Airport City Model - Weebly

Airport City Model

Case Study of ‘Amsterdam Airport Schiphol’ and ‘The Memphis Aerotropolis’

Faculty of Engineering

Department of Civil Engineering

CE557 - Airport Planning and Design

2013/2014

Submitted to:

Meriç Hatice GÖKDALAY

Prepared by:

Ayaz ZAMANOV

A. Zamanov

1 ‘Airport City’ Model

CONTENTS

1. Introduction

2. ‘Airport City' Concept

a. Definition

b. What is an Aerotropolis?

c. Drivers of an Airport City

d. ‘Airport City’ concept as an urban planning tool

3. Examples

a. Amsterdam Airport Schiphol

b. The Memphis Aerotropolis

4. Conclusion

5. References

A. Zamanov


1. INTRODUCTION

The development of airports beyond a key piece of transport infrastructure is

occurring worldwide. Airports are transforming themselves into ‘Airport Cities’ and in

the process they are having a significant impact on local and regional economies.

Airports are seeking to maximize non-aeronautical income from a range of activities

including development industry, warehousing, hospitality, office buildings,

accommodation, residential and in the case of Dallas/Fort Worth International Airport,

the refinement of natural gas.

Airport system planning is a planning effort that considers a collection of airports,

either on a local, state, regional, or national level, expected to complement each other

as part of a coordinated air transportation system. Through airport system planning, the

objectives of individual airports are set in accordance with the needs of the community

by, for example, setting the mission of each airport to serve certain segments of the

demand for aviation, such as targeting one airport in a region to handle international

commercial air travelers and another airport to handle primarily smaller general aviation

aircraft operations. Airport system planning should be a part of an Airport City model to

make entire airport work correctly.

A. Zamanov


2. AIRPORT CITY

a. Definition

Airport city is a term for an "inside the fence" airport area including the airport

(terminals, apron, and runways) and on-airport businesses such as air cargo, logistics,

offices, retail, and hotels. The airport city is at the core of the aerotropolis, a new urban

form evolving around many major airports.

Dr. John Kasarda from the Keenan Institute highlighted that airports have become

multi-modal, multi-functional enterprises. He pointed out that the ‘Airport City’ has

many elements. Terminal and air side they have shopping malls, leisure and artistic

venues, retail, gyms, cinemas, restaurants, chapels, museums, logistics and air cargo.

Landside and around the airport they have hotels and entertainment, office and retail

complexes, convention and exhibition spaces, medical facilities, free trade zones

combined with warehouses.

The “airport city” concept is not new. Its visionaries include commercial artist

Nicholas DeSantis in the 1930s, renowned aeronautical engineer H. McKinley Conway in

the 1970s and University of North Carolina professor John Kasarda since the 1990s.

A. Zamanov


The most common airside and landside airport city commercial facilities include:

• Restaurants, catering and other food services, some locally-themed

• International brand and specialty retail shops

• Banks and currency exchanges

• Duty free shops

• Airline lounges

• Private meeting rooms

• Hotels and accommodation

Office buildings

• Convention and exhibition

centres

• Cultural and entertainment attractions including museums, art galleries and

cinemas

• Kiosks of all types

• Leisure and recreation venues including golf courses, race tracks and gaming

• Personal and family services such as fitness facilities, spas and child daycare for

airport employees and passengers

• Medical and wellness facilities

• Wedding chapels

• Factory outlet stores oriented to both air travellers and locals

• Auction, exchange and trade complexes

• Aviation-related industries such as aircraft maintenance, repair and overhaul

• Logistics and distribution, including perishables and coolchain facilities, as well

as value adding logistics (labelling, testing, kitting, etc)

• Free Trade Zones (FTZ), special economic zones and bonded warehouses.

A. Zamanov


b. What is an Aerotropolis?

The rapid expansion of airport-linked commercial facilities is making today's air

gateways anchors of 21st century metropolitan development where distant travelers

and locals alike can conduct business, exchange knowledge, shop, eat, sleep, and be

entertained without going more than 15 minutes from the airport. This functional and

spatial evolution is transforming many city airports into airport cities.

As more and more aviation-oriented businesses are being drawn to airport cities

and along transportation corridors radiating from them, a new urban form is emerging—

the Aerotropolis—stretching up to 20 miles (30 kilometers) outward from some airports.

Analogous in shape to the traditional metropolis made up of a central city and its rings

of commuter-heavy suburbs, the Aerotropolis consists of an airport city and outlying

corridors and clusters of aviation-linked businesses and associated residential

development. A number of these clusters such as Amsterdam Zuidas, Las Colinas, Texas,

and South Korea's Songdo International Business District have become globally

significant airport edge-cities representing planned postmodern urban mega-

development in the age of the Aerotropolis.

A. Zamanov


A spatially compressed model of the Aerotropolis showing its current and likely

future evolution is illustrated below. No Aerotropolis will look exactly like this but most

will eventually take on similar features, led by newer "greenfield" airports less

constrained by decades of prior surrounding development. The Aerotropolis is thus

much more of a dynamic, forward-looking model than a static, cross-sectional model

reflecting historic airport-area development to date.

Although most aerotropolis development to date has been organic, often

spawning congestion and environmental problems. These are some suggestions for the

future aerotropolises;

Dedicated airport expressway links (aerolanes) and airport express trains

(aerotrains) should efficiently connect airports to major regional

business and residential concentrations.

Special truck-only lanes should be added to airport expressways, as

should improve interchanges to reduce congestion.

Time-cost accessibility between key nodes should be the primary

aerotropolis planning metric rather than distance.

A. Zamanov


Businesses should be steered to locate in proximity to the airport based

on their frequency of use, further reducing traffic while improving time-

cost access.

Airport area goods-processing activities (manufacturing, warehousing,

trucking) should be spatially segregated from white-collar service

facilities and airport passenger flows.

Noise and emission-sensitive commercial and residential developments

should be sited outside high-intensity flight paths.

Cluster rather than strip development should be encouraged along

airport transportation corridors with sufficient green space between

clusters.

Form-based codes should establish general design standards for airport

area buildings, walkways, travel lanes, landscaping, and public space.

Place making and way finding enhanced by thematic architectural

features, public art, and iconic structures should make aerotropolis

developments interpretable, navigable, and welcoming.

Mixed-use residential/commercial communities housing airport area

workers and frequent air travelers should be developed with easy

commutes and designed to human scale providing local services and

sense of neighborhood.

A. Zamanov


c. Drivers of an Airport City

The chapter "The Way Forward" from Global Airport Cities (Kasarda, John D.)

describes the basic airport city drivers, which have evolved with different spatial forms

predicated on available land and ground transportation

infrastructure:

Airports need to create new non-aeronautical

revenue sources, both to compete and to better

serve their traditional aviation functions.

The commercial sector's pursuit of affordable,

accessible land.

Increased gateway passengers and cargo traffic generated by airports.

Airports serving as a catalyst and magnet for landside business

development.

The most common airside and landside airport city commercial activities include:

duty-free shops and airline lounges; restaurants, catering, and other food services;

specialty retail and factory outlet centers; cultural and entertainment attractions;

hotels; banks and currency exchanges; business offices and complexes; convention and

exhibition centers; leisure, recreation and fitness venues; logistics and distribution;

perishables and cold storage; and free trade zones and customs-free zones.

The airport city has come of age in recent years because of changes in the global

economy. In developing countries, the airport city concept is being used as an urban

planning tool to accommodate strong economic and population growth. In the United

States, the airport city concept is viewed as a means of increasing non-airline revenues

amid the uncertainty of federal funding, as well as promoting economic development

and job creation.

A. Zamanov


d. ‘Airport City’ concept as an urban planning tool

There are various types of airport planning studies, including:

Facilities Planning,

Financial Planning,

Economic Planning,

Environmental Planning,

Organizational Planning,

Strategic Planning.

A. Zamanov


3. EXAMPLES

a. Amsterdam Airport Schiphol

The development of Airport Cities has set off all over Europe in the last 10 years.

Schiphol Airport City is one of the most ambitious 'urban developments' on airports, but

seems to be built on rather instable political foundations.

In the 1980s, the 'Airport City' concept was developed as a marketing concept for

the terminals: the stay of passengers should be as convenient as possible, and the

income from shops in the terminals was to complement the income from airport taxes

and parking fees. Since that time, the concept has been extended by the Schiphol Group

to become the guiding principle for all spatial development on the airport's landside.

The goal was to optimally exploit the potentials around the excellent traffic node. This

has recently led to an abstract rather than pragmatic conflict between local authorities

and the airport regarding the image, the necessity and the benefits of an Airport City.

Amsterdam Airport

Schiphol is the main

international airport of the

Netherlands, located 20

minutes, 9.1 km southwest of

Amsterdam, in the

municipality of

Haarlemmermeer. It is the

fourth busiest airport in

Europe in terms of

passengers. Amsterdam

Airport Schiphol has

frequently been nominated "the best airport in the world". A well-planned development

greatly contributed to this. NACO has continuously been working on the development

of this airport since 1960.

A. Zamanov


Schiphol opened on 16 September 1916 as a military airbase, with a few barracks

and a field serving as platform and runways. When civil aircraft started to use the field

(17 December 1920) it was often called Schiphol-les-bains. The Fokker aircraft

manufacturer started a factory near Schiphol airport in 1919.

By 1940, Schiphol had four asphalt

runways at 45-degree angles, all 1,020 metres

(3,350 ft) or less. One was extended to

become today's runway 04/22; two others

crossed that runway at 52.312°N 4.800°E.

In 1967, Dutch designer Benno Wissing

created signage for Schiphol Airport well

known for its clear writing and thorough

color-coding; to avoid confusion, he

prohibited any other signage in the shades of yellow and green used. New wayfinding

signage at Schiphol was designed in 1991 by Paul Mijksenaar.

Schiphol's name is derived from a former fortification named Fort Schiphol which

was part of the Stelling van Amsterdam defense works. Before 1852, the

Haarlemmermeer polder in which the airport lies was a large lake with some shallow

areas. There are multiple stories of how the place got its name. The most popular story

is that in the shallow waters sudden violent storms could claim many ships. This was the

main reason for reclaiming it. In English, Schiphol translates to 'Ship Grave', a reference

to many ships supposedly lost in the lake. When the lake was reclaimed, however, there

were no ship wrecks found. Another possible origin of the name is the word

'scheepshaal'. A scheepshaal is a ditch or little canal in which ships would be towed from

one lake to another. A third explanation would be that the name derived from the words

'scip hol'. This is a low lying area of land (hol, like in the name Holland) from where wood

would be obtained to build ships.

In 1987-2009 NACO assisted the Airport Authority in planning the necessary

expansions to cater to the year 2015, raising the capacity from 18 million to 48 million

A. Zamanov


passengers annually. In 1988 NACO partnered with Benthem Crouwel Architects and

since then has been involved in the planning, design and construction supervision of

numerous extensions and renovations of the Terminal Building and other buildings at

Amsterdam Schiphol Airport. Now, Schiphol is the primary hub for KLM and its regional

affiliate KLM Cityhopper as well as for Arkefly, Corendon Dutch Airlines, Martinair and

Transavia.com. The airport also serves as a European hub for Delta Air Lines and as a

base for Vueling. Schiphol is considered to be an airport city.

Schiphol Airport has

three terminals, all located

in a single passenger

terminal building, making it

very convenient for

passengers to navigate.

Efficient signposting in text

and symbols guides

passengers from the

moment they enter the

terminal, and ground staff are generally extremely courteous.

The trains depart from platforms located underneath the Schiphol Plaza and can

be reached by either escalators or lifts. As well as a fast and efficient train schedule into

Amsterdam Central Station, there are also direct trains from the airport to other parts

of the country. The International trains, including the Thalys, south to Brussels and Paris

also stop at Schiphol station.

Larger airports are already structured

like towns, with a centre (terminal),

industrial areas (hangars and warehouses),

an effective road and rail system,

residential areas (hotel) and landmark

buildings.

A. Zamanov


b. The Memphis Aerotropolis

Memphis is the largest city in Tennessee and the seat of Shelby County. It is

located in the southwest corner of the state, bordered by Arkansas and Mississippi, and

overlooks the Mississippi River. The city is known as “America’s Distribution Center,”

serving business interests throughout the northeast, southeast and southwest regions

of the United States. The population is nearly 650,000.

Although Memphis is known around

the world for its amenities, global

enterprises, cultural assets and

contributions to medicine and music, the

Memphis International Airport is no doubt

the city’s crème de la crème in air travel

and serves more than 10 million

passengers a year. The Airport, a world-

class facility, is now considered to be an

“Aerotropolis,” the only one of its kind in

North America.

A. Zamanov


Memphis International Airport is a civil-military airport seven miles (11.2 km)

southeast of downtown Memphis, in Shelby County, Tennessee. Memphis International

Airport is home to the FedEx Express global hub, which processes many of the company's

packages. Nonstop FedEx destinations from Memphis include cities across the

continental U.S., plus Anchorage and Honolulu, as well as Canadian, Mexican, and

Caribbean cities. Intercontinental FedEx flights include: Cologne, Dubai, Paris, London,

São Paulo (Campinas), Seoul and Tokyo.

From 1993 to 2009 Memphis had the largest cargo operations of any airport

worldwide. MEM fell into second position in 2010, behind Hong Kong; however, it

remained the busiest cargo airport in the United States. Major national and international

distribution facilities for Flextronics, Hewlett-Packard, Nike, Sharp and many others have

located in Memphis largely to be near the FedEx hub.

Memphis is ranked the 41st busiest US airport by enplanements with 4,598,186

passengers using the airport in 2013, a 32% decrease from the previous year. Delta Air

Lines dropped Memphis as a hub airport after continually reducing its flights after its

2008 merger with Northwest Airlines. As of January 2014, MEM averages 86 passenger

flights per day and Delta served MEM with 30 flights per day as the airport was officially

de-hubbed by Delta.

Memphis Municipal Airport opened on a 200-acre (81 ha) plot of farmland just

over seven miles (11 km) from downtown Memphis. During its early years the airport

had three hangars and an unpaved runway; passenger and air mail service was provided

by American Airlines and Chicago and Southern Air Lines (acquired by Delta Air Lines in

1953). In 1939 Eastern Air Lines arrived; that March Eastern had one departure a day to

Muscle Shoals and beyond, American had four east/west and C&S had four north/south.

The April 1957 OAG shows 64 weekday departures: 25 on Delta, 18 American, 7

Southern, 5 Eastern, 4 Braniff, 3 Trans-Texas and 2 Capital. American DC-6s flew nonstop

to Washington and New York, but westward nonstop didn't reach beyond Ft Worth and

Kansas City until American started Los Angeles in 1964. The first scheduled jets were

Delta 880s ORD-MEM-MSY and back, starting in July–August 1960.

A. Zamanov


Memphis has the benefits of a curfew-free airport that is strategically located as a

key distribution point for both central North America and the east coast. The proximity

of Memphis led FedEx to choose the airport as its main American point and site for its

super hub. As a consequence of the FedEx decision, Memphis has been the world’s

busiest cargo airport since 1992.

The airport allows distribution to 300 national and international destinations and

has an economic impact for the region of US$20.7B dollars. One in four jobs is as a direct

result of the airport. Memphis is only a mid-size city and therefore not a large airport,

however as a result of its location and previous history in transportation it has been able

to leverage strong economic development in growth and prosperity from the airport.

As with DFW, Memphis Airport’s CEO Larry Cox attributes the success of the

airport to partnerships that rely strongly on co-operation and communication.

“Everyone recognizes that the economy relies on the airport” he said.

To assist in development of Memphis Aerotropolis the Memphis ED was

established. With $60 million earmarked in project management, the program brings

together 2,500 business and community leaders to create the vision and ensure

everyone understands the need for the airport.

A. Zamanov


The sound of 300 flights per night between 11pm and 4am also reminds them that

for the airport to maintain its competitive advantage, the curfew-free operations are a

necessity. The Memphis ED also puts the airport at the heart of a renewal strategy.

‘Memphis Tomorrow’ brings together the region’s largest employers and they all work

together on a new 20 year master plan. The definition of the Aerotropolis as outlined by

Memphis extends beyond the airport boundaries for approximately 25 – 60 miles.

4. CONCLUSION

Cities are growing each day and their needs are becoming huge. Thus, for the

living, cities have to increase the level of economic development. Economy depends on

many factors such as international relations, domestic developments etc. Airports can

be said to be inside these main factors because of their international relations which can

be worldwide. There are many examples throughout the world where international

airports have turned an ageing economy into revitalized hi-tech economy and a growth

region.

As the examples of Amsterdam and Memphis indicate, airports can be categorized

in different models. Memphis airport is serving as a hub for freight transportation

including aerotropolis in it. However, Amsterdam airport serves to the international

passengers more as it is the main hub for KLM Airlines of Netherlands. We saw that the

airport city models can be born haphazardly.

Today, it is important to have a vision for the long-term development of an airport

city. Being an airport city leads the city to be a worldwide. Besides having an input to

the economy with a transportation, it could lead the city to become developed in

economically, industrially and also in tourism.

A. Zamanov


REFERENCES

"Amsterdam Airport Schiphol". Mijksenaar bv. 2009.

"Annual Report Schiphol Group 2010". Schipholgroup. 2010.

"Global Airport Cities 2013 – Welcome". Globalairportcities.com. Retrieved August 11,

2013.

Kasarda, John D., “Airport Cities: The Evolution”, The Evolution of Airport Cities and the

Aerotropolis, 2008.London: Insight Media.

Kasarda, John D., “The Way Forward”, Global Airport Cities, 2010.

"Memphis Airport history". Mscaa.com. June 14, 1929. Retrieved November 8, 2011.

Perry, L. and Raghunath, S. (11 October 2013) 'The emergence of the airport city in the

U.S.', LeighFisher Focus.

Rawthorn, Alice (21 October 2012). "Designers of the Signs That Guide You". The New

York Times. Retrieved 24 May 2013.

Williamson, Mitch (23 November 2007). "War and Game: Fokker Aircraft Company

1910–45". Warandgame.info. Retrieved 27 July 2012.

http://www.globalairportcities.com/page.cfm/link=4

Documents

Airport City Model - Weebly