overall quality is relatively low and is unattractive as an area of tourists on business trips to interact with. Local resources are not really utilised as spaces offer only single modality programs.

Melbourne Sub Regional Zones

green space quality

Residences Large amount of vacant green

space is located around nearly 75% of the 5km radius allowing for ample amount of room for future growth and expansion towards the North. Nearby developing neighbourhoods on the outskirts of the Melbourne region could benefit from this as the airport becomes a central hub connecting the North with the city in the South.

Melbourne Sub Regional Zones

residential quality

Residences

As was commonly found in the Gold Coast residences, a similar trend followed as surrounding neighbourhoods were of a lower standard compared to the wider Melbourne architectural quality. Most residences were neglected and dated and had poor connection back to commercial hubs or the airport even considering its close proximity to the airport.

â&#x20AC;&#x153;Airports cannot profit just by landing planes, and they must have alternate sources of revenue Hooper et al. 2000; Freestone et al. 2006). Therefore, the development of airport lands for non-aeronautical purposes is inevitable. The planning challenge is to affect the land uses at the airport so that the changes harmonise with local and regional planning strategiesâ&#x20AC;? (Stevens, 2012)

In Summary Each respective airport has effectively adopted some form of the airport city model over recent decades with more and more attention being placed on developing business related infrastructure in close proximity to the airport whilst providing transport systems to them.

From the above analysis, the common identified gap based around the land use directly adjacent to the airport, was the under-utilised program that encourages an integrated relationship between passengers and the local community and how both can help benefit the airport economically through non aeronautical and purpose built precincts. Among the airports, Gold Coast is most closely connected to its nearest hub although relative to its size, is still insufficient to develop a more integrated airport with the community that utilises the available resources the Gold Coast has to offer. Brisbane has developed a strong connection with transport related infrastructure connecting Brisbane to surrounding hubs, however, the airport itself is still isolated from the CBD and situated along the coast next to the shipping port causing the area to be industrially dominated making it an unfriendly environment for locals to live in and passengers to experience. This creates an uninviting experience around the airport and forces users to travel to the CBD. Melbourne faces a similar issue although has made attempts at developing a purpose built business park, the argument as to whether it is a response to the local contextual needs and whether it can serve passengers as well as it serves the airports economy, is debatable. A large amount of land is taken up by parking facilities on and off site. An opportunity lies within each airport to still adopt the aerotropolis model as Kasarda suggests however, a local and contextually considered design initiative has to occur on a sub regional level between airport stakeholders and the wider metropolitan planning council. This will occur through firstly understanding the issues of each airport and its metropolitan it is situated within. Stevens defines the current issues Australia faces in a general scope as: Environmental - impacts such as space, noise and emissions and resource use; Infrastructure – inadequate and inequitable provision; Economy – inefficiencies and duplication of commercial investments; Governance - inert decision-making, poor coordination between levels of government, and conflict between jurisdictions; Transport – localised congestion, isolation of planning strategies; and Land-use – conflicts and competition between airports and surrounding urban areas.

Summary As mentioned, although the opportunities

and issues are considered universal among current airport cities, the local challenges and culture of each context is specific and should be carefully considered. With reference to this, “although the proposed airport land use development will be regarded as a ‘specific project’, it has to be noted that these projects are not only part of a long process along with the municipal infrastructure plan but it also evolves over time and will inherently develop a places characteristics, identity and social context” (Urban Design Protocol)

Various examples of projects are already confirmed or planned to adapt to the new form of air travel culture. Although many plans are airport specific, whereas this research is not focused on the airport as a transit hub but rather the land use around the airport being revitalised and integrated, the methods and strategies mentioned can be applied in a similar fashion based on their underlying design intentions rather than the strategies itself as a model.

Potential The Oslo Airport City Masterplan

Released earlier in 2018 by Haptic Architects and Nordic Office of Architecture,

features incredibly well considered planning initiatives that consider not only the current shift of air transport but attempts to plan for what the air transport industry might look like in the future. The project seeks to develop the worldâ&#x20AC;&#x2122;s first net energy positive airport city in the Norwegian Capital. By utilising green technology the airport can provide energy for surrounding communities and act as an environmental core for its surrounds. The city embodies the environmental approach by reflecting this in its design beyond the airport terminal by incorporating natural waterways on the site for users to interact with. Various other green spaces and a completely walkable city truly aspires to develop a new city based on the aerotropolis model first envisioned by Kasarda.

Courtesy of Haptic Architects and Forbes Massie

Courtesy of NDA Planning

Dalian Aeropolis, the Balanced City / NDA Planning “Dalian Aeropolis, the Balanced City, introduces a vibrant new urban quarter whereby the city’s existing resources and NDA’s innovative development concept blend together in perfect harmony” “NDA’s masterplan concept provides a balanced and sustainable land use by ensuring a dependable water supply for the future with the creation of manmade lakes while simultaneously providing the necessary topsoil for the large reclaimed area taken from the sea. The idea was unanimously approved by Dalian’s committee. NDA’s ‘Balanced City’ concept also recognizes the importance of integrating Dalian’s existing fishing and agricultural resources with the creation of a natural green sanctuary and the development of local communities in modernized villages” (Furuto, 2011).

Courtesy of Dinell Johansson & Spacescape

Airport City Stockholm Finally Airport City Stockholm, in cooperation with Swedavia Swedish Airports(state), Sigtuna municipality, and Arlandastad Holding (private real estate). With a conscious effort to integrate planning and airport design parties, an urban design strategy to build a miniature cbd right in front of the airport has been proposed with a focus on urban design quality and sustainability. Sky City: Sky City is the airport city’s ”Downtown”, a dense city centre with pedestrian-friendly streets and beautiful parks. It has a mixture of offices and hotels and every conceivable service for both workers and travellers. This unique international atmosphere is one step away from the rest of the world.

Potential within the Gold Coast

The Gold Coast sub regional land located around the airport offers numerous areas

of potential based around environmental resources with surrounding green space and proximity to the ocean, the social atmosphere and demographic of the surrounding residential zones and the nearby commercial potential of Coolangatta and Tweed City.

By developing a stronger relationship between the above criteria, a holistic airport city for Gold Coast can be systematically developed over the next decade to adapt to the growing number of passengers but also respond to the wider growing metropolitan of Gold Coast. Future transportation infrastructure improvements are planned to connect Gold Coast Airport with heavy rail and light rail over the next 5 years (Gold Coast Airport Masterplan, 2014). Utilising Gold Coasts local context as the driver for a new airport city masterplan, the natural resources can be utilised to provide sustainable energy to the airport through farm land infrastructure, sub regional residential areaâ&#x20AC;&#x2122;s can be revitalised to convey a stronger visual coherence with the wider region, and finally purpose built entertainment and user integrated commercial amenities around the airport could successfully achieve sustainability across the holistic urban design pillars namely; economic benefit to the airport stake owners, environmental awareness, satisfying passenger needs and developing social sustainability among local communities.

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