TU Delft Urbanism Thesis Report: Airport-Driven Urban Development by Wahyu Pratomo

Ladies and gentlemen, we have reached our final destination. Local time is 12.00 and temperature is sunny...

The completion of this undertaking could not have been possible without the participation and assistance of so many people whose names may not all be enumerated. I would like to express my deep appreciation for Franklin van der Hoeven and Egbert Stolk for all inspiring and thoughtful meetings, for endless support, kind and knowledge during the completion. The same appreciation is also given to all people from NACO, Amsterdam Institute for Advance Metropolitan Solution (AMS), Royal Haskoning HDV, Aerospace and TPM TU Delft, Schiphol Airport and Urbanism teachers. I would like to thank you to all my family in Indonesia and friends in PPI Delft, as well as Dutch and International classmates in TU Delft. Above all, to LPDP (Indonesia Endowment Fund for Education) for their financial support in this 2 years study.

I am looking forward to seeing you on board again... Wahyu

Content Chapter I : Thesis Plan Problem analysis Problem statement Research question Theoretical Framework Methods + design goal Relevances Chapter II : Evolution Factors Comparative Study Literature + interviews Combinatorics system Chapter III :Amsterdam Airport Schiphol Regional scale Surrounding scale Territorial scale Chapter IV : Design Implementation 1st order design 2nd order design 3rd order design Chapter V : Reflections

Chapter I Thesis Plan Theory I

Evolution

Driven by Airport Airports Cities Theory Characteristics Evolution

Always changing

What are factors that determine future scenarios in airport downtown?

Uncertainty

and how are they implied in AMS?

Airpot-Driv

Urban Develop

Theory II

Complexity

Problem Analysis

Problem Statement

Research Question

Theoretica Framework

TF 1 & 2

Pattern Language

ven

AMS

Site

Long-Term Concept

pment

design orders

Motivation

Concept Framework Hypothetical Plans

Scenario A

Scenarios

Scenario B

al k

Form

Scenario C

Methods

Goal

End Products

Airport Construction. Source: http://jungwoninternational.com/?service=airportconstruction, accessed 06-01-2016

Problem Analysis Evolution can be defined as gradual development of organism, from one case to another. In Darwinian theory, evolution is described to understand current species as a product that has developed through natural selection in the earlier time. Evolutionary phenomenon explains capability of growing and developing, as well as deforming and mutating to find the best hypothesis of the transformative system. In the context of urban area, airport is the most relevant example to show how evolution of built environment has performed extensively. Some major and modern airports evolved out of the converging operation of commercial, governmental, military, and private interest (Fuller and Harley, 2004). Aviation has turned from limited military service to a mega civil transportation, which gives airport special concerns to provide such operational spaces. The future of air traffic is becoming more difficult to predict. However, it is still obvious that airport has to be ready for increasing demand. To keep running properly, airport operations need to balance passengers and freight capacity. In fact, these variables tend to be growing. 9

Not so long ago, in 2006, worldâ&#x20AC;&#x2122;s total aircraft passenger was 2 billion. Only by 8 years it has increased to 3.3 billion. Airplanes fly further, cleaner and also carry more passengers. Recently, IATA released a passenger growth forecast for 2034, which will be 7.3 billion, more than double of current amount. As result, airports have also been extending in order to catch this load. Beijing Capital International Airport, Dubai International Airport, Shenzhen Baoâ&#x20AC;&#x2122;an International Airport,

New Airport Built between 2004-2014

Barcelonaâ&#x20AC;&#x201C;El Prat Airport and Hamad International Airport demonstrated massive effort in the past 8 years by building new terminals, even new airports. In the other hand, this physical growth is followed by desire to transform airport to be beyond a terminal, to get extra revenue. Airports become global emblematic sign in manipulations of their nonaviatic attractors (Koolhaas, 1998).

FRA 2014

VIE 2014

Innerstad

Donau City

Changed Areas in Airports and Economic Districts

Froesch (1974), indicated that airport planning must allow the proper correlation of the several air traffic patterns, so does the area around it. In a meantime, many reports showcase air transport movements is increasing. In 2014, Amsterdam Airport Schiphol received 438,000 air movements, with 4.6% extra passenger than the year before. There is also 12.5 million passengers addition between 2004 and 2014, which made 30% escalation. This capacity, frequency and route growth is followed by airport development. This fact

AMS 2014

Zuidas

not only regenerates operational system in airport, but also pushes the spatial development on landside airport to catch up increasing capacity. As result, within only 10 years, spatial alteration in Schiphol centrum has included new concourses, Hilton hotel, Microsoft Office, The Base Offices, baggage handling area, Citizen-M Hotel, aprons and some building & interior expansions. Schiphol centrum has turned to be the most dynamic urban area in Amsterdam, even compared to Zuidas, its hippest economic district. 13

AMS Physical Alteration 2004-2014

It seems that the controversy of ongoing airside expansion does not slow it down. Commercialisation of airport downtown is on the same speed as additional runways, concourse, gates, even terminal. This area is becoming airport-driven and always seen as necessary enlargement by airport operators. For this reason, master planning airport city is a unique and though work because the urban fabric is not meant to be preserve. Airport is extending from only a single house of aviation building to a massive service system. Bacon (1967) described this as an extroversion of architectural design to urban design. This occurs when interactions between components in the system cannot be represented in architecture scale anymore. It is a process of getting bigger. Therefore, in his category of growth methods, the expansion of airport territory can be located to be under â&#x20AC;&#x2DC;growth by extensionâ&#x20AC;&#x2122; group. Overtime, as airport offers great local and global connectivity for every single transport type, economy and business has risen beneath the umbrella of airport image. Airport is on the way to turn itself into a new urban fabric, so-called Aerotropolis.

Airport City in Doha. Source: http://www.e-architect.co.uk/ qatar/hia-airport-city, accessed: 20-12-2015

Aerotropolis is the concept that was introduced by Kasarda (2000) as a metropolitan sub region with airport as its centre, a built area that formed by addition to the core infrastructure. Traditional city can also be understood as a similar shape, as its centre contains a hub of commuting system. In Kasarda & Lindsay (2011) and Guller-Guller (2003), tendency of airport transformations into airport city is showed as a strategic planning to modify the condition of the airport and chase business opportunity. Airport downtown, an area that receives benefit from airport image, is introduced along the way the terminal grows. Its growth is the result of airport ambition within the expansion process. Area of airport downtown becomes larger and some even contributes bigger revenue than aviation activity. In consequence, the ground in downtown airport, like Schiphol and Heathrow, became the worldâ&#x20AC;&#x2122;s most valuable piece of real estate. Current and emerging forms of airport development suggest new morphologies including mega structure and hybridisation. However, evolutionary processes that is driven by airport results in different forms, according to their locations and characteristics.

Airport City in Stockholm. Source: http://www10.aeccafe.com/blogs/arch-showcase/ files/2013/05/Airport-City-Stockholm-1.jpg, accessed: 20-12-2015

Airport Corridor

city

airport CBD axis

city

airport land

city

airport-centered metro

city

airport related uses

Schaafsma, Amkreutz and Guller (2008)

Airport City Guller and Guller (2003)

Aerotropolis Kasarda (2000)

Airea Schlaak (2010)

Form

Location

mix of densities

mutual airport & city development

potential welfare strategies

private

compact + dense

mixed-use development

airport orientation

private

low density

competitive advantage

business orientation

private

polycentric urban form

marketing nodes

business orientation

Actor

Physical

private public

Economic

Social

Source: Freestone and Baker, 2011 19

Kasarda (2000) descirbed airports as the fifth wave of urban development drivers in American history after seaports, the network of rivers and canals, railroads and highways. As airports has influenced urban developments in many ways, Freestone and Baker (2001) reviewed severals models of airport-driven area that is shown in the figure above. The chosen explored models are the ones which integrate the airport activity and its surrounding context most thoroughly. These are: the airport city (Guller-Guller, 2003) and the aerotropolis (Kasarda, 2000). This also leads the urban design output that will be given is in the scale of airport city, the urban fabric solution within the context of aerotropolis creation. However, along the design processes, another models will also be reviewed in order to find the mutual relation between each components. Airport city can be interpreted in two ways, one as strategic business model, one as urban development strategy for a transportation hub (Guller-Guller, 2003). The performance improvement of this territory will be beneficial mostly to airport operators. Therefore, airport city development is very much focused on terminal area, mainly densifying available land to capture users. Guller and Guller (2003), in their book, provide a classification of function around airports, related to aeronautical and non-aeronatuical activitity. The four categories are based on air traffic relation as well as their value for airport. 1.

Core business, the functions that support air travel operations including terminal services, duty-free, groundhandling, airplane maintenance and freight center. Airport-related, the functions that have a direct relation to freight and passengers activities such as international logistic headquarters and terminal retail. Airport-oriented, the functions around airport area that takes benefit from excellent ground accessiblity including international business center, world trade center, hotels, restaurants, medical care center and value-added logistic

Profitting from network-position, the functions which strategically located within the regional and global network of airport including ICT-business, research and development, electronic industry, food industry and even golf course.

Airports substantially see airport-related and airport-oriented commercial development as much as inside the terminal area, as they are considered as high valueable programme. But even though airports with limited developable land may not benefit directly from real estate returns, they will still benefit from passangers and freight increase (Kasarda, 2010). In the composite schematic of the Aerotropolis, Kasarda (2010) included multimodal airport city and commercial development as a core of airport-integrated urban economic region. From here, aviation-oriented business are clustered along the airport corridors and airport-linked passenger rail lines. Considering this, how airport city is developed must be co-evolved with the dynamic of future aerotopolis developement. We cannot see airport city as the only object to be think of, it is rather a part of aerotropolis itself.

Aerotropolis scheme (remade by author). Source: Kasarda (2010)

Airport function evolution through time can be divided into 3 periods: single-use phase (1909-1939), introduction phase (1939-1990) and extension phase (1990-recent). Before 1920s, airports had no civil concept; they were purely built for military purpose. Only in 1939, American Airlines built a dedicated lounge club in La Guardia Airport. It was the first private programme inside the airport. This was followed by some airports in their programmes addition, especially after Jet invention in 1960. Some of innovations are duty free in Shannon International Airport (1940), hotel in San Francisco Airport (1959), people mover in Dallas/ Fort Worth International Airport (1970) and a restaurant and shops in Pittsburg Airport (1952). In 1990s, Frankfurt Airport and Denver Airport struck out to the new direction, which concern on their landside development. This practically switched the extension phase on, the new era of airport city establishment. They continue to insert additional function not only inside terminal building, but also the area outside. Singapore Changi Airport and Hong Kong International Airport are currently in a competition of worldâ&#x20AC;&#x2122;s first programme in their airports. First airport swimming pool and butterfly park have appeared in SIN, which will be followed by The Jewel, a new concept of shopping mall and garden with waterfall in a single dome. Its rival, Hong Kong International Airport, has also taken action in offering first IMAX, largest commercial lounge and Skycity. These are not including their further expansion, which innovations will be prepared at.

Amsterdam Airport Schiphol in 1967. http://www.urbannebula. nl/?datatype=page&req=media&id=1814, accessed 20-12-2015

Amsterdam Airport Schiphol had a crucial moment and realised the need of radical change in 1987 as traffic went super heavy (Kloos, 1996). By that time, Amsterdam Airport Schiphol decided to create a collaborative master plan to increase its capacity. The plan was intended to expand both airportâ&#x20AC;&#x2122;s transit capacity and infrastructure on the landside. It brought Hilton hotel and Schiphol Plaza in 1994 and 1995 as symbols of large complex Aerotropolis project, before â&#x20AC;&#x153;Airport Cityâ&#x20AC;? brand was officially announced in 1998. Offices, car parks, logistic area, hotels, library, museum, viewing deck and even casino are covering the ground in Schiphol Centrum. Today, real estate value in Schiphol Centrum is even more expensive than Amsterdam city centre. Furthermore, development of home carrier airlines also performs an important role of airport expansion. The more it grows, the more transit passengers are brought to the hub terminal. The fact that home carrier airlines try to treat their transfer passengers in the terminal, leads airport operator to provide extra leisure and hospitality programmes within the area. At the same time, they are looking for the potential additional revenue by significantly commercialise the airport, as passengers waiting time equals shopping time too. Not only a transport system, airports have also built larger context in their entertainment.

Amsterdam Airport Schiphol in 2014. http://theflightreviews.com/amsterdamairport-schiphol-reviews/, accessed 20-12-2015

LAX

CGK

FRA

SIN

DXB

LHR

FRA

AMS

SIN

Physically Driven Through maps, it is seen that layout and configuration of airport cities is driven by airport structure (highways, runways and terminal building). The top priority of mobility to terminal buidling that demands high efficiency and capacity, has given little room for airport city to grow in between these heavy infrastructure. This motivates building development follows the format of roads and runways. They could be built more flexible outside the terminal building vicinity, but proximity to multiple public transportation nodes is a fundamental value. Some airports even push their growth towards airport cities area, especially for ‘octopus’ type airport cities. The “U” shape and expansion occupation of terminal building in AMS cause an obvious physical limit for Schiphol Centrum to increase their amount horizontally.

LAX

CGK

FRA

SIN

DXB

LHR

fire station

airport hotel

station

car park

car park first class terminal

car park

FRA

car park

station airport hotel car park car park catering

car park

freight car park

AMS

airport hotel car park

car park car park mover car park

SIN

Programmatically Driven Airport cities shows their characteristics as service programmes through plans. Within this scale, we understand that buildings and open spaces function in airport vicinity mostly to serve terminal building. Buildings are dominated by car parks, maintenance and some leisure areas. Open spaces appears to be zones that only exist because of the buffer requirements for car infrastructure. Frankfurt Airport performs high variation of programmes with bigger than 50% are airport-support programmes. Meanwhile, Amsterdam and Singapore still have less variation because the force of keeping airport-support programmes in the limited site are relatively high.

LAX

CGK

FRA

SIN

DXB

LHR

FRA

AMS

SIN Socially Driven Through sections, it is revealed that socially that social activity in airport city is controlled by the airport. It is also discovered that the spaces that belong to public are dedicated completely for passengers mobility, to transfer people as fast possible from one mode of transportation to other mode. There is almost no urban realm, people interaction and public activity. The purpose of outdoor spaces are only to give access, to pass by, without significantly putting attempt to add any value or new programme extensively. There is already intention in Amsterdam Airport Schiphol to provide such a large public node in Schiphol Plaza. However, it is still formed as a closed space and only have main function as transportation node.

Problem Statement Because of the relationship to airport and aviation activity, development of terminal vicinity comes to an age of prediction difficulty. The big dilemma concerns on the fact that this area is highly driven by airport activity, where things are changing. With the recent dramatic changes occurring in the context in which an airport operates (e.g., low cost carriers, new types of aircraft, the liberalization and privatization of airlines and airports, fuel price developments, the European Emission Trading Scheme), the uncertainties airports face are increasing (Thissen and Warren, 2013), and they are speeding up airport spatial change at the same time. There are too many factors that the creation of aerotropolis is becoming uncertain because of this complex condition. The challenge is how designers can deal with the tension between the long-range planning of airport city and the rapid changes in environment behaviour.

Projections

uncertainity

Terminal

Airport Downtown

Unlike the past, masterplan will not work, as the future turns out to be different from the one estimated. The design strategy seems to be represented by multiple directions of transformation development: simultaneous planning concept as reaction to increasing air traffic and reorganising terminal operation. According to Thissen and Warren (2013), airport planning is placed in the highest level of uncertainty, and in this level, we hardly can plan for future as we do not know what is coming, especially regarding to external factors. However as urban designers, we cannot plan without any design inputs and demands. Otherwise, urban design would only delivered by designersâ&#x20AC;&#x2122; perspective, and there is a big failure tendency as it wil not work in the system. For this reason, design future task is not to find a pattern, but to come up with some result possibilities over assumptions that would happen. Even though there is absence of knowledge about future, assumptions are needed to act in

Demand-driven

Development factors

Terminal

Development factors

Airport Downtown

City

planning and design airport vicinity. Without trying to reduce complexity, plan for airport downtown should be reviewed on scenarios to get to know how the urban design plan can perform under the framework of situation A or B or C. The purpose of simulation scenario is not only to give images to stakeholders of every situations, but also to find the high quality design action that would redefine relationship between terminal, its surrounding and the regional it serves.

Research Question What are factors that determine future spatial airport city and how are they implied into a context of Amsterdam Airport Schiphol in order to build better relation between airport downtown and the terminal?

Airport city creation (Kasarda,2011) (Guller-Guller, 2003)

nodes of transportation network (Calabrese, 2004)

from architectural design to urban design (Bacon, 1967)

Airport-

Theory I

Physical Evolution internal factor

Urban Dev

Theoretical Framework As briefly explained in previous section, in this specific research, there are two theoretical frameworks that are taken into account as base to build methodology in urban design. First theoretical framework is the theory of evolution, a creation of the city. Referring to Bacon (1967), extroversion of airport territory is a phenomenon of context transformation from architectural design to urban design. Geographic extent and scale-sections reasons make architecture and engineering methods are ineffective on the urban scale, since problems they have to deal with are unattainably solved with small-scale ideas. Airport extension to be beyond its context is described further in Guller-Guller (2003) and Kasarda (2000) as new metropolitan concept with airport as an infrastructure core. We cannot overlook airport as just a single building anymore. Terminal expansion determines the landside and gives significant output to the built environment around airport, especially with an ambition to accommodate extra programmes within a very limited land. The story of commercial and business area growth around the station in

-Driven

velopment

adaptive decisionvs vs innovative decision (Steiss, 1969) complex system and its influential pressure points (Forrester, 1969)

external factor

high level uncertainty (Thissen and Warren, 2013)

Theory II

Uncertainities

traditional European cities can be compare in the same way of aerotropolis creation. However, we have realised that while cities grow organically, airports cannot. They would learn their lesson though trial and error (Kasarda and Lindsay, 2011). In the past, researchers tried to predict air transport dynamic in order to come up with airport development planning. Joseph A. Foster in Howard (1974) developed a forecast methodology through estimation of volume and location socio-economic measure; industrial & economic traffic; and aircraft movements. Even though this approach might help to create certain forecast, but current air transport dynamic cannot only be seen from such outer factors. This will lead us to the second theoretical framework: complexity in urban dynamics. Airport is a complex system, an unreduced organisation that emerged from the interaction of its components in such a way (Gausa, 2003). Airport is not only a package of transportation facility, cargo and commercial programme, but also a regional function that has developed into todayâ&#x20AC;&#x2122;s large office for thousands worker. Interacting behaviour between actors and systems explains the argument of complex system that contains influential pressure points that change urban structure (Forrester, 1969). What makes airportâ&#x20AC;&#x2122;s complexity 43

Prefered (Burghouwt, 2007)

Future possibilities of one variable (Allen, 2012)

Stabilit

Evolution process

Variable: multi-direction (Burghouwt, 2007)

has to be seen more carefully is the fact that this is fluctuating. Unlike biology, there is no taxonomy that explains relation between each part in airport built environment because of its highly dynamics reason. Ironically, the dynamics factors come from many directions. Apart from the fact that passenger is increasing, airlines

ty (Tan and Portugali, 2012)

industry market is now becoming the major perimeters of airport planning and its vicinity alteration. Bigger planes order, airlines merge agreement, price competitions, directindirect route decisions or integrated system with other transport system, significantly influence traffic trend and potentially convert airport differently. Moreover, unregulated market between airlines company gives the airport uncertain future. Unfortunately, these factors are not easy to estimate, as well as to predict them. At the same time, innovative inventions in airplane technology and airport operation are appearing, causing planning creation even more complicated. We may adapt urban design and plan to innovation that has already worked out, but in this case, we do not even have ability to know what is coming. Thissen and Warren (2013) categorised this in the fifth level, the highest level of uncertainty, so-called â&#x20AC;&#x153;deep uncertaintyâ&#x20AC;?. It is not only the absence of knowledge, but also situation of inadequate information, which potentially increase complexity. Airport operators and policy makers are still struggling to map these constrains. Another examples of uncertainty are new agreement, unusual operation invention, climate change and even development trend. Frankfurt Airport gives example of how the AiRail has given big role in their strategic actions. Since the train that connects many cities to Frankfurt Airport became important transport to regional role, railway station for airport turned to be an attractive point. As result, despite its distance to main terminal, gigantic structure has raised above the AiRail station to answer context demands. Airport downtown has never been on its final design. Internal and external factors make critical physical correlation: a direct spatial output, perpetual addition of business and commercial in urban area surrounding the terminal. In the end, this spatial alteration will influence the economic viability of airport city, even bigger, the city it serves. Hence a study to understand this complexity needs to be conducted in the context of evolutionary phenomenon of airport to airport city. 45

Research Methods Research methods are derived from 2 theoretical frameworks and research question. There are 2 important sections in the methods in order to answer research question and achieve the final outcome. First section is the method to understand the two theoretical frameworks in airport context, which also later gives direction to answer first part of research question. Second section is the method to simulate how will the scenarios with variables input works in the context of Amsterdam Airport Schiphol. This section is focus on spatial issue, an urban design outcome that is delivered both by site analysis and first section of methodology. To complete the first sections, literature study, comparative review, and engaged action are conducted to find comprehensive variables for scenario creation. These three inputs are attempts to interpret complexity from various perspectives: theory, real examples and expert information. Theory of complexity in general has become the main structure of this research. But deeper studies in urban dynamics and planning impacts of urban fluctuation will be reviewed further. Crucial literature study is also put on airport planning and design as it is a unique context and cannot be equated to city in general. Fundamental discovery of literature research concerns on several concepts of planning and evolution factors, which will be considered in scenarios simulation. In other hand, the process of evolution and creation of Aerotropolis will be reviewed through comparison of 9 airports across the globe: Amsterdam Airport Schiphol, Frankfurt Airport, John F. Kennedy International Airport, Soekarno-Hatta International Airport, Singapore Changi Airport, Los Angeles International Airport, Heathrow Airport, Charles de Gaulle Airport and Dubai International Airport. The sample selection is based on proximity total passenger

Section one

Section two

Literature

Comparative

Interview

Site Analysis

TF 1 & 2

TF 1

TF 2

AMS

Theory

Classification

Expert Input

Diagnosis

Evolution Factors

Site Potentials

Motivation

Expert Input

Long-Term Concept 1st order design

Scenarios

scenario 1

Urban Design

scenario 2

Urban Design

scenario 3

Urban Design

scenario 4

Urban Design

3rd order design

Framework 2nd order design

in 2014, as well as the dynamic of the airport in the last 10 years and data availability. From here, classification of transformation drivers and impacts to layout design around terminal will be given as conclusion of comparative recent development studies in airport downtown urban design. Parallel with comparative and literature study, interviews, as part of engaged action will give inputs from expert perspective. They are direct interviews to both academic and professional, including Richard Curran (Professor of Air Transport Operator, Aerospace Engineering TU Delft), Warren Walker (Professor of Policy Analysis in the faculty of Technology, Policy and Management TU Delft), Tim van Vrijaldenhoven (Director Airport Planning & Building Design, NACO). Section two is diagnosis discovery of multi scalar context of project site. It is important to cover and incorporate regional and city scope even though design product will be executed in architecture scale. As section two is related to spatial condition is Amsterdam Airport Schiphol area, study of this part can be done side by side with the first section. Site analysis including spatial quality, specific demands and potential development is later added by value and findings in section one. Combination of section one and two, with additional motivation, embody a desirable scheme and concept for future vision of airport city (1st order design). This general idea will produce a â&#x20AC;&#x2DC;boundaryâ&#x20AC;&#x2122; that keep the more detail design level in the same order. On the next level, design framework that contains physical rules is given as 2nd order design. Within the same framework, multiple scenarios are tested to give different outcomes in Amsterdam Airport Schiphol. Finally, simulations of selected scenarios, as representative of complexity in airport evolution, are later to be done in order to find out the hypothetical spatial forms (3rd order design) in Aerotropolis creation.

Hypothetical design. Source: http://fabriciomora.tumblr.com/post/61860929916/louisiana-statemuseum-and-sports-hall-of-fame, accessed 20-12-2015

Design Goal Since the theory of adaptive planning has become the research framework, the goal of the design is not to give a fix masterplan as a suggestion to airport operators. It is rather to provide images and to test how the spatial configuration will be executed in Schiphol downtown under different scenarios: hypothetical plans. The research is a study of million possibilities that will eventually alter the airport downtown development. The selected different scenarios are representing the multiple future situations around airport, as well as to reduce the complexity. With this research, airport operators can prepare or take advance solutions in urban design and planning before the scenario becomes reality. Expected design goal of the research is to conceive possible outcomes, while reduce dependency of airport downtown to terminal activity and offer seamless relationship to terminal. The idea is not to create aerotropolis that can be adjusted to demands of aviation activity, but rather interrelation amongst airport downtown and terminal itself, better yet beneficial for regional context. Beside offers solution alternatives, design framework has to support not only economic viability, but also spatial continuous adaptability.

End Products Intended end products are: 1.

Factor and variables of airport downtown in formulating scenarios, which later can be adjusted and applied in other airports with high dynamic and demand,

Selected hypothetical plans: pro-active urban designs that are developed to test based on different scenarios.

Relevances This research will be relevant to urban design research, civil aviation engineer, air transport operator and policy makers. The research is focused on future airport cities development. This is a unique spatial planning because current urbanisation surrounding airport does not stand alone and it is dictated by the airport growth itself. Unfortunately, urban studies and knowledge regarding airport vicinity is currently very scarce, mostly only limited to terminal building planning. It gives us a real case of uncertain direction in developing urban condition to study. To tackle the evolution from airport to airport city, we need to take into account the operational expansion forecast that is not only determined by airplane movements which cause raise in capacity, but also by landside mobility. Within the research team of Urban Metabolism & Urban Fabric, the theme of mobility is put to air transport movement, as well as terminal operational system that affect spatial alteration significantly, even to architectural scale. Additionally, due to airport future cities potential findings, sustainability on spatial quality has to be supported by understanding the relationship between urban environments to commuter systems and infrastructure performance. Eventually, airport downtown urban design will strongly give contribution to operational and accessibility in terminal area. For this reason, this research is relevant for civil engineering, specifically in air transportation field. This trans disciplinary

analysis and strategy offer multiple solutions for urban designers and transport engineers in airport areas. Apart from urbanism and civil engineering, the research is primarily relevant from economic viewpoint. Based on Wall (2009), city economic performance is related to global connectivity, associated with relation to other cities and interdependencies that they exhibit with one another. This network development is strongly considered within a framework of airport development. How physical and economic network between cities impacted economic innovation have also been studied. Additionally, by contributing tax, jobs and investments, airports become big players in city and country economy. At the same time, the ground around terminal building turns to be the most valuable and attractive real estate that offer grand interconnectivity in land and air. For Schiphol Group and stakeholders for real estate planning, the research will contribute further discussion of challenging expansion and innovation in Amsterdam Airport Schiphol operation, as well as a tool to anticipate possibilities and scenarios in the next years. The relevance of design methods to the practice lies in the construction of scenario that can make to an in-depth analysis of certain systems. This analysis is also related to policy makers, as negotiation to the unknown changing factors, to deal with the conflict of complexity that offers million possibilities. Furthermore, by understanding planning methods of downtown airport, this research conclusion can be explored and adjusted to other airport areas globally.

Working Schedule Working timeline to complete the research is shown below. The given 10 months are divided into five presentations (P). The intention of P1 is to give clear direction what will the research end with. Basic literature study and comparative context of airport developments are mainly done in order to deliver closest expectation. Section one and two of methodology are necessary to be done before P2, as the result of these sections will determine initial idea of long-term concept. However, this concept is not discontinued to developed afterward. Along the way with site discovery, external output and motivational perspective, longterm concept is also evolved and adjusted by scenarios. Before physical design concept is started, scenarios building from right mixture of variables will help the strategy making more comprehensive and non-desultory. Therefore, variables are preferably to be done under categories to grab unknown factor as much as possible. With this gesture, the unexpected future variable can still be dealt with the design consideration as long as it belongs to one category. Exploration of plans and forms will be done between P2 and P3. During this time, design simulation with 3D and actual model are combined with extra knowledge from literature or references to speed up the process. Later, with addition of refinements and assessment, multiple urban design solutions are expected to finish before P4. Three-four weeks gap between P4 and P5 is dedicated to complete the final report and create a conclusion of this research.

2015 09

2016 01

Literature Comparative Interview

scenarios

Variables Site visit Site analysis Diagnosis Concept P2 review External input Framework & form design refinement urban design result assessment conclusion Final Report

Chapter II Evolution Factors Evolution in physical, programmatic and economical User

3 changing drivers

System

Multiple views in airport planning variables

Extra input

Interest

Comparative Study

Literature

Interviews

List of Factors

Combination of Factors

Lexicon of Toolbox

Lexicon of Trends

Pattern Language Combinatorics system

Conclusion - Actions

Charlotte Douglas International Airport. Source: http://charmeck.org/city/charlotte/Airport/PublishingImages/2012%20 Construction/NewHourlyDeckIMG_0644.JPG, accessed 09-01-2016

In this chapter, section one of research methodology is elaborated. Begin with comparative study of several airports to find main changing factor in airport downtown, it will continued by literature study. This study explains specific variables of airport city creation as well as its alteration from many references. The complexity of this part will be integrated to changing factor that was invented in the previous step. Later, expert input through interviews will provide additional value that might be missed during comparative and literature studies. Combination of these three parallel step creates a more specific variables for future scenario, as well as strategic actions based on assumptions in each variables. This method will ease the process of scenario findings and help designer to get initial strategy in the beginning. In order to understand the evolution of the area around the Airport, nine airports are called out and reviewed further in their physical, social (programmatic) and economical configuration. The sample are airports that received more than 50 million total passenger in 2014. Out of 19 airports, Amsterdam Airport Schiphol (AMS), Frankfurt Airport (FRA), John F. Kennedy International Airport (JFK), Soekarno-Hatta International Airport (CGK), Singapore Changi Airport (SIN), Los Angeles International Airport (LAX), Heathrow Airport (LHR), Charles de Gaulle Airport (CDG) and Dubai International Airport (DXB) are sorted to represent broad context in seeing the airport evolution, as well as their comparable spatial dynamic. 61

LAX

CDG

CGK

AMS

FRA

JFK

SIN

DXB

LHR 63

Physical Alteration Firstly, the idea of city creation was overviewed through the scale of airport surroundings. Terminal building size, including its infrastructure can be instantly compared to urban areas. The size of Amsterdam Airport Schiphol terminal building and Schiphol Centrum is nearly as big as Amsterdam city center. The walking distance from Schiphol Plaza, where every public transportation stops, to the furthest boarding gate inside terminal is as far as the walking distance from Amsterdam Central Station to the Anne Frank Huis. This distance is even higher in Frankfurt Airport. Walking distance from public transport node to Gate E9 is more than 1.6 kilometres, comparable with Burj Khalifa height, multiple by two. Some airports like Soekarno-Hatta International Airport and Los Angeles International Airport have tried to reduce this walking distance by laid their airport out with a multi-terminal design. But they entered to a dilemma of tremendous landslide infrastructure maintenance to support this flow. However, this enormous size of built environment, together with its complexity turn airports to be beyond a single object. They can no longer serve its function as architecture, it is rather a ‘city’.

AMS

Amsterdam Airport Schiphol’s Change in the last 10 years

Dynamic urban space Airport as a demand-driven zone receives development pressures both from airside and landside that makes it an extremely dynamic shape. Structural change is inevitable, since it is considered as a complex system that contains influential pressure points (Forrester, 1969). In Singapore Changi Airport, development of last few years mainly goes on inside the terminal, mostly enlarged terminal capacity, including new programme injections. This makes everything still happening mostly under the same roof. Unlike Amsterdam Airport Schiphol and Frankfurt Airport, Singapore Changi Airport is more interested in beautifying its landside by putting more landscape elements. This also contributes greener look of airport infrastructure that connects terminal 1,2 and 3. Moreover, airport area turns to be a tool to introduce Singapore’s vision of “City in The Garden”. This direction happens differently with Frankfurt Airport and Amsterdam Airport Schiphol where aggressions of airport volume have also reached landside development, not only infrastructure, but also buildings. The rendered area below shows the physical changes between 2004 and 2014. In these cases, dynamic of the airport area is even more extreme than the economic district in the same city.

FRA

67 Frankfurt Airport’s Change in the last 10 years

Dubai International Airport, Amsterdam Airport Schiphol and Singapore Changi Airport are examples of cases where serious passenger growth results in enormous development in the airport area. Meanwhile, insignificant growth in Los Angeles International Airport and Heathrow Airport is reflected on minimum addition in their landside, Even though the terminal space is increasing, there has not been any heavy landside construction since 2004.

Built area growth Regardless the capability of growing, some airports have lead toward massive planning in their building and infrastructure. Between 2004 and 2014, there is only little development in Los Angeles International Airport and John F. Kennedy International Airport. The most significant was the redesign of terminal buildings in 2012 and 2006 respectively. Radical architecture change is also seen in Heathrow Airport. Enormous constructions of Terminal 2 and Terminal 5 were giving larger physical alteration compared to what changed on Longford, their upper landside. Contrary, stagnant airline network development has reflected a very small portion area growth in aviation activity in Charles de Gaulle Airport. With only 17% escalation in total commuter, -2% aircraft

The Squaire, New Work City in Frankfurt Airport. Source: http://www.thesquaire-conference.com/ en/contact/disclaimer.html, accessed 27-12-2015

movements and -8% route expansion in 10 years, Charles de Gaulle Airport operator rather concentrates development on office district in West of terminal building Roissy-en-France. Unlike other airports, Frankfurt Airport has been much more cautious in the last fifteen years. Given the constrains of context demands, Frankfurt Airportâ&#x20AC;&#x2122;s first generation of airport city that included a compact hotel, conference centre and parking buildings, it is followed by 170,000 square meters business center above the station (Guller-Guller, 2002). This dimension beat Amsterdam Airport Schiphol that had 150,000 square meters in its centre and Vienna Airport for 50,000 office space by that time.

Portion of airport downtown Portion of airport downtown represents how important is this part for airport economic viability. Many airports have gone towards a massive landside development vision that even contributes more percentage of entire spatial configuration in airport territory. Maps of John F. Kennedy International Airport, Heathrow Airport and Soekarno-Hatta International Airport revealed

Development around Dubai International Airport Source: Nilson Menezes Photography

the air transportation system still dominates airportâ&#x20AC;&#x2122;s spatial conditions. Only less than 50% built area are within a nonterminal zone. They indicate that non-aeronautical revenues of these airports mainly come from the commercial functions inside terminal. In contrast, additions of airport downtown of Amsterdam Airport Schiphol are translated largely in buildings, infrastructure and landscape. In 1975, non-terminal built area in Amsterdam Airport Schiphol was no more than 30%. By that time, the function of the building was only a logistic centre. This percentage went up to 50% in 1994 where some offices were introduced around terminal. Today, parallel with addition of various new programmes, the situation has shifted. Built area in Schiphol Centrum is officially larger than terminal building itself. The same portion of non-terminal built area also shown in Frankfurt Airport and Dubai International Airport, even though Dubai Airport zone is slightly hard to distinct, as this space has blended with the surrounding urban area. The airport becomes a complete new urban fabric. As such, at Amsterdam Airport Schiphol and Frankfurt Airport, the overall territory is a composite of new elements and units of the existing ones.

Proximity to terminal Interrelation between main buildings and addition in its vicinity is very important factor in the concept of Aerotropolis creation. Some multi-terminal airports, like Singapore Changi Airport use their empty space as close as possible to terminal to create physical connection that will reduce perception of distance. Near to terminal also means great connectivity. Existence of public transportation, drop off area and user service facility are biggest reason why proximity is critical factor. In some airports, there are clear limits of landside development to be close to the terminal because of infrastructure requirements that caused by airport layout, such as Dubai. However, even though built area around Dubai International Airport is not physically integrated with the terminal (because runway segregates these two area), its presence and continuing development are the result of airport activity. There is no specific research that elaborates the relation between proximity of airport downtown and the degree of development. However, the comparison reveals the closer the distance between terminal and airport downtown, the higher the degree of built area growth, like what happen 71

in Amsterdam Airport Schiphol, Singapore Changi Airport and Frankfurt Airport. This might also be an attempt of the terminal to transfer their functions to their surroundings in order to catch up increasing capacity, while the locked terminal has extension limit. There is also an indication of mixed programme between the airside and the landside.

Programmatic Alteration Programme Variation Apart from capacity, programmematic transformation has become a significant tool in replacement of the old airport model that runs only as infrastructure system. The ambition to turn airport into a ‘city within the city’ involves the completeness of programme it offers. The richer the function, the more advertising material the airport has. As elaborated in the first chapter, airport fucntion evolution can be devided into three periods: single-use phase (19091939), introduction phase (1939-1990) and extension phase (1990-recent). Airport has transformed from a military-purposed building to a hybrid and multifunctional environment. Today, there are active competitions between airports to provide innovative programmes, such as wedding chapel, museum and IMAX. This programmatic e Current airports do not highlight transportation purposes as first priority anymore. It goes beyond that, it carries a more message. Even though large infrastructure of transportation are still pervaded, airport’s selling point has deviated to entertainment to gather people to enjoy it more. Transit passengers which are brought by home carrier airlines has become the most substansial target of these functional expansion. The layover time they spend in the airport is no longer boring or static, as nowaday’s airport serves entertainment and leisure. Besides, these passengers contribute revenue from their purchase. In 2014, the average expenses per departing passengers in Amsterdam Airport Schiphol is 15.89 Euro (Schiphol Group, 2014).

Economical Alteration Revenue of Non-aeronautical Activity By the time to limit service of all function inside one architecture object, airport operators have already realised that revenues of airport are not fully come from landing and boarding charges. Even some major airports are not putting their effort towards this direction anymore. Instead, non-aeronautical activity has given large portion of airport income. The rapid expansion in physical and programmatic variations as creation of new urban fabric is mainly driven by economical perspective. Commercial, service and entertainment facilities are tools to achieve this extrafinancial goal. In some major airports, non-aviation revenue has reached numbers that exceeds original aviation activities, especially it also comes from car parking and advertising. In 2014, operating profit in Amsterdam Airport Schiphol was 109 million Euro from aviation, while the other 294 million Euro came from Consumer Products & Services, Real Estate and Alliances & Participations (Schiphol Group, 2015). Considering the fact that Schiphol Centrum still one of the most expensive land in The Netherlands, densifications and expansions are continually executed to earn profit even though it is very limited land. Unlike Schiphol, Charles de Gaulle Airport and SoekarnoHatta International Airport are still dependant on their aviation sector. Until recent, Soekarno-Hatta International Airport gets 63% revenue from airside activity, considered as high one compare to airports in the same capacity level. This condition is reflected from their recent development that puts strong spotlight in terminal 3 and 4 expansion rather than landside upgrade. In other hand, non-aeronautical revenue in Charles de Gaulle Airport is slowly increasing and will soon replace the aviation earnings. Between 2011 and 2013, Charles de Gaulle Airport managed to lift up their nonaeronautical profit from 40% to 47%. 73

LAX

CDG

SIN

CGK

AMS

DXB

FRA

JFK

LHR Distance to furthest gate

Programme variation

Built area growth

Non-aviation revenue

Proximity to terminal

% of airport downtown

Airport downtown size

Network growth

Passangers growth

Evolution of Airport Downtown The airport model that the world now knows is defined by 3 forms of evolutions: physical, programmatical and economical. The comparative study of nine airports reveals their tentacular global network and make visible creation of Aerotropolis. The degree of physical evolution is revealed in the strategies of addition and alteration in major airports. Extreme addition translates to the addition of infill, building, infrastructure and landscape. Airports also embody the programmatic extension that serves not only passengers, but also outside users of in very close proximity. However, conception of airport city is often too focus on development that has direct relation to airport, leaving surrounding municipalities. This condition embody a business-driven district, create an extreme contrast to the existing cities, which usually have low density. As result, there is a physical, social and economical imaginary line that breaks the area into two, sometimes strengthen by airport infrastructure such as runways or highways. This ‘line’ can be obviously seen in Amsterdam Airport Schiphol, Frankfurt Airport, Singapore Changi Airport and John F. Kennedy International Airport, where settlements around airport does not correspond to the activity around terminal.

Aerotropolis Creation Drivers The overview of airport and its vicinity transformation developed understanding of evolution theory, particularly in the context of airports. Impermanence has converted airport and its development direction differently. In fact, there is no fix masterplan that is used by one specific airport in designing their future area. This happens because airport area is facing a “deep uncertainty” (Thissen & Warren, 2013) where drivers of growth are almost unknown. Airport evolution is produced by many factors and variables that will lead us to the complexity theory in urban design. From evaluation of some airports above, without attempt to reduce complexity, we can classify the evolution variables of airport vicinity are user factor, system factor, and motivational factor. 75

Singapore Changi Airport

1. User Factor User Factors are related to people who use the space. In this case, factor such as passenger increase, workers distribution and travellers behaviour will give impact to the alteration in the airport area. In Soekarno-Hatta International Airport, the new terminal is result of capacity escalation in the past few years that is no longer be able to accommodate in existing 2 terminals. The same reason is also taken by development of Singapore Changi Airport. Not only new terminal, expansions are also including programme addition in order to boost its competitiveness. Current construction, The Jewel, will add 2500 car parking space, 18,500 square meters airport operational space, plus more than 100,000 square meters commercial to entertain passengers. 77

Frankfurt Airport

2. System Factor System factor is also fundamental, especially those variables that changes basic systems within airport vicinity. This factor usually comes from new inventions and their applications in the territory of airport. Innovative factors such as automation, special vehicles or rapid transit (De Neufville, 1976), that essentially have purpose to create seamless travel procedure in airport, are rapidly explored by many researchers. Frankfurt Airport gives examples of how the AiRail has given big role in their strategic actions. Since the train became important transport to city and even regional role, railway station for airport turned to be an attractive point. As result, despite its distance to main terminal, gigantic office space named The Squaire was raised above the AiRail station. 79

Amsterdam Airport Schiphol

3. Context Factor Context factor is an inside influence. It results as an outcome of interest in framework of model-based policy analysis (Thissen and Walker, 2013). Development action is product of airport operators decisions towards vision they are trying to achieve. This motivational factor are usually driven by economic benefit, trending programme, social issue or new concept of airport city regardless of external factors consideration. In airport case, environmental awareness has always put on top in the list of motivative factor, as it is still the biggest issue of airport footprint. Evolution in Amsterdam Airport Schiphol downtown that showcased additional office buildings is reflections of economical directions of Schiphol Group in order to manage their profit. Considering more than half of airport income comes from non-aeronautical activity and high demand for real estate development around Schiphol Centrum, there is no doubt that Amsterdam Airport Schiphol is putting big effort in reconstructing their vicinity. 81

Literature Study and Interviews From comparative study, we have discovered the drivers of change in airport downtown can be divided into three categories: user factor, system factor and context interest factor. The study was also elaborated variables, which happened in evolution phenomenon of some airports. Variables such as transportation, geographical attribute, type of users, air network growth and competitive innovation are example matters that change airport downtown spatially, programmatically and economically. But to cover as many aspect as possible, other methods that will add extra values such as literature study and interviews are also conducted. Some authors such as Burghouwt, Alfeld and Freathy & Oâ&#x20AC;&#x2122;Connell have given explanation about scenarios that drives developments. However, there is no comprehensive research that define variables for airport downtown development, because they are simply too many. There is a high level of complexity, which comes from airside and landside at the same time. This step is conducted to shrink down the perspective and find the most progressive and airportspecific variables. International Civil Aviation Organization has suggested three main considerations for landside building development: scale, characteristic and capacity & demands (ICAO, 1987). This is later added by types of activities involved in masterplan process. They are policy/co-ordinative planning, economic plannings, physical planning, environmental planning and financial planning. However, even though the manual airport planning have become a tool and give enough knowledge to build airport, it does not mention future probability, apart from air traffic and user in general. Out of several references in airport and its downtown planning, Burghouwt (2007) has explained relatively relevant variables for airport city evolution. In his book, he defined scenarios that drives airport development are economic growth, air traffic, environmental policy, aircraft technology

and network development. But to be note, these factors are very much focus on airport planning, not specifically airport downtown area. In the other hand, Blankenship (1974) elaborated future trends that airport should consider such as traffic volume, operating characteristic (ex. noise), runway length for aircraft needs, airport capacity, instrument flight rule requirements, major use of surrounding land, terminal & cargo space needed, hangars, maintenance facilities, access road, other building development, parking facilities and buffer zone. Interestingly, De Neufville (1976) gave particular perspective about technology that will alter airports development. These excessive reliance of techonologies are automation, rapid transit and special vehicles carry passengers. His innovational variables are now being challenged as his predictions have come into reality. Automation of check-in, immigration and security processes have been applied in some airports including Schiphol; rapid transit such as metro and train are now becoming common needs of international airports; special vehicles like shuttle bus or maglev train are also part of facilities to increase accessibility to city. All these technologies have turned airport as it is now, moslty development of dedicated spaces for the operational. And in the next level, these spaces also change flow, user and function cluster in the area of airport downtown. Additionally, some interviews (to both academic and professional) in order to evaluate the findings and observation about airport downtown changing variables have given extra perspectives in formulating final variables. Together with interview results, variables for building future scenarios is provide in the next step.

Freathy & Oâ&#x20AC;&#x2122;Connell (1998)

Burghouw

Information of planning process (3rd stage): 1. Number of passangers in peak hour 2. Aircraft capacity (anticipated number) 3. Aircraft design & type 4. Requirement for future expansion 5. Aircraft-servicing facilities required.

Scenario t 1. Econ 2. Netw 3. Enviro tions 4. Gene Dema 5. Aircra

physical on terminal planning.

only focus

Poh (2007) Air Traffic forecast factor to consider: 1. Economics 2. Trip purpose 3. Geographical attributes 4. Demographic pattern 5. Transportation system 6. Other external factors sub-factor: only focus on air traffic.

ICAO (1987) General Consideration for landside building 1. Scale -Number of aircraft operators; allocation offacilities; developing criteria for the passenger building plan; determination of passenger building concepts, 2. Characteristic -Passenger characteristics; service characteristic 3. Capacity and Demand - Movement rate; capacity to be provided; processing rates regarding the landside building.

ICAO (1987) Types of activity involved in the masterplan process: 1. Policy/co-ordinative planning 2. Economic plannings 3. Physical planning 4. Environmental planning 5. Financial planning only planning in the beginning: to create masterplan

De Neufville

Excessive re 1. Automa 2. Rapid t 3. Specia passan

only focus o

Literature Study on Airport City Changing Variable

Kasarda (2008)

wt (2007)

that drives development: nomic Growth work Development of Carriers onmental Policy & Regula-

eral Air Traffic & Freight and aft Technology

s on airport planning

Airport city drivers: 1. Airports need to create new nonaerotronical revenue sources. 2. Commercial sectorâ&#x20AC;&#x2122;s pursuit of affordble, accessible land. 3. Increased gateway passangers and cargo traffic generated by airports. 4. Airports serving as a catalyst and magnet for landside development explain the creation of airport city, without description on the future dynamic

Blankenship (1974) Future trends to be considered: 1. Traffic volume 2. operating characteristic (ex. noise) 3. runway length for aircraft needs 4. airport capacity 5. instrument flight rule requirements 6. major use of surrounding land 7. terminal & cargo space needed 8. hangars, maintenance facilities 9. access road 10. other building development 11. parking facilities 12. buffer zone

Cuadra (2002) Airport planning basics: 1. number of flight movement 2. type of plane used 3. passanger figures 4. freight volume 5. user of airport perspective of traffic

the list of spatial causalities.

e (1976)

eliance of techonology: ation transit al vehicles carry ngers

on innovative factors.

Alfeld (1976) Fundamental concept of urban dynamics: 1. land use as a limit to fundamental concepts of urban dynamics 2. ramifications of the attractiveness principle 3. the aging and obsolescence of the structure in an urban area have adverse effect on housing, employement, and population. urban dynamics in general 85

Combinatorics System From comparative study, interview and literature, variables are determined to formulate scenarios. From here, urban design will be created based on strategic action, to be as close as possible in meeting demands. Combinatorics system (de Jong, 2002) is chosen to tackle this ex-ante research (based on forecast result). Combinatorics system is a pattern language method that is based on consolidation between elements. It is chosen over traditional pattern language, because it is more important to see the relation between forces than looking at singular solutions. As example, we cannot take an action based on increasing transit passenger trend only, it has relation to the increasing maintenance area of hub airlines and transit space at the same time. The beginning procedure is to breakdown all variable in each factors (User, Context, System). They are increasing and decreasing user type, increasing and decreasing programmes, and new application system in landside & airside. This list is made based on the todayâ&#x20AC;&#x2122;s knowledge of airport and aviation industry. It means that the system may be expanded in the future, but the main method remains the same: to find and take actions according to the relation between variables. From 45 variables, It was discovered 22 combinations which will turn into scenarios to take actions from. The list of the action is to understand the physical change and to retain quality of security and speed in the evolution process (toolbox). This combinatorics system will be a device that other airports could use in order to deal with airport city change.

Lexicon combinatorics pattern language system: catalog of changing factors in airport cities

User Factor increasing one trend type

Context Factor increasing programme

Po origin passengers

Ft terminal

Pt transit passengers

Fe freight

Pe freight movements

Fm airport maintenance

Pw workforce

Fg parking

Pb visitors

Fc tertiary activities

Ph private land-transport users

Fk transport node

Pk public land-transport users decreasing trend type

decreasing programme

St terminal

Dp origin passengers

Se freight

Dt transit passengers

Sm airport maintenance

De freight movements

Sg parking

Dw workforce

Sc tertiary activities

Db visitors

Sk transport node

Dh private land-transport users Dk public land-transport users

new programme

Nt terminal

new trend type

Ne freight

new characteristic

Nm airport maintenance Ng parking Nc tertiary activities Nk transport node

System Factor airside

Xa new non-standard aircraft design Xo faster procedural operation landside

Vh individual transport to city Vx shared transport to city Vi new infrastructure Vg parking automation Vc dedicated passenger area Vr remote procedural operation both

Zt accessibility in airport zone Ze energy production Zw waste treatment Zy buffer zone

List of evolution factors

Ri 0.12 new passenger characterisic

Po Pt Pe Do Dt De 0.29 increasing origin passengers

0.47 increasing transit passengers

0.23 increasing freight movements

0.35 decreasing origin passengers

0.23 decreasing transit passengers

0.06 decreasing freight movements

0.18 decreasing workforces

St Se Sm Ft Fe Fm Nt Ne 0.18 terminal subtraction

0.06 freight building subtraction

0.06 airport maintenance subtraction

0.70 terminal extension

0.23 freight building extension

0.70 airport maintenance extension

0.41 new terminal

Xa Xo 0.12 new nonstandard aircraft type

0.23 new freight building

0.35 new faster procedural system

0.47 new individual transport to city

airside

Zt Ze Zw Zy 0.76 accessibility in airport zone

0.12 energy production

0.12 waste treatment

0.47 buffer zone

Db Dh Dk Pw Pb Ph Pk 0.12 decreasing visitors

0.12 decreasing private transport users

0.12 decreasing public transport users

0.65 increasing workforces

0.06 increasing visitors

0.35 increasing private transport users

0.29 increasing public transport users

Fg Fc Fk Sg Sc Sk

0.64 new airport maintenance

0.35 parking extension

0.47 tertiary activities extension

0.41 transport node extension

0.29 parking subtraction

0.12 tertiary activities subtraction

0.29 transport node subtraction

Vx Vi Vg Vc Vr Ng Nc Nk 0.59 new shared transport to city

0.94 new infrastructure

0.35 parking automation

0.12 dedicated passenger area

0.76 remote procedural operation

0.35 new parking

0.12 new tertiary activities

0.59 new transport node

landside

List of evolution factors

Diagram of factor interactions

List of Combination I II III IV V VI VII VIII IX X XI XII XIII XIV XV XVI XVII XVIII XIX XX XXI XXII

Po Xo Pt Ft Fc Fm Zt Pe Pw Fe Ne Vi Pb Fc Ng Vh Zy Ph Fg Vg Vr Pk Fk Nk Vx Vi Vr Do Sg Sk Vx Dt Sm De Se Dw Xo Ri Vc Xo Ft Po Pt Fm Zt St Fc Do Dt Sg Dh Vx Sc Dw Db Sk Dk Vh Nt Vi Zt Nk Nm Pw Nc Pw Vr Xa Nm Ft Vi Zy Fk Ze Fm Nm Zw Fm Nm

tertiary activities transport node car park

terminal

maintenance cargo

Legend

III

VII

VIII

XIII

XIV

XVIII

XIX

XII

XVI

XVII

XXI

XXII

Illustrations of trends / situations

Combination I

Po Xo 0.29 increasing origin passengers

0.35 new faster procedural system

Increasing origin passengers - New faster procedural system

Situation

The increase of origin passengers brings automation application to increase the speed in the process of entering aircraft, including check-in, immigration, security, and baggage handling.

Interaction

Automation or faster procedural system will not decrease the passenger amount. It is more to accommodate the current demand of travelling intensity. If the origin passengers increasing trend keeps going up, it will strongly influence the landside service as they need to go through the entire process. Spatial configurations inside terminal building will shift towards the needs of origin passengers, such as departure hall, security area and services.

Example

Since the amount of origin market passengers increased double, KLM invested a drop-off baggage to allow the Schiphol airport to increase check-in capacity through faster processing time and with a smaller footprint in comparison to conventional check-in.

Actions

Reach: To even increase the capacity of terminal area, automation process should also be expanded to the outer side of terminal building, such as public transport zone or car drop-off area. This gives more options to passengers if they want to start the process earlier.

faster system

extending out

Combination II

Pt Ft Fm Fc Zt 0.47 increasing transit passengers

0.70 terminal extension

0.70 airport maintenance extension

0.47 tertiary activities extension

0.76 accessibility in airport zone

Increasing transit passengers- Terminal extension - Airport maintenance extension - Tertiary activities extension Accessibility in airport zone

Situation

The rise of airport importance as a transit area.

Interaction

The increase of transit passengers reflects the performance of home carrier airlines (and/or its shared flight network) that brings more passengers to their airport hub. Therefore, this escalating aircraft movement in the airport, also requires maintenance area addition (such as hangars, service, etc.) to support extra fleet. At the same time, the more passenger in the terminal building, the more motivation to entertain and let them purchase things in airport.

Example

Emirates Airlines grows bigger and carry more passengers to Dubai International Airport as well as order more planes. Not only within terminal building, new development to accommodate this trend also happens on the landside of Dubai Airport.

Actions

Bridge: Airport city should provide transit programmes that are connected with terminal building, physical accessibility should be increased for goods and people flow.

tertiary activity

terminal

maintenance

physical bridge

101

Combination III

Pw Pe Fe Ne Vi 0.65 increasing workforces

0.23 increasing freight movements

0.23 freight building extension

0.23 new freight building

0.94 new infrastructure

Increasing workforces - Increasing freight movements Freight building extension - New freight building - New infrastructure

Situation

Freight movements increased and dominated the role of the airport function.

Interaction

As the cargo activity goes larger, workforce will also follow the demands. Spatially, area for processing goods and cargo terminal are expanded, as well as the infrastructure for trucks and workers vehicles on its landside.

Example

Hong Kong receives more cargo movements. The south freight terminal gets expanded together with the road to access them.

Actions

Anchor: Atelier function to allow direct access for consumer will be alternative to decrease dwelling time of goods that might be caused by the abundant flow inside terminal. With this programme, consumer could directly pick up or send goods without any third party involvement. Not only to increase the speed of delivery in general, this also supports the new economy that promotes shorter industrial chain.

freight area

atelier building

103

Combination IV

Pb Fc 0.06 increasing visitors

0.47 tertiary activities extension

Increasing visitors - Tertiary activities extension

Situation

Visitors is increasing in the area airport city.

Interaction

There is mutual interaction between real estate and amount of visitor. Motivation to not only serving airside, but also landside, is a concrete action in taking the land network benefit. The relation of visitor amount and tertiary activities (such as commercials and offices) in airport downtown is influencing one another.

Example

Workers and shoppers (who do not take any flight) visit more the area of The Squaire, Frankfurt Airport. Later, more shops and offices are built around it.

Actions

Reach: The addition of tertiary activities in the airport city area should be balanced by the addition of terminal system. The function that serves passengers that travel should be distributed even though it is outside terminal building. Facilities such as check-in area or baggage drop-off can be implemented in airport city to lower the load of terminal and increase the passenger speed process.

tertiary activity

serves terminal

105

Combination V

Ph Fg Ng Vg Vr Vh Zy

0.35 increasing private transport users

0.35 parking extension

0.35 new parking

0.35 parking automation

0.76 remote procedural operation

0.47 new individual transport to city

0.47 buffer zone

Increasing private transport users - Parking extension - New parking - Parking automation - New individual transport to city - Remote procedural operation - Buffer zone

Situation

The trend of increasing car users as a transport from/to the city, as well as new technology that has similar objective.

Interaction

The biggest side effect of private transport mode domination is the parking capacity. This will be followed by the creation of technology that support this demands, such as parking automation or remote procedural operation in car park area. Airport operators are eager to increase the parking area in the territory of airport city, as close as possible to the terminal. The tendency to apply new technology of private cars (size, system, etc.) will even give extra standards in designing parking lots.

Example

Google Driverless Cars are widely introduced in Amsterdam. The users of this type also carry it to Schiphol Airport, which later brings car park typology in Schiphol centrum to the next step.

Actions

Patch: If the parking areas do not have to be above the land, it should be as much as possible put below the ground level. Otherwise, the ground level should be easily accessible to create direct and faster connection from airport city to the terminal building.

new car park

parking extension

ground floor access

107

Combination VI

Pk Fk Nk Vx Vi Vr 0.29 increasing public transport users

0.41 transport node extension

0.59 new transport node

0.59 new shared transport to city

0.94 new infrastructure

0.76 remote procedural operation

Increasing public transport users - Transport node extension - New transport node - New shared transport to city - New infrastructure - Remote procedural operation

Situation

The trend of increasing public transport users from/to the city, as well as new technology that has similar objective.

Interaction

New public or shared transportation system can be implemented as rapid transit, automatic or special vehicles. It may require the new infrastructure if it appears completely as a new transportation typology. This new public transport system will also demand a space for a node to load and unload passengers.

Example

As public transport user increases, alternative buses from/to Jakarta city center and further cities emerging in SoekarnoHatta International Airport. Additionally, new train with a new railway is currently built to connect main station to the airport.

Actions

Reach: The most important feature to add is the enclosure between the new and exisiting transportation node. Both should serve the passengers evenly to offer different mode and fast connection to one another. Additionally, direct access to terminal is required to lower the load of existing node.

node

new transport

enclosure & mix

109

Combination VII

Do Sg Sk Vx 0.35 decreasing origin passengers

0.29 parking subtraction

0.29 transport node subtraction

0.59 new shared transport to city

Decreasing origin passengers - Parking subtraction Transport node subtraction - New shared transport to city

Situation

Origin passengers decreases, but the airport is still running for some transit flights and cargo movements.

Interaction

If the demography of origin passengers decreases, the need of car parks and public transportation node will undergo a downturn. Main users to be served are not on the landside anymore. If flight movements are still going on, attention should be put on the requirements that will support the programme.

Example

Since Ukraine has a serious political and economical condition, origin passengers that come to Kiev is decreasing. But contrary, Ukraine International Airlines still performs well and bring passengers from and to other countries they serve.

Actions

Frame: Define unused and left over spaces for other function that will benefit terminal and the neighborhood. Apart from that, terminal building should be extended and diversified for transit activities.

less public node

less car park

landscape

extend airside

111

Combination VIII

Dt Sm 0.23 decreasing transit passengers

0.06 airport maintenance subtraction

Decreasing transit passengers - Airport maintenance subtraction

Situation

Transit passengers decrease. Flight activities only run for origin passengers.

Interaction

If the transit passengers decrease and it is caused by the low performance of home-carrier airlines, there is indication that maintenance area for aircrafts will be shrinking, because this space is usually dominated by home carrier airplanes (hangars, etc.)

Example

Since two big incidents in 2014, Malaysia Airlines has taken out some of their flights, because they simply has lost their market. Passengers that come to Kuala Lumpur International Airport are carried by other airlines that mostly not based here. In results, the users of Malaysia Airlines are taken over by other International airlines and this is slowly aggravate their entire business.

Actions

Fill: Strategic thinking is needed to change the function of maintenance area. In order to help home-carrier airlines to retain their performance in the airport, there should be a programme that supports their other type of business, such as cargo, lounge and city tour.

less maintenance

home carrier space

113

Combination IX

De Se 0.06 decreasing freight movements

0.06 freight building subtraction

Decreasing freight movements - Freight building subtraction

Situation

Freight movements decrease.

Interaction

The effect of freight movement fluctuation is the amount of cargo terminal space needed. The reduction of this traffic may taken out the freight area.

Example

Since the performance of Port of Singapore escalated double, the main cargo activities are replaced by the port and the cargo movements in Singapore Changi Airport has been declining. In other hand, air traffic for passengers still running normally.

Actions

Frame: If cargo terminal is less needed, it is important to use the infrastructure that has already existed for other flight activities. This will escalate performance of the normal flights. Aircraft stands can be an alternative to redefine this space. With this, airplanes have more space for their parking and reduce the gate cost, especially for low cost airlines.

less freight

reused: stands

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Combination X

Dw Xo 0.18 decreasing workforces

0.35 new faster procedural system

Decreasing workforce - New faster procedural system

Situation

Workforce in the airport area decreases because the automation has replaced the human resources.

Interaction

Automation brings faster system in the airport. There is replacement of human to machine, because it simply easier to maintain and offer more accurate products. Automations are mainly applied in check-in, baggage handling, security and immigration. Employees who works for this part might soon be changed by technology.

Example

KLM has applied the automatic baggage handling in the departure hall of Schiphol Airport. Workforce for check-in area is drastically decreased because of this system. Most of them are moved to other sections out of terminal building.

Actions

Anchor: To retain the strong economy around the airport, new platform is needed for other new modern economy that brings closer relationship between provider and consumer, (for ex. Airbnb)

automation

new economy

117

Combination XI

Ri Xo Vc 0.12 new passenger characterisic

0.35 new faster procedural system

0.12 dedicated passenger area

New passengers characteristic - New faster procedural system - Dedicated passengers area

Situation

New passanger characteristic appears in the airport. This new type demands a specific area for their own concerns.

Interaction

New emerging user type (for ex. airline alliances, low-cost airlines and first class passengers) relates to the space that is dedicated for only themselves. Some international airports want to retain their world-class quality by not unifying normal passengers and low-cost passengers. This may affect the tendency of airport user in making space. Not few even build one complete concourse for only low-cost airlines.

Example

Since the development of AiRail (train that carry passengers from Stuttgart and Munich), passengers that are integrated with AiRail in Frankfurt Airport are put to one specific area for their own operation. The need of this space gets higher along the growth of AiRail users.

Actions

Bridge: Every dedicated space has to be linked directly to the public transport node to speed up the process of boarding both to airside and landside transport.

dedicated area

connection

119

Combination XII

Po Pt Ft Fm Zt 0.29 increasing origin passengers

0.47 increasing transit passengers

0.70 terminal extension

0.70 airport maintenance extension

0.76 accessibility in airport zone

Increasing origin passengers - Increasing transit passengers - Terminal extension - Airport maintenance extension Accessibility in airport zone

Situation

The increase of passengers in general (both origin and transit) motivates airport operators to extend the terminal building.

Interaction

In order to catch up the capacity, terminal building should follow the growth of passengers. Increasing amount of passengers also means that there are more airplane movements or bigger aircrafts in the airport. This pushes maintenance area to also expand to accomodate this enormous metabolism. Later, as the physical terminal building gets larger, accessibility in the airport zone will also be increased.

Example

Expansion of Dubai International Airport has occurred because of the increasing passengers that carried by Emirates. In result, new hangars and maintenance building for Airbus A380 are built, as well as the underground train that connects concourse.

Actions

Reach: The bigger the terminal building, the more entrance should be provided to get easier access entering terminal. By this multiple entrances and drop-offs, passengers can access their gates faster.

bigger terminal

entrances

121

Combination XIII

Do Dt Fc St 0.35 decreasing origin passengers

0.23 decreasing transit passengers

0.47 tertiary activities extension

0.18 terminal subtraction

Decreasing origin passengers - Decreasing transit passengers - Tertiary activities extension - Terminal subtraction

Situation

The whole flight activities goes down. The importance of terminal building also gets lower.

Interaction

If the entire passenger flight activities are gone (because of moved airports or traffic evolution), terminal building will not be playing as a main hub anymore. There will be a tendency to completely demolish and change the function of the area.

Example

Kai Tak Airport in Hong Kong is completely dead after the new Hong Kong International Airport is built further away on the west side.

Actions

Mix : New development around transport node will retain the economic activity even though the aircraft movements is gone. It is important to take benefit from its integrated network to catch people and investors into the area of airport city.

less terminal

new development

123

Combination XIV

Dh Sg Vx 0.12 decreasing private transport users

0.29 parking subtraction

0.59 new shared transport to city

Decreasing private transport users - Parking subtraction New shared transport to city

Situation

Private transport user decreases and new shared/public transport to city is introduce.

Interaction

Car parks will be less important if car users reduce. It will probably turn to be over capacity and some parking spaces are not used anymore. There is also tendency that replacement of car users is partly caused by an introduction of new transportation system. So that origin passengers have another alternatives to not carry their car to the airport.

Example

Since Superbus is introduced as a new carrier from Rotterdam and Utrecht to Amsterdam Airport Schiphol, car users (particularly from Rotterdam) are decreasing in the airport area and parking lot is relatively unfilled.

Actions

Patch: The integration of system inside terminal building can be implemented inside the public transport itself (for ex. immigration, check-in, etc.). This is to reduce the time in airport and to split the function even to the city around it. With this, passengers may go directly even to the gates.

less car park

new transport

transport as system

125

Combination XV

Dw Db Sc 0.18 decreasing workforces

0.12 decreasing visitors

0.12 tertiary activities subtraction

Decreasing workforces - Decreasing visitors - Tertiary activities subtraction

Situation

Decreasing visitors and decreasing tertiary activities in the area airport city.

Interaction

The amount of visitors and tertiary activities is chicken-egg relationship. But the decreasing space for tertiary activities (offices, commercials, hotels) also influences the workforce. This phenomenon does not give any direct influence to the airside, but airport city shape and its real estate will shift.

Example

Chares de Gaulle Airport City received less visitors since the new area was built on the west side of the airport. The workforce is declining since real estate is shifting.

Actions

Anchor + Patch: The removed area is potentially transformed into a local economic space to support the neighboorhood area. It is also important to provide direct access to terminal building. So that integration between airport and local area is developed more physically and socially.

dissolved economy

local take over

127

Combination XVI

Dk Sk Vh 0.12 decreasing public transport users

0.29 transport node subtraction

0.47 new individual transport to city

Decreasing public transport users - Transport node substraction - New individual transport to city

Situation

Decreasing public transport user causes the node of public transport is less important.

Interaction

Public transport node will be less important if public transport users reduce. It will probably turn to be over capacity and some space are not used anymore. There is also tendency that replacement of public transport users is partly caused by an introduction of new private transportation system (for ex. driverless cars). So that origin passengers have another alternatives to carry their private transport to the airport, instead of taking shared system.

Example

The train operator in Switzerland goes bankrupt and passengers that travel to Zurich airport with train is decreasing. At the same time, driverless cars are also applied in the city and turn to be alternative transport system.

Actions

Reach: The shrinkage of public node should be replaced by drop-off service for individual transport, especially for the new system, such as Uber. This drop-off area may also inserted by a function to speed up the procedure of getting on to the plane.

decreased node

new drop-off system

129

Combination XVII

Nt Pw Nm Nk Vi Zt 0.41 new terminal

0.65 increasing workforces

0.64 new airport maintenance

0.59 new transport node

0.94 new infrastructure

0.76 accessibility in airport zone

New terminal - Increasing workforces - New airport maintenance - New transport node - New infrastructure New accessibility in airport zone

Situation

New terminal is built as a complementary of the existing one. Along the way this phenomenon, new airport maintenance and transport node also constructed to support new terminal.

Interaction

New terminal building gives more influence to the existing condition. One of the most important is the connection for people and goods to the new terminal. Additionally, not only new maintenance area, but also new infrastructure and public transport node tend to be built next to the new terminal. At the same time, workforce also increases to support flight activities in the new terminal.

Example

New terminal 3 is currently built in Soekarno-Hatta International Airport. This new building requires maintenance area, and landside accessibility.

Actions

Anchor: The most important space is the area between the terminals. This â&#x20AC;&#x2DC;in betweenâ&#x20AC;&#x2122; land will be the biggest revenue contributor to airport operators. To support terminal operation, this area should be considered as a function that contributes the system (such as transit lounges or hotels)

new transport

new terminal

space in between

contribute system

131

Combination XVIII

Nc Pw Vr 0.12 new tertiary activities

0.65 increasing workforces

0.76 remote procedural operation

New tertiary activities - Increasing workforces - Remote procedural operation

Situation

The new tertiary activities built, it also contributes to increase the amount of workforces.

Interaction

As tertiary activities also contribute airport revenues, many airports are motivated to built more and more commercials and offices in the area of airport city.

Example

Frankfurt Airport developed the northeast airport city with some hotels and offices functions.

Actions

Bridge: The strategy should consider a comprehensive connection to the existing tertiary activities. This will create a better relationship not only within airport city, but also with terminal building and offer faster linkage.

tertiary activity

link to the existing

133

Combination XIX

Xa Ft Nm 0.12 new nonstandard aircraft type

0.70 terminal extension

0.64 new airport maintenance

New non-standard aircraft type - Terminal extension - New airport maintenance

Situation

There is an emerging technology of new aircraft design type. This will affect the maintenance space as the standard size and requirements are different.

Interaction

If airplane companies invent new aircraft types that do not fit to the existing structure, terminal should be expanded to house this new type in the airport. There is also indication that this new type will need a new maintenance space (such as hangars), if existing possession cannot support.

Example

Airbus A880, a plane with 700 passengers capacity is invented. The new triple machine and double width wings requires a new bigger gate to stand and load/unload passengers.

Actions

Frame: The new built maintenance area is supposed to be an adaptable and flexible space that is open for any change in the future.

extra maintenance

expansion plot

135

Combination XX

Vi Zy Fk 0.94 new infrastructure

0.47 buffer zone

0.41 transport node extension

New infrastructure - Buffer zone - Transport node extension

Situation

New infrastructure is built to support a transport system that is in a need. At the same time, buffer zone should be also put along the way this new infrastructure.

Interaction

The new infrastructure and buffer zone come at the same time. Buffer zone is provided to reduce bad effect of transportation such as carbon emission, noise and vibration. With new infrastructure, tendency to expand the transportation node is also occurring.

Example

Maglev train in Pudong International Airport has asked for the new specific railway infrastructure. Additionally, an 8 meter-wide of buffer zone should be added next to the infrastructure line for safety reason.

Actions

Fill: The empty buffer zone space is potentially added and filled by programmes that could help airport in managing its operation (such as solar panel, etc.).

buffer zone

filling the gap

137

Combination XXI

Ze Fm Nm 0.12 energy production

0.70 airport maintenance extension

0.64 new airport maintenance

Energy production - Airport maintenance extension - New airport maintenance

Situation

Airport operators are eager to create some energy production area around the airport city.

Interaction

The idea of energy production can be very beneficial for airport operation, especially to reduce the fuel usage of aircraft (for ex. by implementation of Taxi-Bot or preconditioned air). Energy production space will probably require extra maintenance space before the energy that has produced sent to the terminal to be used.

Example

To reduce carbon emission, Cochin Airport in India has invested 46,000 solar panels in a field next to terminal. The result makes 100% operation in this airport is run by support of the solar panel.

Actions

Reach + Mix: To not losing any energy that is created, it is necessary to have a direct flow from energy production area to the terminal building. Apart from that, the energy production can be always inserted between the buildings in airport cities, such as rooftops and parking garage.

energy production

direct flow roofscape

139

Combination XXII

Zw Fm Nm 0.12 waste treatment

0.70 airport maintenance extension

0.64 new airport maintenance

Waste treatment - Airport maintenance extension - New airport maintenance

Situation

As part of environmental motivation, waste treatment is applied in the area of airport.

Interaction

The idea of waste treatment can be very beneficial for airport operation, especially to reduce the carbon emission. Waste treatment space will probably require extra maintenance space as well as to enlarge existing maintenance building.

Example

As part of Energy Strategy 2020 Schiphol Group has the ambition to use drinking water as efficient as possible. Next to this an environmental friendly waste water treatment is preferred for the future.

Actions

Mix: The required space for waste treatment should also be enriched by other programmes. By adding another purpose, this function can be attractive space in airport

waste treatment

enrich program

141

III

VII

VIII

XIII

XIV

XVIII

XIX

XII

XVI

XVII

XXI

XXII

Illustrations of toolboxes

143

145

Chapter III Amsterdam Airport Schiphol Existing Constrains Analysis

Challenges

Future Plan

Regional Scale

Surrounding S

Analysis

Diagnosis

Diagnosis & ecommendation

Scale

Massing Simulation

Territorial Scale

147

149

Metropolitan

Conventional

Schiphol

Schiphol in Regional Context Through this scale, it is proven that accessibility of air transport generally provide more integrated system than any other types. Airport creates faster connection from and between cities in distance. From Amsterdam Airport Schiphol, despite of the distance, duration that is needed to Rotterdam Centraal is much less than to Alsemeer or Hoofdorp city center. Another example, travel time of flying from Amsterdam to Paris is the almost the same as taking a train from Schiphol to Delft. This strategic plan is generated by Schiphol position in the context of Randstad. Unlike other airport model, Schiphol is not located in the urban fringe of one city, an unwanted infrastructure. It is rather a metropolitan transit between Amsterdam, Rotterdam, Den Haag and Utrecht. 151

Haarlem Amsterdam

Leiden

Utrecht Den Haag

Rotterdam

Metropolitan Context

Metropolitan Distance

1 hour duration

Metropolitan Accessibility

MAN HAM

DUS LHR

FRA BRU 1 hour duration

CDG

Global Accessibility

MXP

153

Context In its strategic position, Schipholâ&#x20AC;&#x2122;s role cannot be separated with other industrial and logistic district in the same region. Alsemeer Flower Auction, Rotterdam Port, FloraHolland, Naaldwijk and Westpoort Amsterdam represent the logistic and office nodes that are mainly to be connected by Schipholâ&#x20AC;&#x2122;s network. At the same time, Schiphol has given centrality & accessibility and become a catalyst for the surrounding development such as Hoofdorp, Aalsemeer and Amstelveen. The fact that airport tends to grow more, pushes these district to be able to deal with environmental effects.

Corridor Not only to cities, Schiphol has important position to the other airports in The Netherlands: Rotterdam, Lelystad and Eindhoven. Especially referring to the fact that Lelystad airport is soon to be develop further as low-cost airlines hub. This network creates a strip with an economic valuable ground so called airport corridor (Schaafsma, Amkreutz and GĂźller, 2008). Zuidas is the perfect airport corridor example as it concerns the area between Amsterdam city center and the airport with its infrastructure and real estate.

155

Sydney

New York

Los Angeles

Dubai

Shanghai

Madrid

Sao Paulo

Berlin

Amsterdam Amstel Zuidas

Schiphol Haarlem

Amstelveen

Utrecht

Ams. Arena Hoofdorp Den Haag

Frankfurt

Basel Rotterdam

Antwerp Brussels London

Paris Bus

Marseille

Car Train Plane

Multimodal transportation to reach Schiphol

Challenges As airport grows to be new centrality in metropolitan and regional scale, it is important to take benefit from integration of airports and cities to improve regional system performance as Salewski et al., (2012) described. Future demands will not only come from the big cities that the airport serves, but also relation to the surrounding neighbourhood. Airport city, as the urban fabric with direct relation to airport is taking large portion in this system. Therefore, progressive conceptual plan that indicates complex interactions has to be developed within metropolitan context.

157

159

Schiphol in Surrounding Context Schiphol Area is a unique urban composition. It consists extraordinary components and their uncommon relations which urban designer should deal with. There are multiple business and logistic zone in the area, both airport-related (logistic) and non airport-related (business park). Distribution of these parks are clustered in two different types: the north for business parks and the south for logistic parks. These sites are mostly located in the structure that connects airport to city. It reveals that there is a high dependency on the existing networks, more importantly for airport-oriented trade. Additionally, according to Kasarda and Lindsay (2011), one of the key success of economic development was the existence of innovative cold logistic chains. This housed the export of fresh flowers and vegetables as a main Dutch exports commodity. 161

Structural Map To be able to understand the structure of Schiphol area, a reductive map is produced in the analysis process. One of the important discoveries is the existence of strong centrality in Schiphol downtown. This dense and small piece of land is unfortunately not serving the district surrounding. It is rather a part of airport, which only provide passengers an unlimited shopping point. Physical barrier and lack of connection between airport area and its neighbourhood are the indication of this phenomenon. A very limited Schiphol downtown area causes development of business and logistic area extends to â&#x20AC;&#x2DC;outside the fenceâ&#x20AC;&#x2122;.

Environmental Footprint From the map, the obvious boundary around airport infrastructure regarding environmental footprint such as noise and safety is revealed. The map give us clearance between with non-housing building area, non-human activity area and no-building area. Since only few buildings are allowed to say within this area, it somehow has created a physical strong gap between the airport city and aerotropolis of Schiphol, embodied limited interaction. Within these particular locations, the task of urban design is very sensitive and need more intensive utilisation, as what is required in the vision of Randastad 2040. 163

Airside Future Plan The Dutch Ministry of Infrastructure and the Environment permitted current Schiphol to increase the number of air traffic movements to 510,000 in 2020 (438.296 in 2014). Some developments will start if the escalation of air movements reach their limit. According to Burghouwt (2007), Schiphol has planned to add two additional runways for the future (one parallel to Polderbaan, one paralell to Kaagbaan). Moreover, second terminal was also a strategy to catch up with increasing passengers, as well as transit city that will connect it to the existing terminal. However, this plan is still put on hold as many actors do not see it necessary.

Landside Future Plan On the landside, some real estate developments are on going much faster than the airside. These business and logistic parks are initiated and organised by SADC (Schiphol Area Development Company). The main six planned projects mainly sell the great connection and infrastructure as well as airport direct relationship.

165

Development Effects: One Terminal If Amsterdam Airport Schiphol decided to densify more and more in one existing terminal, it is indicated that there will be some extensions to the outer side of programme that is currently in the zone of airport downtown. This happens because the limit of Schiphol downtown is very obvious and the less valuable building such as logistic and cargo will be taken out. Apart from that, the centrality character is going to be more significant for the area. This will raise a question of integration and connectivity with airport neighbourhood.

Terminal 1 Future Plans. Source: http://benthemcrouwel.com/assets/ uploads/2013/07/Schiphol-5.jpg, accessed 02-01-2016

167

Development Effects: Two Terminals The effect of building two terminals will be more influential and fundamental for some aspects. The second terminal will require more infrastructure for its accessibility, including new entrance for multiple transport modes. The big effect is the relation that should be made between terminal one and two. It needs to provide airside and landside access at the same time, for people, goods and vehicles. Apart from those, new development of new terminal will also environmentally affect the north side: Badhoevdorp. Noise, safety and carbon emission are mostly factor that will be under consideration and evaluation for this.

Terminal 2 Future Plans. Source: https://www.youtube.com/ watch?v=gH4u57vapGU, accessed 02-01-2016

169

Recommendation: Relation to Future Plan Given the constrains of future development plans, airport downtown urban design should refer to the big future scheme, regardless a short or long objective. The vision of Randsatad 2040 to strengthen the â&#x20AC;&#x2DC;cash corridorâ&#x20AC;&#x2122; should be managed and supported by current urban design. To do this, connection from existing airport downtown to the transition plot in the north is an important strategy even though limitation of development is forceful.

Recommendation: Relation to Neighborhood Currently, the relation between Schiphol downtown and Hoofdorp is performing very low. Zwanenburgbaan runway and A4 Highway have divided these built environments to behave as two completely different systems now. Even though SADC plan tries to densifiy available lands around Schiphol territory, the missing link between terminal area, that contains airport city, and areas outside the fence will still pervaded. For this reason, strategic thinking to fill the gap is required as this cutting line is protected by safety regulations.

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Recommendation : Accessibility Apart from building development, Amsterdam Airport Schiphol has a plan to build new metro line to the terminal, connected to the existing metro in Amsterdam center that is already running. This means, not only dedicated space for a metro station, future plan of airport city needs to have ability to adjust itself for new entrances and infrastructure that might intervene existing structure. Multiple entrances can also open opportunity for better economic and social exchange, both to surrounding environment and bigger regional context.

Recommendation: Energy production space Looking back to the airport area with forceful rules and building regulations, we can re-think and still use this space for function that can serve airport and its vicinity. The idea of energy production development at the no-building areas is widening possibility of independent aerotropolis, to support less fuel usage and sustainable procedure in the airside of terminal. As we know that advance operationals for airplane such as aircraft tractor and pre-conditioning air are in the need of energy supply. These could be spaces for solar panels field or any other form, as there is little possibility of human complains about how do they look.

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175

Schiphol in Territorial Context There is only one type of urban block within the site of airport downtown in Schiphol. Most of the buildings have large footprints, compared to the majority urban blocks in common cities and its surrounding, such as Hoofdorp and Aalsemer. More importantly, all of them have direct access to the main road that also brings them to the terminal area. Additional features in Schiphol downtown can be seen through its growth history. Not only skin, ornament and infill development, Schiphol also undergoes programmatic and physical change in volume addition. However, the U-shaped airport model that Schiphol has, raises the consciousness of a limited land they can build for the future airport city. It arrives to the dilemmatic situation when the real estate is highly valuable, but development of new features should follow multiple restrictions, horizontally and vertically. 177

Amsterdam Airport Schiphol Profile (Schiphol Group, 2014) 2,787 hectares area 5 runways 90 gates 7 piers 319 destinations 55 million passengers 438,296 aircraft movements 50% KLM flight 31% passengers on business travel 40% transit passengers 34% Dutch 39% travel with public transport 26% dropped-off by car 14% parked car at the airport 9% taxi 8% group transport 3% other 65,000 employees 31% female 46 years old average 1.6 million tones of cargo 26% waste separated 2.7% energy efficiency 88% occupancy real estate 43% revenue from non-aviation 86% punctual arrival 79% punctual departure

Schiphol Airport, Source: hSergey Shilov. Flickr. https://www.flickr.com/photos/ bulkatilovo/, accessed 09-01-2016

179

Together with the aircraft movement, passengers and network growth, physical airport downtown of Schiphol has evolved through times. Additional terminal building is running in parallel with urban fabric expansion around it. It turned out that the terminal was not where the current airport downtown formed in the beginning. Only after 2002, when Schiphol Plaza and first generation of WTC were built, the significant airport city progress was seen.

The growth of Amsterdam Airport Schiphol

The fact that physical development growth is always higher than passengersâ&#x20AC;&#x2122; growth explains airport operatorâ&#x20AC;&#x2122;s desire to get extra revenue from real estate investment. In 2012, offices that have no relation to aviation, like Microsoft, enlivened the site. However, development of airport city in Schiphol acts like urban infills and very much controlled by the roads.

181

Masterplan for Schiphol in 2000. Source: http://benthemcrouwel. com/?s=schiphol#schiphol-airport-1521, accessed 09-01-2016

Masterplan for Schiphol in 2008. Source: http://www.kcap.eu/en/projects/v/ schiphol_airport_masterplan/387f, accessed 22-11-2015

Future Plans In 1988, Benthem Crouwel Architects and NACO took the project from Schiphol group. Later in 2000, they come up with the masterplan design of Amsterdam Airport Schiphol 2020, including the new metro line, new piers, some entertainment and leisure functions on the landside. Later in 2008, KCAP completed the masterplan with more specific building blocks outcome that almost look like what is built now, like the new Hilton Hotel (designed by Mecanoo) that was opened in the end of 2015. The map below is drawn to summarize the future plans. As we can identify, Schiphol Group is still putting their concern to the development in the existing terminal, as there are still unbuilt plans for the airport downtown future.

183

Landuse Functions that dominate Schiphol downtown can be categorised into six types: 1. Terminal-related, mostly supporting air transport activity, 2. Car park, with 35,000 parking capacity currently, 3. Commercial, the most essential part, which only centralised at Schiphol plaza, 4. Hotels, mostly developed in the first ring of the downtown, 5. Offices, with variety of airport-related and airport-oriented, 6. Logistic, located next to the airside and less important position in the airport downtown. The current situation mixes the center of commercial, transport hub and parking facility at the same focal point, embody a very high concentration. The extreme degree of centrality in this scale is representing its larger scale.

Green The downtown area of Schiphol also contains green structure that constructs patches within this area. It also plays as a buffer for noise and carbon emission. From analysis and site visit, it is known that there is only less than 50% of it is accessible. Accessible is in terms of ability for pedestrian to step on it. The rest are mostly space between highways or a transition between asphalt and pavements. There is only one green space that is dedicated to be an open public space, that is the field between World Trade Center and citizen M hotel. But unfortunately, this space is somehow hidden (blocked by parking garage) and access to it is very limited. For this reason, this space seems to be abandoned.

185

Fragmentations Act like a city, the spatial character and image of Schiphol Centrum is divided into five clusters. They are terminal cluster, hotel cluster, hybrid cluster, offices cluster, logistic cluster. It can be seen that the fragmentation dividers are the roads, the heavy infrastructures with 4-5 lanes. Even though some attempt to build connection between cluster such as a bridge from terminal building to Sheraton has been managed, but the entire area still loose its unity. The more outside the location of the cluster, the less interconnection it provides, so does occupation. This principal makes airport is still running as a ‘place to go’, not ‘place to be’.

Accessible Interior: Nolli Map By analysing the Nolli map (outdoor that goes indoor) of the street and public space inside the building, it is discovered that most of accessible building parts (apart from the terminal building) are parking areas, which are not the most desirable ones. Passengers who leave their cars in remote long-period car park has to slash those parking buildings to get a faster route to the terminal. In the other hand, office and hotel buildings are partially accessible, only on the ground floor. Meanwhile, logistic buildings do not allow access for any public use; most of them are even fenced.

187

Centrality Schiphol Plaza is the most essential part that accommodates commercial, recreational and work needs. The clear distance from southwest logistic area is about 1.7 kilometers. For this reason, workersâ&#x20AC;&#x2122; mobility to reach Schiphol Plaza is provided by public buses. The centrality map generates the tactical thinking of how the existing center and the working area relate in forming the more integrated environment. Even more, how do they become receptive and open to unforeseen phenomenon of next development.

Low Spatial Quality 1. Relation to buildings; Visual and physical engagement to the buildings are very low. The only accessible ground floor are car park functions. 2. Relation between buildings; Functions and buildings are running separately and gaps that divide them become unwanted and dead spaces. 3. Variation of programmes; To envision the area as a city, variation of programme should be increased in order to provide more services and users. 4. Portion of infrastructure; One of the main reason of urban realm in airport city is the high percentage of heavy infrastructure compared to the accessible part. 189

Street View in Amsterdam Airport Schiphol Downtown, Source: Google Street View

191

Zooming in to the more architectural scale, a study was to tested out the additional density. It is necessary to be done, as the dynamic of the area is considerably high. A spatial outcome tests were done with the assumption of double amount of floor space is built below 45 metershigh (requirement of building in Schiphol Centrum). The exploration was also done under options of 100% preserving the existing building and 100% demolishing them.

193

100% preserved Densify

100% preserved Dig

100% preserved Expand

100% preserved Floating 195

100% demolished Concentrated

100% demolished Voids

100% demolished Village

100% demolished Periphery 197

The massing study also discovered buildings with high and low value for Schiphol Group. The following diagram give a recommendation which building preferably stay, replaced and densified. The WTC hybrid buildings and Schiphol Plaza are currently the front liners of entire site. To get more revenue and relation to the terminal building, this should be executed to be a more desirable zone for passengers, workers and visitors. Meanwhile, Both Hilton Hotels could stay as both represent the heritage importance and forward-looking of Schiphol.

199

Amsterdam Segmented

Barcelona Courtyard

201

Hong Kong Hyperdense

Bangkok Large block

203

Valencia Beneath

Chicago Landscape

205

Chapter IV Design Implementation Regulations

Agent-Based Simulation

EntrepĂ´t

Users target Design toolbox implementation

1st order design

2nd order design

Mobility Flow Final Design Materials Larger Strategy

3rd order design

207

Projections

Turning left for the Zwanenburgbaan, Source: Eelco Kruizinga. Flickr. https://www.flickr.com/ photos/eelandco/, accessed 2-05-2016

Complimentary

Preference

1st Order Design As we have indicated in the typological analysis, Airport Cities are operating as ‘service’ cities. This is the biggest reason of an uncertain future development in airport cities. The idea is to change this single and forceful relation between terminal building and airport city to be more in complementary, or in other words, adding another purpose to airport city. The purpose that added might be diverse for every airport, according to its context. In Amsterdam Airport Schiphol, this concept is potentially to be applied as a tool to create ‘preference’, as its geographic, economic and programmatic situations also increase this probability. With this implementation, airport city of Schiphol Airport will not only serve terminal building and aviation activity, but also can be beneficial for airport operators. However, creating preference through airport is a complex theory, since the intention to travel has never come up with it. Passengers are in one specific airport because they simply have to be there, or they fly with an airline that flies via their airport hub. This should not just be comfort or experience improvement, but rather a programmatic revolution. To create travel preference in Amsterdam Airport Schiphol is to introduce the “Entrepôt”, a space of the world. 209

EntrepĂ´t: Borderless Airport City EntrepĂ´t is the new form of interaction that acts as an opposition of classic social organisation, in which coexistence and proximity between people and built environment are established in the notion of territorial and political trends. 211

The main idea of Entrepôt is that the future of Amsterdam Airport Schiphol is developed to be a world transit, a house of every country. By doing so, home carrier airlines, such as KLM is also triggered to expand their network development and eventually bring passenger to not only getting to The Netherlands, but also connect Dubai to New York, Shanghai to Sao Paulo, even Iran to Tel Aviv. It also tries to criticize political procedure of low-privilege countries in the ability of entering places. Though currently we are already able to go to many places all over the world without such regulations to enter, the welcome is only permitted in the front of the door, inside the airport building and under condition of a ‘next flight’ possession. In other word, a transit. The twist is to transform airport city in Amsterdam Airport Schiphol to be the first exchange center of the earth, more than just European preferable airport.

In reaching the long-term goal, spatial planning of airport downtown should provide programme and function from both airside and landside. This synergy escalates the idea of creating relationship between terminal and surrounding area to be beneficial for The Netherlands and the rest of the world. The intersection point of the terminal building and downtown sections is essentially a â&#x20AC;&#x153;third spaceâ&#x20AC;?, which takes the interest and becomes the explorative zone. Additionally, the conventional model of function separation in landside and airside, as the result of sterile-unsterile selection, is also necessary to be re-thought. Because next generation of Schiphol airport city is about the relation between land transportation node, terminal building and other facilities that have direct contact.

EntrepĂ´t

213

shared

Unsterile

Sterile

Unsterile

EntrepĂ´t

Sterile

The critique is that architecture and urban environment of airports that promote rough border between ‘sterile’ and ‘unsterile’ are still pervaded. This is the reason why most airports are struggling to perform such a complex system in a single architecture, even though they are already working as a city. The new concept, Entrepôt, is deterritorialised city and its basic structure is the network of technology. The purpose of new built airport city should redefine security and flexibility in the same level of spatial effect. To do that, mapping of airport user will indicate which type could move where clearer, more specifically the relation to space accessibility. So that future Schiphol Airport City will evolve to be an area that is formed not only from flight passengers’ perspective, but also people from the city of Randstad. Entrepôt plays as a space where opportunity is introduced within a massive mobility system, specifically in the multimodal transportation structure of Schiphol Centrum. By establishing an active grey area, the future of travel is redefined. There will be multi-purpose programmes that would begin and arise in the Entrepôt area.

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business Source: https://petephoenix.wordpress.com/2012/05/26/planetarystations-illuminated-by-degree-symbolism-pt-3/, accessed 14 Mach 2016

relationship Source: http://blog.ng.jovago.com/10-wierd-people-you-meet-at-themuritala-muhammed-international-airport-935, accessed 14 March 2016

For example, international meeting will be seen differently, because this space not only allows local, but also global offices (such as Microsoft, Facebook or Google) to have their face-to-face meeting without having problem with visa. Events space will also potentially give impacts, to city and airport vicinity. Within the EntrepĂ´t, the audience could completely be anyone, from any country. This will be an alternative to remove the loud event function from the city,

concert Source: http://theodysseyonline.com/longwood/6-john-mayer-songs-tosoothe-the-soul/294939, accessed 14 March 2016

family visit Source: http://www.montrealgazette.com/opinion/editorial-cartoons/ Gallery+Elenor+Diaz+story/4036662/story.html, accessed 14 March 2016

as airports do not require loads of quiet concentration, and it symbolize language barrier. Without trying to break any political decision, EntrepĂ´t rather offers possibilities of short individual contacts. It could be a meeting location for relationship between Israeli and Persian who are not able to meet in each other country, or simply a family visit of a Chinese student in The Netherlands, for instance. 217

flower auction Source: http://kudelstaart.straatinfo.nl/fotos/the-dutch-flower-auction-ataalsmeer_205878/, accessed 14 March 2016

launching Source: http://www.mobileindustryreview.com/media/TimCook-Apple-Keynote.png, accessed 29 March 2016

Another prospect users are the costumers of Aalsmeer Flower Auction, which come from different countries in Europe. This typical Dutch daily activity could be accommodated in the area of Schiphol in order to expand the flower business trade. Private events, such as wedding will provide ease for international acquaintances that would come and go without staying. Hence, no visa is required. The same principal

wedding Source: http://www.pureblisswedding.com/2014/12/top-6-gay-weddingvenue-ideas/, accessed 14 March 2016

leisure Source: https://nl.pinterest.com/pin/261208847107750793/

will also applied to the company conference or product launching. iPhone 7 would be released more widely to the world in the EntrepĂ´t area. It will give opportunity to any business to expand larger. This fact will eventually trigger local business in the area of Schiphol to widen their market. By these new constructions of international relations, Schiphol will turn into an airport that is preferred by travellers. It will also impact hub airlines (such as KLM) to be picked to fly with. 219

worldwide Microsoft meeting

business romance between Iranian and Israeli

relationship

John Mayer worldwide concert tour

public event

transit from Mumbai to Los Angeles

leisure Flower auction in Aalsmeer (FloraHolland)

local trade Chinese student in TU Delft

family visit

Dutch Wedding and international friends

private event

Generally, EntrepĂ´t gives many possibilities to happen: another type of relation between global and local. New kind of programmes emerge to build complimentary co-existence with city and airport vicinity. With this advantage, airport city of Amsterdam Airport Schiphol is expected to be preferred by travellers, eventually will give another purpose to the airport itself and break served-service relation. The diagram illustrates how large will the space needed for each programme. This will help the design process to figure and calculate the quantity of the space, even though it is still diagrammatically on this stage. It can be concluded that there are five main programmes target to construct physical design of EntrepĂ´t. They are public events (outdoor), private events (multiple indoor rooms), commercials, leisure (hotels and hostels) and offices (permanent and temporary). From this point, these programmes could be expanded further according to the specific needs. For example, commercial sector need more cafe and restaurant on the ground floor to provide space to meet and easy access. Commercial could also be defined as a local market that will be initiated by people who lived around Schiphol on particular days. Layout and configuration of programme will be determined on next step.

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5 Europe

3 North America

2 Middle East

2 South America

4 Asia

1 Africa

1 Australia

Air Traffic Global Growth Source: Amadeus

EntrepĂ´t is an excellent purpose for Schiphol, because this concept is supported by multi scalar context and condition of Amsterdam Airport Schiphol itself. Through the flight route growth in the world, It is seen that European air has a strategic position, because it is located in between America and Asia. It also possesses some busiest intercontinental flight routes, such as New York-London, Dubai-London, Paris-New York and Singapore-London. Schiphol will not only capture the flight in between European local market, but also intercontinental travel between Asia and America that potentially pulled into Schiphol as a world transit hub. In addition, even though Asian passengers have been partially shared by Middle Eastern Airlines, the emerging Gulf Airlines (Emirates, Qatar and Etihad) will not take over passengers between Europe and America, considering the logical route. Instead, their growth will help the purpose of Schiphol EntrepĂ´t for Asian passengers by giving more option to fly from.

LHR 74.9 mil AMS 58.2 mil CDG 65.8 mil

FRA 61 mil

MUC 40.9 mil

IST 61.3 mil

MAD 46.8 mil

FCO 40.4 mil

national

international

In European scale, Amsterdam Airport Schiphol has been serving more percentage of international passengers flights than its competitors (Charles de Gaulle Airport, London Heathrow Airport, Frankfurt Airport, Munich Airport, Adolfo Suárez Madrid–Barajas Airport, Leonardo da Vinci–Fiumicino Airport and Istanbul Atatürk Airport). This fact is brought by the size of country itself, which has less local passengers compared to other European country. At the same time it also represents Schiphol readiness to serve better and bigger international passengers in the airport. Entrepôt will be an extra tool that global programmes will be effectively implemented here. In addition, Sky Team affiliation between KLM and Air France even brings it to the next level. Schiphol has given four extra runways at Charles de Gaulle Airport in Paris and potentially enlarge the business to share and transfer passengers between these two big airports. 223

Amsterdam

Leiden

Utrecht Den Haag

1 hour duration

Rotterdam

actual distance perceptual distance

The concept of EntrepĂ´t is also supported by its position in regional context. In the scale of Randstad, EntrepĂ´t will contribute to strengthen the structure of the region. Instead of centrality, Schiphol Centrum will transform into a space of mobility pocket, a shared functions for the world and the cities of Randstad. The proximity and accessibility from Schiphol to big cities such as Amsterdam, Rotterdam, Utrecht and Den Haag form an integrated network that works economically beneficial and provides a complete connection. For this reason, a shared function, such as event or international business trade or national-scale event are clearly feasible. To even create more successful airport city, the function in the area should complement with functions in cities, rather than competing each other.

exchange

Considering the existing business function and future plan of the neighborhood around Schiphol Airport, EntrepĂ´t is an addition to complete the image of Aerotropolis. It is a relevant programme to enhance business and industrial park in Airea and airport corridor between Amsterdam and Schiphol Airport. Business expansion opportunity is expected to evolve within the intersection between different business types. Moreover, It is also relevant to be transformed as a space that the surrounding area can take benefit from: an exchange center between the landside and the airside. Together with the international business park growth, local scale industry around Hoofdorp, Aalsmeer and Haarlem will expand faster. In the smaller scale, the new space is compatible to enlarge the centrality in Schiphol Plaza, physically and structurally.

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Schiphol Plaza, Source: CruisAir. https://www.flickr.com/photos/ cruisair/2818056145, accessed 28-03-2016

2nd Order Design The 2nd order design task is to put the conceptual and abstract idea into the space of Amsterdam Airport Schiphol, but still give rooms for flexibility, according to the scenarios. So that a spatial framework will close the chapter: list of regulations to guide the design in achieving the image and function as the first order goal. The main reason to not directly jump to the specific design in the site context is to give comprehensive scheme that is able to be adjusted by any trends and scenarios of airport evolution. Thus, the core quality remains the same; even though the form can be varied. To start, it is important to decide location and important elements of the EntrepĂ´t. Considering the site context, the area of the existing World Trade Centre in Schiphol Centrum is substantially important to implement the idea, as location of the EntrepĂ´t should serve better the two target contexts (the city and the terminal building). Within one zone, the control of security is developed better. 227

01. existing single border system : sterile- unsterile old model

entrepĂ´t

02. entrepĂ´t zone dedicated third space between landside and airside. simple security control

cars train bus

03. transport node the area that should not be accessed by airside users.

access

wide-body aircraft gates

04. entrepĂ´t entrance logical entrance location for airside users, as widebody aircrafts that carry international passengers also stand at northern gates

229

05. further gates to give easy access for the southern gates

06. shortcut to connect both side in order to also decrease the walking distance from Schiphol plaza

07. loop terminal the terminal building embraces the landside

08. existing building the business function on the west could be blended with the new entrepĂ´t area

231

123,800 Sqm in Various Urban Fabrics

75% built WTC Schiphol single cluster

In the area of WTC Schiphol Centrum, though there are still some space left open, offices tower with car park podium are dominating the land coverage.

30% built Museumplein Amsterdam void-solid

Urban composition in Museumplein combines traditional urban blocks with open spaces in between for event programmes.

60% built Kop van Zuid high density

Different model and density is shown by built composition in Kop van Zuid. Built forms are determined by the double corridor with height variety.

70% built Beijing Stadium single building

Through Beijing National Stadium, 120,000 sqm land is transformed into a single structure which accommodate 91,000 people, not including the area around it.

5% built Platz der Republik Berlin voids

With only 5% buildings, Platz der Republik in Berlin becomes a large urban voids. If we assume 4 persons per square meters, it will result almost 500,000 people can stand on its ground. 90% built Dubrovnik, Croatia traditional structure

Meanwhile, Dubrovnik illustration of how the maximum coverage is executed with a low density. This composition created alley-like circulation and small-scale proportion that bring intimacy. 233

01. shortcut

02. larger space

03. loop terminal the loop connects passengers and goods from north to south side, including PRT or any new internal transport application.

underground

hybrid

04. alternative moved and enlarged parking space underground.

05. diversify the existing parking building is expanded and transform to serve future transporation node, parking and commercial public function.

Transbay Transit Center, San Francisco

Canary Wharf Crossrail Station, London 235

06. EntrepĂ´t border

landside airside direct contact

07. entrances

efficiency

profit

efficiency + profit

08. axis axis is created to retain high travel speed and efficient mobility

business leisure

commercial

09. programmes event

business and leisure blend with existing buidlings. event space is placed close to the public node to distribute users from city

10. enclosure 237

weather protection

landmark

security control

human proportion

sectional concept

Barcelona Flea Market. Source: http://www.designboom.com/ architecture/david-cardelus-captures-twisted-roof-of-barcelona-fleamarket-11-26-2013/, accessed 28 March 2016

The image of Entrepôt appears as a ‘refreshment’ from airport megastructure and carbon-concentrated environment that create urban stress. Spatial implementation of this quality is to provide outdoor human-scale architecture, to resemble a city life and walking comfort. Through this friendly proportion, people could relate their experience to a public space in regular city. However, there should be optimal usage of the main axis to ensure an efficient and effective traffic flow.

Mac Forum Munich. Source: http://www.familie-sterr.eu/2015/08/lukasirmler-slackliner-im-munich-airport-center/, accessed 28 March 2016

Antwerp Theater Square. Source: http://www.publicspace.org/en/works/ f116-theater-square, accessed 28 April 2016

The enclosure, at the same time, adds a spatial clearance and protects the users from any weather. It also unifies building blocks below and gives a landmark language in Schiphol Centrum. The form might be iconic, but principally it is important to let outside air goes into the area below the enclosure structure by lifting a large roof system without hard wall or column. Some example like Mac Forum in Munich Airport or Flea Market in Barcelona can be taken to show the spatial effect that is wanted.

239

border-2 (for landside)

passenger type

gate positions

airside

simulation input arriving passengers

transiting passengers (only access airside and entrepot)

Agent-Based Simulation Since the ground floor structure is an important principal component, the main axis for circulation should be design in certain way to promote both slowness and speed. Opportunity to create mobility pocket (where users stay) should be complemented with a consciousness of retaining fast access, a remarkable note in designing airport area. NetLogo is a tool to showcase agent/ user behaviour by creating spatial rules. By setting different input for each axis, we will get different results based on number of passenger type, and position of gates.

entrepĂ´t

border-1 (for airside)

entrepĂ´t density

airside density

lanside density

landside

visiting passengers ((only access airside and entrepot)

departing passengers

density result from simulation

By looking at density and user type domination, strategic planning of urban fabric and composition can be done according to the character of each axis. Which corridors should give travel speed, bigger capacity and revenue are indicated and become guidelines for further design step. As seen below, eight main axis between two gates for landside and airside are being called out and analysed.

241

before simulation identical axis

There are no EntrepĂ´t area for this axis. It is purely a direct contact to provide quick access to the airplane. This should be kept with additional capacity on the landside as demanded.

EntrepĂ´t density : 0 direct contact

airside

landside

density

EntrepĂ´t density : 3.6 profit-oriented

With relatively high density and few travellers user, this axis could be transformed as a profit-oriented corridor for airport operators. Spatially, many forms of pockets and distractions can be maximised here.

EntrepĂ´t density : 0 direct contact

Similar with the axis number 1, the only important action is to keep the quality of the direct access between landside and airside.

EntrepĂ´t density : 3.97 efficiency

This corridor will have biggest density of both side visitors and travellers. Therefore, distractive programmes should not be placed here. Clear visibility and short perceptual distance is the most important image here.

243

EntrepĂ´t density : 2.06 blur

According to simulations, this corridor results low density and user value. For that reason, this axis can be blurred and somehow hidden in the structure, instead of a straight strong line.

EntrepĂ´t density : 3.31 unseen

Even though the result of simulation shows certain level of importance, but most users on this axis are not from gates, but rather those that bumped into. Since there is no urgency of speed, corridor could be formed as larger lose space.

EntrepĂ´t density : 2.53 airside shortcut

Because of a high density of travellers, this corridor should establish high clarity and efficiency. Hence, it has another value as a shortcut of airside users.

EntrepĂ´t density : 1.9 crossing programmes

This corridor does not connect gate to gate. It plays as existing memorial axis that will contribute connections between various programmes on the site.

simulation result circulation hierachy 245

Sufficiency

Alienation

Obsolescene

2nd Order Design in Scenarios As discussed in previous chapter, the dynamic of Airport City and the factor of evolution will be performed in development scenarios. With scenarios, the list of toolbox that was created by combinatorics system could be incorporated in design process. As will be seen, toolboxes are applied in each scenarios as a component that is important to be used before going to the 3rd order design. Different design input such as passenger number, aircraft movement types and programmatical addition will give different design toolbox to be used in the next step. There will be one main toolbox for each scenario with three other toolboxes that construct them, as well as a common toolbox that appears in three scenarios.

Scenario 1 : Sufficiency

passengers the growth assumes 60% aircraft movements are hub movements (almost similar as current condition).

aircraft movements

terminal office commercial parking transport node hotel

1.5x 3x 4x 2x 3x 2x

programmes

design toolbox

XII

The first scenario shows the option if Amsterdam Airport Schiphol is still under exponential growth of passengers, but it still stays with single terminal building. Meanwhile, The growth of Eindhoven and Rotterdam-The Hague airports are also in constant. This condition causes the large expansion addition of terminal building, as well as other programmes on the same site. 247

Scenario 2 : Alienation

passengers the current terminal building will still be expanded, but the intensity of other programmes addition are less demanding than the first scenario. aircraft movements

terminal office commercial parking transport node hotel

1.3x 2x 3x 1.5x 2.5x 1.5x

programmes

design toolbox

XVII

XVIII

With the large growth of passenger number, in the scenario 2, Amsterdam Airport Schiphol decided to build the second terminal in the north area (it houses 25 million passengers in 2045) . By adding new terminal, the existing airport could focus on serving 90% hub passengers (Skyteam and Dutch Airlines). This decision will support the role of EntrepĂ´t that will be executed in the existing area.

Scenario 3 : Obsolescence

passengers total passengers is 130 million in the three scenarios. But distribution of this passengers are different on each.

aircraft movements

terminal office commercial parking transport node hotel

0x 3.5x 8x 1.5x 3x 2x

programmes

XIII

design toolbox

VII

XXI

The extreme scenario is assuming the decrease of passenger number in Schiphol, because of the distribution to other airports such as Eindhoven, Rotterdam-The Hague, Lelystad and Hyperloop. That is why new programmes to replace the low need of travel are introduced in Schiphol Centrum.

249

VI I XII

XII

Design Toolbox Implementation to 2nd Order Design. Scenario 1: Sufficiency If Amsterdam Airport Schiphol stays in a single terminal building under exponential passenger growth, an explosive physical enlargement is an obvious requirement. According to Lexicon, the most important design toolbox is to build extra entrances. These entrances to terminal building acts at the same time to reduce walking distance to gates, provide functional centrality and better passengers distribution. The upgraded process system inside terminal also becomes one indicators of future design in this scenario. Faster procedural system such as automation will balance the passengers increase and available comfortable space. To even enhance more, it is important to expand these advance functions outside terminal building, especially public transport node vicinity, in this case, Schiphol Plaza. The expansion of check-in, baggage drop-off, or immigration to this area would provide earlier service for public transport users. Another assumption is the emergence of new public transport type (metro, Superbus or special vehicles). These trends will be also applied to scenario 2. Therefore, urban design toolbox (enclosure and connection to existing node) will appear in the second scenario. It will expose the usage of parking garage in a form of massing enlargement. The new public transport node is blended with hybrid programmes of the building in order to serve users extensively. 251

XII

XVIII

IV VI

XII

XVIII

Design Toolbox Implementation to 2nd Order Design. Scenario 2: Alienation In the second scenario, the most important and significant trends are the development of terminal two in the north side of existing Schiphol land. It will be a complete remote terminal building that is connected by train and bus system. To add future value and revenue, strategic design action should be located in between two terminals. Its prospective location will gather users not only from cities but also airside. Extension terminal function such as check-in, baggage drop and immigration service should also present in the area of design. This is to retain the speed quality and cut down the stress of long travel procedural inside terminal. Vital locations for these functions are determined by axis intersections, while it could also attached to the building. Apart from hybrid transformation of parking garage that appeared in the first scenario, building bridges becomes another design toolbox to create integration between programmes. The trends of new building development in available land require user connection, in order to increase perpetual accessibility because of physical stress from infrastructure around airport area. 253

VII XXI

IV XIII

XIII

VII

XXI

Design Toolbox Implementation to 2nd Order Design. Scenario 3: Obsolescence The extreme trends of passengers decrease in Amsterdam Airport Schiphol will bring the airport programmes into something else. The high level of connectivity in land transport should be used as a strong factor of future strategy. Once the travel needs gets less critical and behaviour in the area of airport has changed, existing public transport node is potentially re-branded to deliver new programmes within the concept of transit-oriented development. However, the situation is also opportunity to encourage local people surrounding the airport to contribute further. For this reason, local accessibility should be increased. By that, attractiveness of future programmes is later improved by involving new stakeholders. Design toolbox of reduced parking garage and maintenance area will provide extra space for local and even airport operators to re-think and re-develop these available lands. Energy production and public open spaces could be alternative forms to establish these area. 255

Amsterdam Street, Source: Zed The Dragon. https:/https://www.flickr.com/photos/ zedthedragon/14756463211/, accessed 2-05-2016

10 m

3rd Order Design The difference between second and third order design is a precision level. If the first order design can be applied to other airports and second order design can be applied to other scenarios, the third order design is a unique execution to one particular site and scenario. In this chapter, design is given specifically for one scenario (Scenario 2). Form, quantity and material are illustrated in a conceptual model. Design rules and regulations from 2nd order design will help the development process of EntrepĂ´t spatial form itself. As indicated in previous chapter, main axis location and spatial effects becomes certain frameworks. The ground floor of design area will be seen as an empty land as the parking garage is moved underground. The amount of programmes and built shape is defined through assumed situation and parameters. 257

01. street network and water border

02. programmes open events: 15,400 sqm (accomodate 5100 people, 3% of everydayâ&#x20AC;&#x2122;s passengers).

03. distribute commerical ground floors.

04. optimise buffer zones, open spaces

259

linear

clusters

courtyard

combined

traditional

pocket

05. pockets continous circulation with suppressions: combination between linear and courtyard.

06. iconic structure open collective spaces become structure for the roof.

tapered

cylindrical

ascend

descend

261

07. cuts cylindrical mass is chosen because of its surface that receive people from mutiple directions

simple

reduced

central void

08. existing

Two Hilton hotels that represent the old and the new are main manifestations that tell the story about the future development and old memory. Some of the existing WTC buildings are also kept by being sat on new design on the ground floor. By downgrading the height of the existing towers, the new design will not be distracted. They are rather standing together harmoniously and taking benefit from each other. The 1:1 section proportion embodies mimicry to Amsterdam city center, even old city in general. This scale and spatial effect are brought to critize the airport environment that usually shaped in an extremely large and heavy building. By introducing contrast urban fabric, users can relate their spatial experience to memory of cities and what happen in it. Iconic objects not only provide functions with specific narrative effects, but also familiarity for users that arrive for 263

the first time. As the EntrepĂ´t is designed for the meeting programmes, these four towers will become encounter points that potentially bring different users together. To even enhance more and give ease, the four icons are painted differently. It turns them out into bodies with stronger identity. At the same time, they support roof that covers the urban design in the lower level. 265

The plan reveals the clarity of street network with four big nodes. By referring the name to Dutch figure artist and flag colors, they define The Netherlands in the global entrance. Additionally, to retain the continuous view, border for EntrepĂ´t users are shaped by nature form, such as plantings and 4.5 meters wide canal, like how Amsterdam famous for. 267

References: Image of the Entrepôt Entrepôt appears as new urban composition that occupy airport environment. There are two main building scales: street shaper and icon maker. The street shaper buildings focus their purpose onto the functional and intimacy. Sanlintun Village in Beijing could represent similar idea with their massing organisation. It is not always a single corridor street network, some pockets could be defined and placed to give unique programmes and organisationals. The most important part of the first scale is the ground floor that facilitate commercials continuously. Strong image and function of ‘city’ should be successfully implied here. However, main purpose of speed travel should be maintained by organising the primary corridor carefully.

Sanlintun Village. Source: http://www.chanoval.com/project_slt.htm, accessed 7 May 2016

Meanwhile, the second scale gives images as a whole site. Like Winspear Opera House, the EntrepĂ´t communicates its existence through a bigger scale object that also help to carries the roof weight. Making it colorful will even bring stronger and more visible architecture language. These also symbolise collective programmes, like a square in traditional city, with more built form. The second scale mass can be seen from distance, even runways. The intense view during taxing after landing or before departing increase the chance of curiosity and invite travellers who has no intention to drop by. It also acts as an extension of terminal building and Schiphol Centrum, where centrality performs strongly and makes most urban design around it built as a service area.

Winspear Opera House. Source: http://bleucielliving.com/wp-content/ uploads/2014/06/gallery_resized26.jpg, accessed 7 May 2016

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Aerial Impression

271

Landing Impression

273

Public Node Impression

275

277

279

Shared space is the concept of merging multiple type of modality in one space. With this principal, speed is potentially lower and interaction between users are higher. The other most important features are pavilions that serve terminal functions. Their presence will add extra value by maintaining the speed of flying travellers and reduce the load process in the terminal building. 281

References: Material and Spatial Effects Local feeling will also be delivered by stone pavement and patterns. This is also the attempt to optimise the narrative conception of shared space. Additionally, as stone pavement is not extremely comfortable for luggage to roll over, it will encourage users to not bring heavy luggage to the area of EntrepĂ´t. There will be spaces for luggage storage before the entrance and this system also increase security factors. Soft scape such as vegetation and water feature for practical reason can be introduced as a decoration, like some streets in Dutch cities. In the created larger spaces, pavement materials are distinguished. This is done to define the space and maintain the flow clarify on street scale. Even though there will be different mode of users (pedestrian, bikes, skateboards, wheelchair, Segway), material remains the same (single) to open possibilities for other slow mode invention in the future.

Stationsstraat, Sint-Niklaas. Source: http://conceptlandscape.tumblr.com/ post/72584308569/mindyourgarden-stationsstraat-the-main, accessed 7 May 2016

In most open public spaces or squares in European cities, area is defined by buildings that shape it. By even make it stronger, wall structured objects are placed at critical locations to create theatrical and monumental images. Fulton Center in New York delivers the same idea. Skylight on top of large void allows sunlight to fill the darkness in the tube and give experiential surprise. Another purpose of this hollow in particular programme is to bring intimacy and spatial focus, especially for the public event, because the wall that surrounds it is part of acoustic system. That is why the shape is not a complete cylindrical tube, but more tapered on top part. Material of these objects could be very strong and even contrast for airport area, such as brick or woods. However, capability of material to carry 45 meters tower has also to be reviewed further.

Fulton Center. Source: http://www.thenational.ae/business/economy/fultoncenter-train-station-opens-in-new-york---in-pictures, accessed 7 May 2016

283

Spatial Connectivity Through ISOVIST - Space Syntax simulations, the degree of connectivity in the current plan are shown in the map above (red for high, blue for low). The software runs and gives results based on the design plan. This means that every element influences each other. However, through the given plan, we are not only able to understand which part has higher or lower connectivity, but also implement it further into the design. For this thesis, ISOVIST assessment will be taken to help in designing the type of material pavements, the meeting gesture between building and street, as well as public open space.

Type of Space and Specific Programmes According to the simulation results, the entire area of EntrepĂ´t could be divided into for types: Type A : Open space with high connectivity. The relevant function is the public open event. Type B : Open space with low connectivity. The relevant function is green areas, buffer zone or park. Type C : Corridor with high connectivity. The relevant function is a group use (according to the programmes that has been decided) : conference, family events, workshop, etc. Type D : Corridor with low connectivity. The relevant function is a private use (according to the programmes that has been decided) : hotels, offices, business lounge, etc. This division will also help designers to decide which material type, facade or openings on each building mass. 285

Area Impression

287

Private Transport Mobility The whole concept of cars mobility is to provide a tool in order to reduce volume of cars in drop-off terminal area. Main parking entrance for travellers’ picker or sender is located before drop-off and they could exit without passing by the drop-off area. The loading point is placed after unload point in the drop-off area to provide departing travellers quicker access. Without downgrading the mobility efficiency, Entrepôt existence incorporated with existing roads. Instead of changing the current mobility system, Entrepôt proposed a new layer of mobility network for pedestrian. That is why the built forms are sometimes crossing or breaking the road linearity.

Public Transport Mobility For buses and other public transport system, the main mobility concept is to reduce stops before final drop-off area. This is proposed to lower the perceptual distance and anxiety of departing passengers from city. Also, the same principal to locate unload point before load point to give free direct access without being attacked by users that are leaving from airport area. Additionally, to increase convenience to the EntrepĂ´t, extra future stops could be placed after drop-off zone.

289

airside

entrepôt

landside

Area of Usage As seen from the diagram, the area of Entrepôt do not give distraction to the travellers that needs travel speed because direct contact between landside and airside is still preserved. Entrepôt becomes an ‘optional’ zone that inserted between the airport system to extent the value of mobility node itself. With clear border language and single site characteristic, Entrepôt area is strongly defined and this area can be easily opened and closed if there are any situations that require it. As is the case of most expansion development projects of airports, the greatest challenge is to carry out the task without disrupting current airport operations. Before reached by two side users, in the earlier time, Entrepôt could start with serving landside user only. After completion, it is slowly introduced by providing accessibility for airside and committing borders.

Key Physical Elements The map above shows the most important elements to embody the conception of Entrepôt. This was established through the design process of Amsterdam Airport Schiphol airport city. In order to make the space works, Kevin Lynch’s mental map is interpreted to create regulations/rules above. These elements could be applied further in different forms by architect/designer, as long as position and role of each element is fulfilled. Event area location, existing and new landmark building, main corridors, transportation nodes and border of landside are the most basic regulation that would set the design of Entrepôt performs as it was expected.

291

To support the success of EntrepĂ´t, strategy for Airport City of Schiphol can be implemented into four different sections. The first section is the EntrepĂ´t itself as an area that connects airside and landside users and programmes. The second section is Randstad Hub, an ultimate business district that takes benefit for high connectivity of Schiphol. This area will rise as an important future office and information

center, not only for Randstad, but also for European Union and the world. The third section is existing logistic area that being kept, as it is potentially transformed into a flexible area for airport expansion (accoring to developement demand pattern). The fourth section is energy production space that is an alternative to support terminal efficiency and lower carbon emission in building restricted area. 293

In a bigger scale, not only EntrepĂ´t, but also second terminal will give many impacts to the surrounding. The second terminal can be used to perform a new node of mobility between the first terminal and the city. Also, more transportation mode on secondary city circulation could carry more different users to EntrepĂ´t, more importantly local people who live around airport. For that reason, accessibility

from smaller neighborhood (such as Hoofdorp, Aalsemer and Haarlem) needs to be upgraded. However, the operational of new terminal will require an immediate and urgent action for environmental effects to the Badhoevedorp. Because new transportation access that cause noise and carbon emission will expose more. 295

unsettledness

democracy

productivity

By applying such a â&#x20AC;&#x2DC;short-stayâ&#x20AC;&#x2122; programmes, Schiphol centrum is becoming a very unique built environment that offers different attraction and opportunity to other Randstad cities. Its context does not appear in any city in the Netherlands. If Amsterdam city center is festivity, Rotterdam city center is productivity, Den Haag city center is democracy, Utrecht city center is about elegance, then Schiphol centrum

festivity

elegance

is unsettledness. With this organisation, Schiphol turns into a complimentary component in the region, rather than a traditional office district that can also be located in other part of Amsterdam.

297

Chapter V Reflections

299

01. The relationship between research and design Design process can be described in many ways. For my personal master thesis, design formulation was not taken from complex intellectual activity or analysis-synthesis model, because source of ideas and concept is not the site. Problem statement is relatively understood as a typological case. As illustrated in the report content, design construction is firstly started broadly to provide principle of Airport Cities typology in general, not directly Amsterdam Airport Schiphol area. There are processes of interpreting airport city model, constructing design actions for common airport cities and applying general principle to the site situation (Amsterdam). With these steps, the approach of problem solving is holistic, even though design product will be presented comprehensively with location characteristic. This thinking process was happening naturally as understanding of problem analysis is wider and more complex. Research techniques that were used are both implicit (personal conception) and explicit (references, experimental, comparative research). Combination of informations and intuitions research provides enough knowledge for solving the problem, which is in design form. In this master thesis, research is contributing the design

problem and decision in a bottom-up process (evidencebased). To truly supports the design solution, initial research was done in 2 main explicit sections: 1.) understanding the typology of airport cities (section 1), 2.) discovery of the project site (section 2). Conclusion from results in section one and two, with additional motivation (implicit), embody design decisions within the concept of future airport city. These two research cores have given me a tool to guide the urban design under the appropriate framework. Research is applied to the design problem, which determines approach methods and analytical components. Without research, problem statement design would be determined out of nothing, which makes it not scientific. To give distinction between design for generic, specific and in between, dividing design order into three steps with different detail levels is a clever strategic thinking for my research model. The concept of EntrepĂ´t, that is introduce after deeper research of typological evolution and site analysis in Amsterdam Airport Schiphol, is executed through three different orders. By the end of the project, design results will be evaluated by initiate research tools and stored for future use.

02. The relationship between the theme of the graduation lab and the subject/case study chosen by the student within this framework (location/ object) The topic of the airport cannot be removed from mobility issue. Airport city and built environment around the terminal are forced physically, structurally, programmatically as mobility service areas. They are the real precedent of transportation-system-based layout and design. My master thesis is currently under the frame of Urban Metabolism research team, with strong additional value 301

top-down

context

bottom-up

lexicon

design development

ideas in project site

FINAL PRODUCT

selected design toolbox

3rd order design form

assummed scenario

2nd order design framework / rules

from Urban Fabrics. The argument of incorporate my thesis to Urban Metabolism research team is the presence of the theme of mobility that is put to air transport movement, as well as terminal operational system that affect spatial alteration significantly, even to architectural scale. For these reasons, the research will also be relevant to urban design research, civil aviation engineer, air transport operator and policy makers. Urban Fabrics is also integrated along the way the research undergoes, as the methods of designing addresses the composition of urban fabrics and how it changes. Additionally, due to airport future cities potential findings, sustainability on spatial quality has to be supported by understanding the relationship between urban environments to commuter systems and infrastructure performance. Eventually, airport downtown urban design will strongly give contribution to operational and accessibility in terminal area. Therefore, this research is relevant for civil engineering, specifically in air transportation field.

1st order design concept

big concept

problem drivenness

AIRPORT CITY typology

lexicon

list of factors

problem

multiple factors

03. the relationship between the methodical line of approach of the graduation lab and the method chosen by the student in this framework I have taken two approaches in the design process: top-down and bottom-up. In my context, these are not referring to actors and stakeholders. The top-down design methodology is built upon a personal motivation, according to the discoveries. The bottom-up design methodology is rather a list of actions from the logic system that is preceded according to the literature and facts. Pattern language has been practiced in Urban Fabrics research team. Even though I began with Urban Metabolism research question and analysis, Combinatorics system (de Jong, 2002) is chosen to tackle my ex-ante research (based on forecast result). Combinatorics system is a pattern language method that is based on consolidation between elements. It is chosen over traditional pattern language, because it is more important to see the relation between forces than looking at singular solutions. As example, we cannot take an action based on increasing transit passenger 303

trend only, it has relation to the increasing maintenance area of hub airlines and transit space at the same time. Synthesis through metabolism and flow of mobility is becoming a goal for pattern common solutions. With this, I was able to create a full lexicon of interaction. From 45 variables, I discovered 22 combinations, which will turn into scenarios to take actions from. The list of the action is to understand the physical change and to retain quality of security and speed in the evolution process (toolbox). NetLogo also a software that helped me to simulate the mobility and flow of different user type. These combinatorics system and simulation will be a device that other airports could use in order to deal with airport city change. Mentor 2 introduced me to NetLogo that finally has supported me to visualise the interaction between variables and also to formulate strategy. NetLogo is a simulation tool in which we formulate the rules and communication between each agent. By simulating users, movement and space, it provided me correct information to construct space and circulation in design area. In the end, methodological line of flow understanding in Urban Metabolism is combined with the pattern language and agent-based modeling that mostly used in Urban Fabrics. However, as students, I have a difficulty to be engaged to one specific research team. I might select one of them based on my initial interest and problem seeking perspective, but as the research goes, methodological and analytical aspect has shifted and interconnected to other research teams. My suggestion is that probably students should not be put in a box of only one theme, because it might limit the movements and close possibilities of other potential systems.

04. the relationship between the project and the wider social context The project will not only give impacts to the surroundings context, but also the wider context. Apart from urbanism and civil engineering, the research is primarily relevant from economic viewpoint. Based on Wall (2009), city economic performance is related to global connectivity, associated with relation to other cities and interdependencies that they exhibit with one another. This network development is strongly considered within a framework of airport development. How physical and economic network between cities impacted economic innovation have also been studied. Additionally, by contributing tax, jobs and investments, airports become big players in city and country economy. At the same time, the ground around terminal building turns to be the most valuable and attractive real estate that offer grand interconnectivity in land and air. In social context, the project will take into consideration the role of surrounding neighbourhood and built environment in the airport vicinity. How users get benefit form airport city urban design is the main goal of proposed plan. The aim of the project is to create opportunity for multiple actors, including local community. For Schiphol Group and stakeholders for real estate planning, the research will contribute further discussion of challenging expansion and innovation in Amsterdam Airport Schiphol operation, as well as a tool to anticipate possibilities and scenarios in the next years. The relevance of design methods to the practice lies in the construction of scenario that can make to an in-depth analysis of certain systems. This analysis is also related to policy makers, as negotiation to the unknown changing factors, to deal with the conflict of complexity that offers million possibilities. Furthermore, by understanding planning methods of downtown airport, this research conclusion can be explored and adjusted to other airport areas globally.

305

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