Project upload appurva andre emily by UTS S.M.A.R.T. Environments and Spatial Robotics

CODING DENSITY - URBAN DESIGN STRATEGY DALLAS FORT WORTH AIRPORT KINGSFORD SMITH & WESTERN SYDNEY AIPORTS DATA & ANALYSIS OF THE AEROTROPOLIS

METHODOLOGY 1

DALLAS FORT WORTH AIRPORT

POPULATION DISTRIBUTION & DENSITY

LAND USE & ZONING

ROADS & TRANSPORT INFRASTRUCTURE

FLIGHT PATHS & NOISE CONTROL

POPULATION DISTRIBUTION & DENSITY

LAND USE & ZONING

ROADS & TRANSPORT INFRASTRUCTURE

FLOOD MANAGEMENT & NOISE CONTROL

+ 2

KINGSFORD SMITH & WESTERN SYDNEY AIRPORT

+ 3

PARAMETRIC DESIGN EXPER IMENTATION

4 =

WOOLY PATHS

PHYSAREALM

STRATEGY FOR BADGERYS CREEK SITE

CIRCLE PACKING

PHASE 1: ANALYSIS DALLAS FORT WORTH AIRPORT TEXAS, USA

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DALLAS FORT WORTH ARLINGTON METROPLEX

DENTON

The Dallas Fort Worth Arlington Metroplex is located in Texas, USA. It contains the two major cities of Dallas and Fort Worth, both of which have their own airports, Love Field and Meacham Field respectively. The construction of the Dalls Fort Worth Airport was a long and difficult process due to the archrivalry of the two cities, however eventually in 1968 the plans were approved. It is no accident that DFW is built on the county line of Tarrant and Dalls counties.

The airports zone of influence is quite large as can be seen on diagram, and it has allowed the integration of a number of smaller, less signifcant cities which are part of the Dallas Fort Worth Metroplex.

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JOHNSON

DALLAS-FORT WORTH INTERNATIONAL AIRPORT | The Handbook of Texas Online| Texas State Historical Association (TSHA) - Tshaonline.org - Viewed 4th August 2017

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ROCKWALL

DALLAS

ELLIS

Diagrams are original artwork

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FORT WORTH

It takes up a large amount of land, with each of the four terminals containing 74,000 square meters and can accomodate eighteen Boeing 747â&#x20AC;&#x2122;s. 1

COLLIN

DALLAS CITY

TARRANT

Within the next 20 years DFW would become one of the busiest international airports in the world for both passeneger quantity and number of flights.

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KAUFMAN

Mobile City

POPULATION GROWTH IN COUNTIES

Plano / Frisco Richardson

Lewisville

Denton

DALLAS CITY Irving Grapevine Euless

Grand Pararie Arlington Midlothian

FORT WORTH

Burleson

By observing the population statistics over the course of 57 years through the USA census data, a clear pattern emerges: the Dallas Fort Worth Arlington Metroplex, made up 13 counties, is one of the fastest growing areas in terms of population, not only in the United States but in the world. During the year of 2016, the DFWA Metroplex welcomed more than 140,000 new residents within a one year period - the most of any metro in the USA.5 Since the opening of DFW Airport, the population has increased in the metro at a steady rate of 25 - 32% per decade, going from 2,424,131in 1970 to 7,102,800 in 2016.4 The areas which have experienced the most growth have been the inner suburban counties which surround the Dallas City, Fort Worth and the DFW site. These are: Collin County, Denton County, Ellis County, Kaufman County, Rockfall Conty and Tarrant County. The growth rate in these counties has been increasing since the date of 1970 at a spectacular rate, however, somewhat suprisingly, the growth rate of the major cosmopolitan city of Dallas City has had a decrease in growth rate. This suggests that with the establishment of DFW, there has been a greater distribution of the population around the metroplex as more jobs have been created.

Namely, in the immediate vicinity of the airport are the cities of Grapevine and Irving, which have seen a huge rate of growth over the 57 year period. Since the establishment of DFW coincides with the steady and sustainable increase in population it can be infered the establishment of the airport allowed population pressure to be reduced from Dallas City and pushed over the the cities located in the Inner Suburban counties. These cities are highlighted on the diagram: • • • • • • • • • •

Fort Worth Denton Plano Frisco Burleson Cleburne Lewisville Richardson Arlington Garland

With this spreading of the population over time, new major centres have been developed to allow a sustainable and rapid increase in population.

Statistics from 1970 Census of Population and Housing, National Archives - US Government - https://www.archives.gov/research/census/1970-statistics.html. Viewed on 4th August 2017 Census 2000 Gateway - U.S. Census Bureau, Census.gov - US Government - https://www.census.gov/main/www/cen2000.html - Viewed 1st August 2017 4 John Egan, Dallas-Fort Worth’s booming population Growth - CultureMap Dallas - http://dallas.culturemap.com/news/city-life/03-29-17-us-census-bureau-report-dallas-fort-worth-population-growth/ - Viewed 1st August 2017 5 Dallas area stands atop the job growth hill and laughs at the rest of the nation 2017 - Dallas News - https://www.dallasnews.com/business/economy/2017/02/01/dallas-job-growth-tops-nation -Viewed on 4th August 2017 Diagrams are original artwork 2 3

Garland

Terrell

Cleburne

Waxahachie

POPULATION DISTRIBUTION OVER TIME

2017 - POPULATION 7.1 MILLION

2010 - POPULATION 6.4 MILLION

2000 - POPULATION 5.2 MILLION

1970 - POPULATION 2.4 MILLION

In the diagrams presented here the population growth of the various counties can be seen at various dates. The information this provides is how the growing population has distributed over the 8 counties surrounding DFW. Rapid growth can be seen from 2000 - 2017 in Denton, Ellis and Tarrant especially. Tarrant is the county which the city of Fort Worth is located within; Fort Worth has seen a huge statistical increase of population compared to the other cities. In 1960, Fort Worth city was ranked as the 34th city in the United States for population growth, with Dallas ranked at 14th. In 2010, Fort worth was ranked 27th and Dallas was ranked 8th. Finally in 2017, Fort Worth reached the rank of 7th in the country with Dallas creeping up to number 6.6 It is clear that the rate of growth for Fort Worth has been much higher than that of Dallas, although Dallas has been growing steady itself also.

Statistics from 1970 Census of Population and Housing, National Archives - US Government - https://www.archives.gov/research/census/1970-statistics.html. Viewed on 4th August 2017 Census 2000 Gateway - U.S. Census Bureau, Census.gov - US Government - https://www.census.gov/main/www/cen2000.html - Viewed 1st August 2017 6 The Evolving Urban Form: Dallas-Fort Worth FEB 2017 - Newgeography.com - http://www.newgeography.com/content/002178-the-evolving-urban-form-dallas-fort-worth Viewed on 4th August 2017 7 Census 2010 Data - U.S. Census Bureau, Census.gov - US Government - https://www.census.gov/2010census/data.html - Viewed 1st August 2017 Diagrams are original artwork 2 3

TARRANT COUNTY

POPULATION COMPARISON OF COUNTIES Here is a direct comparison of Tarrant County and Dallas County, which contain the two major cities within the Dallas Fort Worth Arlington Metroplex. Tarrant County contains Fort Worth city and Dallas County contains Dallas City. Over the 2000- 2017 year period the differences in population density and growth can be seen visually. Tarrant county shows a big difference from decade to decade as the cities surrounding DFW in the inner suburban counties saw a rapid growth and consistant increase in growth rate this is most clearly showsn in Tarrant county as Fort Worth city has had the most drastic growth in population.

Dallas County, being the Core County of the Metroplex, has had growth in poulation but a decrease in the rate of population. In the diagrams shown to the right this is clear visually; the population density and distribution has not had as drastic of a change when compared directly to Tarrant County. Additionally, the 1970 diagram for population distribution within the counties show that Dallas has always had a high level of population (the highest of the metro counties) compared to that of Tarrant county.

DALLAS COUNTY

1970

2000

2010

2017

John Egan, Dallas-Fort Worthâ&#x20AC;&#x2122;s booming population Growth - CultureMap Dallas - http://dallas.culturemap.com/news/city-life/03-29-17-us-census-bureau-report-dallas-fort-worth-population-growth/ - Viewed 1st August 2017 Dallas area stands atop th e job growth hill and laughs at the rest of the nation 2017 - Dallas News - https://www.dallasnews.com/business/economy/2017/02/01/dallas-job-growth-tops-nation -Viewed on 4th August 2017 Diagrams are original artwork 4 5

DFW

LAND USE ZONING MAPS DFW + GRAPEVINE In these diagrams, Grapevine and DFW are separated and have different land use configurations. Around DFW there is a large amount of industrial, commercial and Mixed Use land. This configuration is to create a buffer zone between itself and the surrounding cities. Grapvine is mainly zoned for residential with community commercial zones located around its boundary line touching DFW. When analyzing the zoning layout of the city of Grapevine it becomes clear that it too has a buffer zone of mainly retail (shown as Community Commercial) which are quite large in scale. These are coloured orange in the diagrams.

This extends the buffer zone for noise and other distrubance caused by an air transport hub. The other point that can be derived from this analysis is that DFW acts as a commercial and industrial centre for Grapevine to attach onto, allowing the city itself to have more government use zones (recreation, schooles, nature reserves) as well as more room for medium to low density housing. Much of the housing in Grapevine is housing and not apartment dwellings. Naturally it has a bit of commercial, industrial and corporate bueinss zones scattered throughout, however, DFWâ&#x20AC;&#x2122;s scale of these zones is much larger.

The zoning configurations hence meet at a point where either industrial and commercial join or unused land and commercial join or mixed use commercial and community commercial join.

Low Density Residential

Government Use

Medium Density Residential

Mixed Use

Community Commercial

Floodplain

Light & Heavy Industrial

Airport Services

Corporate & Business

Greenspace

GRAPEVINE

Maps from Grapevine Texas Government Website GIS Maps - www.grapevinetexas.gov/503/Mapping-GIS - viewed August 12th 2017 DFW Airport Website - Land Use Map - https://dfwairport.com/landhere/useplan/index.php - viewed August 14th 2017 Diagrams above are original artwork

LAND USE RESIDENTIAL VS INDUSTRIAL & COMMERCIAL Here are the zoning comparisons of Grapevine and DFW side by side. The proportion of residential to commercial is clear. The joining of the commercial, industrial, mixed use and retail zones allows a visulatisaiton of the the buffer created thorugh zoning to control noise created by the flight paths.

Low Density Residential Medium Density Residential Community Commercial (Retail) Light & Heavy Industrial Corporate & Business

DFW AIRPORT ECONOMIC CONTRIBUTION TO AREA

COPPELL

IRVING

The intention of this diagram is to show how the cities which are connecting to the DFW zone are fuelled economically through the industrial, commercial and business zones which surround the airport infrastructure. This leads us to again reiterate the sustanaible growth the aerotropolis provides. The Dalls Fort Worth Arlington Metroplex is full of cities which have experienced consistent high levels of growth in population and economy due to the support of the actual airport itself combined with the additional business the airport brings to the area.

GRAPEVINE

Community Commercial (Retail)

EULESS Light & Heavy Industrial Corporate & Business Government Use Mixed Use Floodplain Airport Services Greenspace

FORT WORTH

TRANSPORT INFRASTRUCTURE RAILWAY The rail network connecting DFW Airport is currently only the DART light rail from Dallas. A direct train route from Fort Worth is currently under construction otherwise Fort Worth rail commuters must take an indirect route to the airport. The Tex rail network currently connects Fort Worth and Dallas. The rail and Highways follow similar patterns and paths and converge to a similar area within the cities improving interconnectivity inside the cities, between the cities and between national networks outside these zones.

City DFW Airport Railway Railway Station Proposed Railway Convergence Zone

Blue Icon Artwork by FreeVector.com

TRANSPORT INFRASTRUCTURE HIGHWAYS There are multiple highways connecting DFW Airport to Dallas and Fort Worth as well as National networks. The national networks connecting to Fort Worth and Dallas have a star pattern of converging in the centre in order to connect the whole city. At least one of these networks is then a direct gateway to the DFW Airport. By dispersing the roads from a central area multiple national networks can then be interconnected outside these zones to increase connectivity on a National scale.

City DFW Airport Highway Convergence Zone Blue Icon Artwork by FreeVector.com

TRANSPORT INFRASTRUCTURE TRAVEL TIMES

The map to the right is of travel times to the CBD of the corresponding city. The radius of the Dallas 30 minute travel time has at least a 20 mile radius (32 km) at areas close to highways apart from one highway. In comparison to Sydney, the normal travel time from Parramatta to the Sydney CBD is around 30 minutes and this area is linked by a motorway. Paramatta is 25.6 km from the Sydney CBD and the inefficiency of the road network in comparison is apparent. Additionally, this time will increase significantly the further you are from the motorway and Sydney has far less motorways. These maps suggest that the star like pattern of the road and rail networks at Dallas and Fort Worth can increase efficiency significantly.

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30 minute distance from Parramatta Shortest and longest distance able to be travelled from the Dallas CBD in 30 minutes

http://www.visionnorthtexas.org/regionalchoices/RegChoices_NorthTexasNow_2.pdf Blue Icon Artwork by FreeVector.com

NOISE & FLIGHT PATHS DFW & RNAV Noise with the land use compatibility regulations in place, most of the noise complaints are received from the community outside the noise overlay. The original noise overlay of DFW consists of around 50,000 acres which makes a large amount of compatible land use. The diagram shows the gradient of noise intensity. Noise is collected from various locations and must conform to federal stipulations. A large contributor to airport noise are the navigational aids. RNAV, an Area Navigation method (image) results in consolidated flight tracks, reduced noise in surrounding areas and reduced pollution by reducing the time an aircraft spends in the community airspace. The strategies in place to reduce aircraft noise include, land use compatibility, monitoring noise, monitoring flight tracks, FAA NexGen, FAA optimisation of airspace procedures, RNAV, reduction of noise at the source and noise and airspace education and outreach.

DFW NOISE HISTORY Before Airport was built, North Central Texas Council of Governments commissioned a study in 1971 to create a noise contour forecasting noise exposure with 1985 level operations. Noise Contour and Draft Land Use Ordinance was promulgated to DFW’s surrounding cities to

control land use in flight corridors. Cities adopted and most still use. As part of the 1992 Final Environmental Impact Statement, FAA required DFW to: • Establish a permanent array of noise monitors to capture aircraft noise. • Establish an aircraft surveillance system. • Merge the two data streams to determine a quantifiable aircraft/noise component. • Nose Compatibility Office(NCO) monitor noise and flight track. • Area Navigation(RNAV)Departure Procedures helped managing the air traffic by redesigning the flight tracks. • RNAV improved efficiency of the DFW responding to noise complaints. • DFW airport protects its arrival and departure corridors by taking all reasonable actions to discourage incompatible land use development within the noise contour.

• • • • • •

Aircraft departing at <1.5 min. intervals. 95% of Fleet equipped Precise, consistent flight patterns Reduced Frequency Congestion More direct routing Enhances capability to segregate aircraft by route; less in trail. • RNAV Departure Procedures has greatly enhanced FAA’s ability to optimize DFW’s airfield and the DFW Airspace.

DFW NOISE CONTOUR WITH AND WITHOUT RNAV

RNAV Noise Effects – What Worked Well • Advanced Notification of Community Leaders and Continued Transparency Enhanced Acceptance of Procedural Change • Reduced Population Exposed in 65 DNL by 22% (mostly in multi-family) • Substantially Reduced Areas of Overflights • Areas where noise increased were less than FAA Thresholds • Complaints Continued to Decline RNAV • 14% Increased Departure • Turbojet flows increased from 2 to 4

DFW PREDICTED NOISE CONTOUR

Noise and Land use relation

DFW EXISTING NOISE MONITOR PLACEMENT

FLIGHT PATHWAYS DFW DFW expanded its airspace network. In the late 1980s, DFW updated its Airport Development Plan, which projected a need for two new north/south runways – one on DFW’s east side and one on the west. DFW completed an Environmental Impact Statement in 1992 and received approval from the FAA to build the two new runways conditioned on Specified Mitigation. DFW built the East Runway which opened in 1996. East-Side Mitigation Program - DFW was required to provide mitigation to those in the 65 DNL noise contour or higher because of the proposed runway. Before DFW could open its 7th runway (17L/35R), the majority of the mitigation program phases had to be complete. Mitigation for approximately 1,700 parcels which consisted of: • Acquisition of over 500 parcels in the 70 DNL (mandatory and voluntary) • Sound insulation of 23 parcels (apartments, churches, and schools), and • Acquisition of easements and additional compensation of 1,200 parcels in 65 DNL.

MIXED USE DEVELOPMENT HIGH EMPLOYMENT

http://www.visionnorthtexas.org/regionalchoices/RegChoices_NorthTexasNow_2.pdf Blue Icon Artwork by FreeVector.com

KEY DISCOVERIES - DFW 1

DALLAS FORT WORTH AIRPORT

POPULATION DISTRIBUTION & DENSITY

DFW airport allows a more even distribution of population, hence less congestion

KINGSFORD SMITH & WESTERN SYDNEY AIRPORT

PARAMETRIC DESIGN EXPER IMENTATION

POPULATION DISTRIBUTION & DENSITY

WOOLY PATHS

LAND USE & ZONING

As an airport DFW provides a hub for economic growth and business

ROADS & TRANSPORT INFRASTRUCTURE

Transport networks that are radial to Dallas and Fort Worth provide less travel times

LAND USE & ZONING

ROADS & TRANSPORT INFRASTRUCTURE

PHYSAREALM

FLIGHT PATHS & NOISE CONTROL

The use of planning has allowed a buffer zone of commercial and industrial land between airport and residential

FLOOD MANAGEMENT & NOISE CONTROL

CIRCLE PACKING

PHASE 2: ANALYSIS KINGSFORD SMITH AIRPORT & WESTERN SYDNEY

KINGSFORD SMITH AIRPORT & WESTERN SYDNEY

SYDNEY MARRICKVILLE Cantebury Bankstown Penrith Liverpool

Leppington

When analysing Sydney and the state of NSW, there are very clear differences that can be drawn from the Dallas Fort Worth Arlington Metroplex, both in terms of population distribution and land use. This is mainly due to the geographical differences; Sydney is located on the coast line and hence growth cannot occur in all directions. DFW was built in an area where there are fewer major defining georgraphical features and hence growth has occured somewhat evenly around the airport. Kingsford Smith Airport itself is a very unique airport in the way it is located immediately in the vicinty of the Sydney CBD, Sydney’s most dense local government area in terms of population.

SYDNEY

INNER WEST

CANTERBURY

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MARRICKVILLE

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This has led to multiple problems including traffiis congestion and expensive transport infrastructure costs for use to name a few. Kingsford Smith International Airport’s first gravel runways were built in 1933.8

RANDWICK

Steve Creedy (24 November 2009). “Bullock paddock grew to nation’s busiest air hub”. The Australian. News Corp. Retrieved 7 February 2010 - Viewed August 13th 2017

BOTANY

Randwick BOTANY

POPULATION DISTRIBUTION OVER TIME Using the census data over the past 80 or so years, we have been able to uncover the population distribuiton and movement. The Kingsford Smith Airport has played a sigificant role in influencing the movement of population and come interesting points come to light. The overall population spread over Sydney is noticeably spread towards the West - this is predicatble due to the geographical features of Sydney with the coastline. However, the areas of Marrickville, Botany and Mascot show something interesting: These areas, although some of the most populous areas in Sydney in 1933 have had a signifant decrease in population growth rates although the boardering area of Randwick, Rockdale and City of Sydney have had large population increases.

1991 - POPULATION

2011 - POPULATION

RANDWICK MARRICKVILLE

BOTANY ROCKDALE

1933

1971

The difference is clear when compared to DFW, which encouraged higher populations around the airport. 1991

2011

2105.0 - Census of Population and Housing, 1971 - Australian Burea of Statistics - http://www.abs.gov.au/AUSSTATS/abs@.nsf/DetailsPage/2105.01971?OpenDocument - Viewed August 13th 2017 2110.0 - Census of the Commonwealth of Australia, 1933 - Australian Burea of Statistics - http://www.abs.gov.au/AUSSTATS/abs@.nsf/DetailsPage/2105.01971?OpenDocument - Viewed August 13th 2017 11 2101.0 - Census of Population and Housing, 1991- - Australian Burea of Statistics - http://www.abs.gov.au/AUSSTATS/abs@.nsf/DetailsPage/2105.01971?OpenDocument - Viewed August 13th 2017 Diagrams are original artwork 10

1971- POPULATION

SYDNEY

The population size of Marrickville, for example, has decreased as people have moved away from the area, despite its vicinity to the Sydney CBD.

1933 - POPULATION

LAND USE ZONING MAPS MARRICKVILLE + BOTANY Here we have taken the two adjacent local government areas to the Kingsford Smith International Airport to understand what considerations were made for the airport. We can see the industrial and commercial buffer north of the airport however, compared to DFW, this seems quite insignificant. We can also see that there is residential zoned land almost immediately next to the Eastern most runway of the airport. It can be deduced that these areas would not be very pleasnt to live in due to their direct conflict with the noise zones created by the flight pathways of the airport. Flights are continually going overhead the residential areas of these local government areas.

Botany and Marrickville LGA Zoning Maps from - NSW Planning & Environment - https://www.planningportal.nsw.gov.au/find-a-property Viewed August 20th 2017 DFW Airport Website - Land Use Map - https://dfwairport.com/landhere/useplan/index.php - viewed August 14th 2017 Diagrams are original artwork

Medium & Low Density Residential High Density Residential Community Commercial Light & Heavy Industrial Corporate & Business Mixed Use

TRANSPORT INFRASTRUCTURE RAILWAY The Rail network connecting Sydney Kingsford Smith Airport to Sydney is effective while Badgerys Creek connections to the main Sydney rail network are in progress. There is a large capacity for expansion of this network in the South West.

LGA boundary (Liverpool,Sydney) Airport (Badgerys Creek, Sydney) Railway

Blue Icon Artwork by FreeVector.com

TRANSPORT INFRASTRUCTURE HIGHWAYS The highway network connecting commuters to Sydney Kingsford Smith Airport are less than DFW Airport and the capacity to transport cargo and people in and outside of the city is limited. Delivery and receiving traffic often can only disperse onto the same roads,which are often also residential roads, causing bottlenecks around the airport as residential and travelling commuters collide in peak hour. These roads follow no specific pattern and there are limited highways that connect directly to the city.

LGA boundary (Liverpool,Sydney) Airport (Badgerys Creek, Sydney City) Highway

Blue Icon Artwork by FreeVector.com

TRANSPORT INFRASTRUCTURE AIRPORT SPECIFIC INFRASTRUCTURE Currently the major road transport infrastructure connecting Kingsford Smith Airport is poor. The rail networks are the best transport option. Road infrastructure around Badgerys Creek Airport is currently developing. Encircling roads similar to that in our precedent could disperse traffic in different directions more effectively as surrounding areas develop and the traffic problems of Kingsford Smith might be able to be mitigated. There is the capacity to do this from the existing network and the more that residential traffic can be separated from travelling commuters the better for local traffic. The transport infrastructure servicing DFW Airport consists of numerous Highways and an individual rail line for both connecting cities (Fort Worth rail line projected). The numerous highways connecting to DFW airport allow for different delivery and receiving roads which enables traffic to be dealt with more effectively and the road networks encircle the airport.

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LGA boundary (Liverpool,Sydney) Airport (Badgerys Creek, Sydney) Railway State Road

NOISE & FLIGHT PATHS KINGSFORD SMITH In any large city, there are many sources of noise, most of which are directly associated with urban living. The main sources of environmental noise in Sydney are related to transportation, particularly road traffic (which is estimated to contribute around 73% of noise) followed by aircraft (which is estimated to contribute around 17% of noise) and rail (which is estimated to contribute around 6% of noise).

Sydney Airport Long Term Operating Plan (LTOP) aims to make sure aircraft flights are sent over water and non-residential land and where it is not possible it attempts to manage the aircraft noise by sharing the noise between different communities of Sydney. They are trying to achieve it by requesting the use of different runways for take off and landing.

Air service Australia is constantly balancing the need to share the aircraft noise from Sydney Airport, with the need to keep flights moving in and out of Sydney.

• • • •

The image is showing the predicted Noise contours of SYD Kingsford Airport by 2033.

LTOP has the following targets for aircraft movement: 17% of movement to the North of airport 13% of movement to the East of airport 15 % of movement to the West of airport 55% of movement to the South of airport

SYD NOICE CONTOUR FORECAST

NOISE & FLIGHT PATHS WESTERN SYDNEY The land surrounding the airport has been protected from the development of dwellings and other noise-sensitive uses for almost 15 years, meaning that the number of dwellings directly impacted is very low. WSA is trying to reduced noise-affected areas in the Warragamba / Silverdale area and the Twin Creeks and Kemps Creek areas. Approaches to mitigating aircraft noise generally focus on reducing noise emissions from the aircraft themselves, planning flight paths and airport operating modes in a way that minimises potential noise and environmental impacts, and implementing land use planning or other controls to ensure that future noise-sensitive uses are not located in noise-affected areas. It is expected that land use planning around the proposed airport would be influenced by final Australian Noise Exposure Forecast contours(ANEC), once flight paths and operating modes are finalised and approved.

LAND USE DEVELOPMENT SURROUNDING AIRPORT

WSA FLIGHT PREDITCTIONS

Designing and finalising flight paths is a large and complex task that takes several years to complete. Before the opening of the proposed Western Sydney Airport, a comprehensive airspace planning and design process will be undertaken, with ongoing community consultation and a focus on minimising flights over residential areas. The indicative Western Sydney Airport flight paths enable a valid and contemporary assessment of the potential extent and scale of impacts of aircraft operations for the purposes of the Environmental Impact Statement (EIS). Key principles that will apply to the flight path design process include: • Overflights of residential areas and noise sensitive facilities will be avoided to the maximum extent possible • Aircraft arrivals will not converge through a single merge point over any single residential area. • The use of head-to-head operations to and from the south-west, when it is safe to do so, is an important preferred option for managing aircraft noise at night. • In determining the final flight paths, the community, aerodrome operators and airspace users will be consulted extensively and flight path designs will be subject to referral under the EPBC Act.

WSA NOISE PREDITCTIONS

HYDROLOGY & FLOOD MANAGEMENT WESTERN SYDNEY The Western Sydney Airport Environmental Impact Statement (EIS) considers the impacts of the proposed airport on surface water and groundwater quality at the airport site and surrounding areas. It also considers surface water hydrology, to understand how the airport development would change the flow of water within watercourses in and around the airport site. Most of the area of the site of the airport is located within the upper reaches of South Creek catchment, which drains into Hawkesbury Nepean River System. Badgery Creek: Badgerys Creek has its headwaters in the vicinity of Findley Road, Bringelly, approximately two kilometres upstream of the airport site. It flows generally in a north to north-east direction.

LOCAL HYDROLOGICAL CATCHMENTS

EXISTING SUB CATCHMENT BOUNDARIES

The headwaters of Oaky Creek are located on the airport site. The watercourse flows in a northwesterly direction for around two kilometres before it reaches the western boundary of the airport site. Creeks flowing through and near the site are generally of poor water quality. Three Sewage treatment plants discharge into the lower reaches of the South Creek Systems. Development of the Stage 1 airport would involve significant earthworks to level the central northern portion of the site for the runway and related Stage 1 infrastructure to be built. All existing surface water features within the Stage 1 construction zone would be removed to make way for the development. Although the longer term plan would involve further development on the site, surface water management features would remain largely unchanged. Substantial changes to the catchments in the southern portion of the site however would result from associated earthworks in this area. The detention basins constructed during the Stage 1 development would be maintained in the longer term, with a number being extended and enlarged to accommodate the runoff from the additional development areas. An additional basin would also be constructed in the south west of the site.

STAGE 1

LATER STAGE

KEY DEVELOPMENT FEATURES

ROPES CR EEK

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ROP ES C R

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GREEN SPACE DISTRIBUTION

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Wes t ern Sydn ey Park lands

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THOMPSONS CREEK

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http://www.parksandreserves.nsw.gov.au/__data/assets/pdf_file/0004/645826/Sydney_City_Region.pdf

AN RIVER

NEP

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GREEN SPACE

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SITE VISIT SOUTH CREEK BADGERYS CREEK

AGRICULTURE DETERIORATED AQUATIC SYSTEMS SALINITY EUTROPHICATION

WATER DROUGHT

Agricultural land raises the water table increasing salinity and the deterioration of the soil environment.

FLOOD MANAGEMENT

Agricultural land causes- eutrophication which de-oxygenates the water.

The area is used for diverse agricultural applications.

VULNERABLE ECOSYSTEMS ENDANGERED PLANT LIFE Man made gullyâ&#x20AC;&#x2122;s are common and help to prevent the road from flooding and surrounding properties from flooding.

EXOTIC SPECIES SEDIMENTATION

Badgerys Creek flows north and is within the Hawkesbury Nepean catchment.

Drought is a major problem affecting the Badgerys Creek precinct.

The riparian zone is made up of many plants including Eucalyptus, Bursaria and Acacia species.

The predominant vegetation type in the area are Shale Plains Woodland and Shale Hills Woodland. South Creek has sediment deposited from construction further upstream. Heavy sediment can disrupt ecosystems.

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SOLUTIONS COMPONENTS

NOISE KANGAROO

ROADS

WOOLY PATHS

GREEN SPACE PHYSAREALM

ECOLOGY

KEY DISCOVERIES - SYD/WS 1 2

DALLAS FORT WORTH AIRPORT

POPULATION DISTRIBUTION & DENSITY

LAND USE & ZONING

ROADS & TRANSPORT INFRASTRUCTURE

FLIGHT PATHS & NOISE CONTROL

KINGSFORD SMITH & WESTERN SYDNEY AIRPORT

POPULATION DISTRIBUTION & DENSITY

LAND USE & ZONING

ROADS & TRANSPORT INFRASTRUCTURE

FLOOD MANAGEMENT & NOISE CONTROL

A central economic point without room to grow causes congestion

A central transport infrastructure provides limited economic growth if it cannot expand with the population growth

PARAMETRIC DESIGN EXPER IMENTATION

Transport networks that are long and straight make for longer travel times and less efficient road use

WOOLY PATHS

PHYSAREALM

Intelligent planning and use of zoning can reduce the negative impacts associated with the infrastructure of airports

CIRCLE PACKING

The WSA site is ecologically vulnerable and must be carefully sustained through intelligent planning

PHASE 3: PARAMETRIC EXPERIMENTATION RHINO & GRASSHOPPER

METHODOLOGY PRINCIPLES DERIVED FROM RESEARCH 1 A central economic point allows a more even distribution of population & sustainable growth

A central transport infrastructure provides a hub for economic growth and business

PARAMETRIC DESIGN EXPER IMENTATION

Intelligent planning and use of zoning can reduce the negative impacts associated with the infrastructure of airports

Transport networks that are radial to a point of interest like a city allow for lower travel times

The WSA site is ecologically vulnerable and must be carefully sustained through intelligent planning

WOOLY PATHS

PHYSAREALM

CIRCLE PACKING

Wooly paths can create an organisational plan for zoning purposes, as well as creating desired transport networks over the site

Physarealm can be used to subdivide the site and determine points of interest and green spaces as well as to determine transport networks

Circle Packing can be utilised to determine the make up of the urban fabric for zoning purposes. The variety and the scale of the zones desired can be achieved

WOOLY PATHS PROCESS The Wooly Paths process involves a few simple steps. First you select a curve and divide the curve into a number of points. These points then need to be interescted to create lines that cross between the points. At this point, you use the Wooly Paths component to bring these lines together in a way that is suitable to the requirements of the purpose using the following variables: • • • •

Number of dividing points Smoothness of curves n Value of the Wooly Paths Function Radius size of the Kernels

DIV SM

DIV SM 8

Each variable can be changed to create the desired outcome and fulfil the intent of the design. For example, a block of the urban design may need large scale, industrial space allocation. For this function, using less diving points and larger kernel radius will provide larger scale nodes with connecting, optimised paths. Multiple scales can be joined together, inserted into each other or overlapped to create an urban fabric with both nodes and connecting paths in between.

DIV SM

Largest scale - Overall organisational plan

WOOLY PATHS APPLICATION 1

DIV SM

# 11

DIV SM 7

Medium scale - Business & Corporate

The Wooly Paths component can have multiple applications for urban design depending on what outcomes are required and desired.

Recreation or Industrial

First and foremost, the result of the component can act as an overall organisational plan for the site, creating a set of nodes at different sizes and assortments. Simultaneously, this result can act as paths or networks can connect said nodes. By applying the priciples discovered in the analysis, Wooly Paths can help achieve the key planning outcomes discovered about DFW.

Potential strategies for zoning mimicing DFW airport and Grapevine City zoning

Although this is a simple example, it shows the potential for Wooly Paths to work at different scales of design both with itself and potentially with other functions. Medium & Low Density Residential High Density Residential

Connecting Infrastructure

Community Commercial Light & Heavy Industrial Corporate & Business Mixed Use

# Greenspace Airport Services

DIV SM 9

Small scale - Residential & community commercial # 12

DIV SM 8

Repulsion Radius

WOOLY PATHS APPLICATION 2 Taking what we learnt from the lesser travel times of the Dallas Fort Worth Arlington Metroplex through the use of radial road and rail systems, it becomes clear that Wooly Paths can allow the creation of such a transport network with the advantage of being able to wriggle it’s way around potentially sensitive ecological features of the WSA site. The diagram shows how the road network can move and crawl around the site as necessary to both sustain the ecology while creating an efficient road network.

Main Road

Using is attractor points to first create a ‘Protection Zone’ around the ecologocially sensitive areas like a water basin or vegetation area, the Wooly Paths component is then applied to weave around these areas.

MAGNITUDE INCREASES

The second application for Wooly Paths is that of determining transport infrastructure. The question here is to understand why an organic form for the organisation of roads is better or more necessary than a grid or linear system.

Sensitive Ecological Feature

Adapting Road Network

The Wooly Paths are created by dividing the lines that have now been morphed due to the attractor points and hence will not conflict with the ecological features. This repulsion radius can be added to a number of features to the site at varying radius values depending on what is appropriate for that given feature.

Inner Radial Road

Connecting Roads

WOOLY PATHS APPLIED TO SITE Here is a small test of the Wooly Paths component being added to the WSA Site. By overlapping two different outputs of the component, one at a larger scale as well as with a higher kernel value we can create a road network which establuishes a hierarchy between main roads, connecting roads and streets. Also by using using the right confisguration, ecological hot spots can be avoided and worked around. This does not provide the shortest distances but ensures the preservation of the ecology. In the next phase, this approach could be used three dimensionally for various networks that the site requires.

This output was used for the main roads or freeways in the radial form, at a larger scale with a higher kernel value.

This output was used for the streets at a smaller scale with a lower kernel value.

PHYSAREALM COMPONENT

NOISE

ROADS

GREEN SPACE

SITE The Highways that service Dallas converge to a common area. In this experiment we sought to apply this configuration to our site at Badgerys Creek using Physarealm. The project site extends through part of Badgerys Creek to Kemps Creek. The particular site for the Physarealm exploration was chosen as it was an existing block in the central area in which the star shape could be articulated and extended. Eight food points were chosen for the emitter to simulate the geometrical patterns of the precedent that were found at the macro scale. By adapting it to this micro scale we aim to increase efficacy and connectivity of the road network. The central convergence space can be used as a green space with a pedestrian commercial and residential precinct immediately surrounding it in order to reduce the need for a car. The 2010 percentage of parks and gardens in Sydney was 46%. As such this particular Physarealm configuration was chosen in order to provide a better distribution and higher proportion of green space that what has currently been planned as previously outlined. It will also work as a device to reduce traffic and travel times as previously outlined.

ECOLOGY

EMITTER

BADGERYS CREEK AIRPORT SITE

FOOD

PROJECT AREA

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PHYSAREALM PROCESS MAJOR ARTERY Subdivision

CONVERGENCE ZONE (GREEN SPACE)

The general growth outcome becomes more erratic as speed is increased. The central zone is also increased with speed.

CENTRAL ZONE AND PATHS NEAREST TO FOOD HISTORY STEPS = 50 SPEED = 100 CENTRAL EMITTER = 1 FOOD = 8 STAR POINTS TIME = 1 SECOND INTERVALS STOPPED WHEN PATHS ARE IN THE DOMAIN OF ALL FOOD POINTS

CURVE VERTEX

CULLED PHYSOREALM HISTORY CURVES

HISTORY STEPS = 100 SPEED = 100 CENTRAL EMITTER = 1 FOOD = 8 STAR POINTS TIME = 1 SECOND INTERVALS STOPPED WHEN PATHS ARE IN THE DOMAIN OF ALL FOOD POINTS

HISTORY STEPS = 30 SPEED = 100 CENTRAL EMITTER = 1 FOOD = 8 STAR POINTS TIME = 1 SECOND INTERVALS STOPPED WHEN PATHS ARE IN THE DOMAIN OF ALL FOOD POINTS

HISTORY STEPS = 20 SPEED = 100 CENTRAL EMITTER = 1 FOOD = 8 STAR POINTS TIME = 1 SECOND INTERVALS STOPPED WHEN PATHS ARE IN THE DOMAIN OF ALL FOOD POINTS

PHYSAREALM APPLICATION The star grid can increase the connectivity to the surrounding area by minimising the distance travelled to a given point. By further interconnecting star grids together at this scale we can create small leisure, retail and commercial pedestrian centres that minimise local travel times and the need for a car to create a more sustainable community.

BADGERYS CREEK AIRPORT SITE PROJECT SITE GREEN SPACE MAIN ROAD EXTENDED ROAD (TO EXTEND FURTHER)

STRATEGY A MORE SUSTAINABLE COMMUNITY

NOISE

ROADS

RESIDENTIAL ZONE COMMERCIAL ZONE PHYSAREALM SUBDIVISION

GREEN SPACE

WOOLEY LINE SUBDIVISION ECOLOGY

Our vision is to create a more sustainable community. By implementing these components into our strategy, we aim to find configurations that will enhance the well being of residents whicle providing ambple capacity for commercial growth. At the same time we hope to connect the city in ways that can encourage more pedestrian activity and minimise transit times. In the example to the right, a site was chosen by means of its proportions to adapt with the Physarealm component. This was used to mimic road patterns in a precedent that result in shorter travel times around the city. This was then further subdivided by the Wooly Path component that connects certain parameters in the input as the shortest distance.

RETAIL ZONE (CIRCLE PACKING)

We then used the Kangaroo Circle Packing in order to create examples of residential, commercial and retail zoning. This strategy creates coordinated green spaces around the precinct that act as a common progenetor of pedestrian activity in close proximity to the commercial and retail areas. As these areas are spread around the city, it can also dilute traffic and help to stablise business.

OUR VISION IS TO CREATE A MORE SUSTAINABLE COMMUNITY. BY IMPLEMENTING THESE COMPONENTS INTO OUR STRATEGY WE AIM TO FIND CONFIGURATIONS THAT WILL ENHANCE THE WELL BEING OF RESIDENTS WHILE PROVIDING AMPLE CAPACITY FOR COMMERCIAL GROWTH. AT THE SAME TIME WE HOPE TO CONNECT THE CITY IN WAYS THAT CAN ENCOURAGE MORE PEDESTRIAN ACTIVITY AND MINIMISE TRANSIT TIMES. IN THE EXAMPLE TO THE RIGHT A SITE IN OUR PRECINCT WAS CHOSEN BY MEANS OF ITâ&#x20AC;&#x2122;S PROPORTIONS TO ADAPT WITH THE PHYSAREALM COMPONENT. THIS WAS USED TO MIMIC ROAD PATTERNS IN A PRECEDENT THAT RESULT IN SHORTER TRAVEL TIMES AROUND THE CITY. THIS WAS THEN FURTHER SUBDIVIDED BY THE WOOLEY LINE COMPONENT THAT CONNECTS CERTAIN PARAMETERS IN THE PHYSAREALM INPUT AS AN OPTIMIZED DISTANCE. WE THEN USED THE KANGAROO CIRCLE PACKING IN ORDER TO CREATE EXAMPLES OF RESIDENTIAL, COMMERCIAL AND RETAIL ZONING. THIS STRATEGY CREATES COORDINATED GREEN SPACES AROUND THE PRECINCT THAT ACT AS A COMMON PROGENETOR OF PEDESTRIAN ACTIVITY IN CLOSE PROXIMITY TO COMMERCIAL AND RETAIL AREAS. AS THESE AREAS ARE SPREAD AROUND THE CITY IT CAN ALSO DILUTE TRAFFIC AND HELP TO STABILISE BUSINESS.

BADGERYS CREEK AIRPORT SITE

PROJECT AREA

STRATEGY INCREASE WALKING PROBABILITY

AREAS WITH HIGH PROBABILITY OF WALKING TO GREEN IN PLANNED

A National survey in America found that people are 60% likely to walk to an area for social and recreational fun if it is within 1.6 km. The maps to the right indicate the improvement upon the walkability to green space that our strategy will provide. The 1km distance is mapped in order to provide an indication of how greater than 60% of the population will behave.

AREA WITHIN 1KM WALKING DISTANCE TO DEDICATED GREEN SPACE OF GREATER THAN 4 ACRES.

AREAS WITH HIGH PROBABILITY OF WALKING TO GREEN IN STRATEGY

STRATEGY REDUCE TRAVEL DISTANCE

TRAVEL DISTANCE TO MAIN ROAD IN TWO DIRECTIONS

The distance travelled to the main road can be reduced significantly. In the example to the right our strategy is superior to the planned connections by 2 km and 1km in two different directions The time taken to travel 1km at the residential speed limit of 50km/h is around 1 minute and 15 seconds.

8KM

6KM

DESTINATION ORIGIN PLANNED STRATEGY

M K 5

THANK YOU! CODING DENSITY - URBAN DESIGN STRATEGY DALLAS FORT WORTH AIRPORT KINGSFORD SMITH & WESTERN SYDNEY AIPORTS DATA & ANALYSIS