Airport-driven Cityspaces: Redefine Cityscape of Malaysia by Introducing Airport into Urban Areas

The aviation industry is becoming one of the greatest economic growth drivers in nations and arguably an indispensable form of transport. Airports are already built up around population centers and are already operating at high capacity. And aviation is now going beyond mobility between continents and cities – it is starting to impact mobility within cities. Despite that, the distance between city and airport may be in the line of slowing down the evolution of airport. Thus, introducing airport into urban areas by challenging the notion of airport development towards verticality to sustain the ever-expanding behavior and redefine cityscapes of Malaysia. In order to understand and imagine the potential changes that could be made to the city airport's development while supporting the always changing, explosive activities, and providing a seamless connection to the urban sphere, interviews and phenomenological research will be conducted. By understanding the factors and variables of city airport in formulating scenarios, which will be adjusted and applied towards its dynamic and demand. Future research can add more variables to planning towards verticality: pro-active urban designs that are developed from alternative expansions.


INTRODUCTION 1.1
Background Study Evolution is commonly defined as gradual development of living organisms, in any case of event.The crux of Darwin's theory focuses on a process called natural selection which eliminates inferior species gradually over time.This phenomenon occurs through developing, transforming, distorting, and reconstructing till the fittest possible outcomes have been achieved.Airports are usually referred to as the main example if one wishes to know how well-evolving one country's construction industry is in the context of an urban area.Most modern airports are transformed and developed from military zones, shopping malls, brand names and more (Fuller and Harley, 2004).Throughout history, we have witnessed aviation that is limited to soldiery service have marched its way towards a complex techno-cultural machine, which drives special attention to keep these ever-changing spaces intact.This scenario is the same as urban areas.The future of air traffic is getting out of hands.However, the airport cannot escape its fate to be prepared for any rise in demands with the cities they served.Equilibrium of both travelers and cargo capacity need to be maintained so that airport could function satisfactorily.In fact, these variables are getting more dependable on aviation.(CAPA, CAPA Premium Analysis Report, 2018)

Problem Statement and Research Gap 1.2.1 Motivational Problem
Worldwide -51% of the population lives within 100 km of an International Airport -and 74% live within 100 km of any kind of airport.So, airspace is quickly becoming congested and air traffic is slated to double over the next two decades.In addition to air space -we must consider airports themselves.Airports are already built up around population centers and are already operating at high capacity.And aviation is now going beyond mobility between continents and cities -it is starting to impact mobility within cities. (Future of Aviation, International Civil Aviation Organization ICAO, 2019) Since 2006, John Kasarda, the most prominent proponent of aerotropolis developments, has published a plethora of articles extolling the supposed benefits of these megaprojects.The series begins with: Airport Cities and the Aerotropolis.In subsequent publications the same examples of aerotropolis-type projects crop up repeatedly, such as Schiphol, Frankfurt, Munich, Stockholm Arlanda in Europe, Hong Kong, Kuala Lumpur, Changi and Incheon in Asia, McCarran and Dallas/Fort Worth in the USA.Over the years some of the ambitious aerotropolis plans have been realized.Others are repeatedly stalled, in spite of heavy-handed intervention of governments designating large land areas and bestowing sweeping planning powers on airport-developer partnerships.(Aerotropolis 2020: Visions vs Realities, Global Anti-Aerotropolis Movement GAAM, 2020) Cargo capacity out of Penang International Airport is insufficient to handle current demand.As a result, Penang-based factories need to use Kuala Lumpur and Singapore as gateways to connect with the US, Europe, and other countries.That has spurred interest in freight forwarders with cross-border road, rail, and ship freight capabilities.(Matrade, 2019) However, there is no guideline and framework provided on how existing city could link with the existing or new airport like other transportation modes such as car, bus and train terminal which eventually effect how cityscapes work from individual checkpoints into station hubs and land use.

Research Problem
As a result of the liberalization of the air transport market in the EU, the demand for regional airports, which are often far from metropolitan areas, has expanded significantly.Initially the aim of the liberalization of the air transport market was to increase competition.This caused an increasing demand for take-off and landing slots at airports.As established major airports were not able to respond to this increased demand, several regional airports (some of them formerly military airports) expanded.(New EU regulatory framework for batteries -European Parliament, 2021) One of the most effective ways to increase national airspace capacity is to construct additional runways and associated taxiways and gates in those heavily used airports in which limited infrastructure capacity is a recurrent problem.Runway investments have the greatest potential to reduce congestion and delay in high-demand airports prone to adverse weather patterns that can severely restrict use of existing runways because of their configuration, geometry, length, and other characteristics.(Alabi, B. N. T., et al. "Evaluation criteria to support cleaner construction and repair of airport runways: A review of the state of practice and recommendations for future practice."2021) However, new runways are expensive to build and difficult to modify once built.The construction of new runways at major airports has proved to be a costly and time-consuming process, largely because of noise and environmental concerns, as well as the lack of sufficient land at some older, urban airports.These difficulties have prevented all but seven major airports from adding new runways during the past 10 years.(National Academies of Sciences, Engineering, and Medicine, 2022) Previous studies only focused on horizontal expansion, without eliminating the complexity, design for airport in city center should be analyzed in the condition of trying to understand how the urban design works can be executed as being stacked vertically.Therefore, this research will formulate a design strategy on challenging the notion of airport development towards verticality.In addition, to sustain the ever-expanding behavior of airport and redefine cityscapes of Malaysia.

LITERATURE REVIEW 2.1 Airport implied into Urban Areas
Terminal operational facilities are also discussed by Dakshayini R Patil (2019) in The Architecture of Airport Terminals: Gateway to A City to understand the difference of basic flow of passenger and baggage in domestic and international airports.(Dakshayini R Patil, and Mamatha P Raj, 2019) In conjunction, the 'servicescape' introduce by Kankaew (2020) in the servicescape of air transport terminal affecting passenger satisfaction includes these 6 characteristics: feeling safe and secure when using the airport; the airport design easy to find facilities; cleanliness of toilette; terminal cleanliness and natural light shine into the terminal; the exhibition of arts and culture in terminal and the decoration of local arts and culture.(Kankaew, Kannapat, 2020) This has expanded into determining the value connection which supported in Sokolowicz (2020), the value of ambiguous architecture in cities.The concept of a valuation method of 20 th century post -socialist train stations.In his study, use and non-value of heritage is compared to logic of action in this matter: when use value is more than its non-use value, the heritage generates resources for its protection and economic pressure on heritage and risk of deterioration; in the other way round when non-use value is more than the use value, heritage will be as a public/common good, option/existence/bequest value easily identified by society and social awareness is then created of the need for heritage protection; however if both value matched the same, both protection and exploitation will faced dilemmas, the question of whether society perceives the value of heritage at all and the temptation to "measure the unmeasurable" to support decision-makers.(Sokołowicz, Mariusz E., and Zbigniew Przygodzki, 2020) Proposed solution for sustainability approaches Kaszewski (2004), enhancing the sustainability of airport developments by inventing transport policies with respect to passenger behavior and vehicle technology in relation with surface access road traffic congestion and emission.Privately owned vehicles (cars and taxis) are not discouraged.Car park spaces and pricing have relatively large number and no high charging price.Public transport such as bus and train services are limited that just connect to airport and towncenters which mostly are poorly timed mode interchangeability.Employee car and minibus sharing schemes only have minimum target and are only proposed to large company firms.Employee cycling and walking are only limited to cycling around poorly connected cycle routes across town and region.Airport ground-fleet vehicles are not all fitted with electric converters, nor all use unleaded fuel.Travel information, advertising and awareness of different modes published in different forms are few and poorly displayed or advertised.In addition, Kaszewski also mentioned the government has defines Green Transport Plans, GTP as a management approach that analyses the key transport challenges and opportunities facing an employer and provides the structure to develop an integrated, strategic response.A GTP can include measures that encourage travel to work by public transport, cycling to work, a flexible benefits package to provide alternatives to a company car that are attractive to employees and do not cost employers any more in hand with increasing the fuel efficiency of the aircraft fleet.All are aimed at reducing road traffic congestion and emission pollution, as well as developing effective partnerships between business, local authorities, and transport operators.(Kaszewski, Andrea L., and William R. Sheate, 2004)

Future Spatial in Vertical Airport
Vertical Landscape is encouraged by Seo (2020) in Articulate Design Thinking for Sustainable Airport Environment: A Case Study of Singapore Changi Airport T3 showing intervention of how vertical tapestry with water feature and baggage carousel works together.(The landscape works from the groundside is continued to the interior of terminal such as a green lobby or a wedding space with abundance types and quantities that come to an end before reaching airside of the terminal.These spaces are welcomed towards both ticketed and nonticketed passengers.(Seo, Ducksu, 2020) Martinez-Munoz (2021) mentioned in SKYWAYS: A STRATEGY to HUMANIZE the MOBILITY of the VERTICAL CITIES on how the Hong Kong Skywalks could implement in the Second New York Regional Plan in 1969.He then supported in 2020, Humanizing the vertical city: Three strategies to bring the ground level closer to the clouds.Stated in his third strategy, perhaps the most radical, that tries to exemplify as multiplication and manipulation of the ground level is the one that, in an almost unnatural way, proposes to separate and elevate an imprecise fragment of earth with everything on it.The Mesa City project (1959) of the Italian architect Paolo Soleri and the project The Lifted Village (2011) of the Dutch team MVRDV could be paired within this strategy and establish a dialogue.The study concludes that those 'urban meshes', made of skyways, can became an alternative to pedestrian mobility in vertical cities if they are conceived as a total urban design, instead of as an isolated intervention in a group of skyscrapers.(Muñoz, Adrián Martínez, 2021) Figure 2.2.1 shows the literature review gathered for deductive 2 in the study.In Kotzen (2021), Future cities: Speculation on the case for vertical biophilic cities stated three hypothetical options to accommodate future urban populations: carry on currents trends with ever increasing horizontal expansion; after Montgomery (2015) increasing density overall; the biophilic vertical city option, creating the vertical city around the existing city (in order to reduce payments for land and releasing land to be put back to ecosystem services provision.Eventually the existing city will be replaced and become integrated into the Biophilic Vertical City.Both arguments are well derived future spatial and program that should be proposed for future development of airport that constructed vertically.(Kotzen, Benz, 2021) Figure 2.2.2 shows the theoretical framework of deductive 2 in the study.

CONCEPTUAL FRAMEWORK
To implied airport into urban areas is important to understand on how the airport works and compare it side by side to urban transportation currently like trains and buses.Airport expansion is caused by airport driven facilities, which airport in the middle are supported by the outside, tech labs and expressway.This is a hierarchy of needs on city's mobility hub, which decided by land use firstly, and linking them from hubs to hubs and it gets smaller to a local checkpoint like a bus stop which ends up in someone's home.The understanding of this two come to these three factors of development: physically driven, limits from the structure, highways, and runways; programmatically driven by services around the area like carparks; socially driven for passenger mobility that function as transportation nodes.With the 3 factors come to a theory for each of them: physical evolution which cause internal factor is verticality expansion; program which derive an external factor is complexity and last is the urban realm which is the social evolution to go against the norm of airport as a non-place.

CONCLUSION
This study shows that history cannot speak of itself as a masterplan would not be achievable as the future has become uncertain to what have been predicted.The design strategy of the airport in the city center maybe leads to multiple directions of growing developments: planning design response to increasing traffic and rearrangement of terminal operation at the same time.The project should not focus on searching for a pattern but proceed on having possible outcomes over prediction that will happen.Despite there might be difference in knowledge of future, verticality is a must to be the catalyst of designing airport vicinity.Without eliminating the complexity, design for airport in city center should be analysis on condition on trying to understand how the urban design works can be execute as being stacked vertically.The aim of verticality results in smaller footprints incorporated with urban activities that would redefine the relation between terminal, urban context, and cityscapes.This study will be using qualitative methods through In-depth Interview from airport management and aircraft engineering departments to have a better understanding of the connectivity network of city to airport.In addition, to get the framework on how secure and sterile system works in an airport by adding gate control, health facilities and spatial configuration aspects.Safety and sustainable challenges will be researched through desk review, such as aircraft landing, runway criteria, surrounding skyscrapers and so on.Observation on current development of airports and urban transportation modes, focusing on communal network, traffic tracking and public accessibility to encounter challenges of vertical spatial expansions in aviation infrastructure.Phenomenological research is well analyzing the preferred facilities, infrastructure, and sense of place that travelers wish to experience.Besides, structural components for designing vertically are gathered through desk review to draw a list of schedules as required guideline for the same typology.

CONTRIBUTION AND BENEFITS OF RESEARCH
The study offers alternative solutions which support the cities not only economic viability, but also spatial continuous adaptability and hence results in sustainable city-airport developments.This goes against the conception of airport city which too concentrate on development has direct relation to airport , leaving surrounding municipalities.This condition includes a business-driven district, creating an extreme contrast to the existing cities, which usually have low density.Derived new design transformational approaches on future aviation capabilities, skills, and services towards Malaysian Aviation Commission (MAVCOM) scopes.This research also helps to promote a more commercially viable, consumer-oriented, and resilient aviation industry which having the same vision as Civil Aviation Authority of Malaysia (CAAM).Additionally, moving people and goods more safely, efficiently, and sustainably across Malaysia to improve quality of life and support a competitive economy hand in hand with Ministry of Transport Malaysia Aviation.

LIMITATION OF RESEACH / FUTURE RECOMMENDATIONS
This study shows that most of the aviation industry are still practicing the current concept, 'airport corridor' in developing its infrastructure despite the introduction of other concepts like 'airea.' Besides, further research needs to consider the built structure of constructing a runway in verticality.A list of materials with bearable durability and construction methods should be set as scheduled specifications.Furthermore, limitations on the control of safety guidelines for the runway to be in public area may need to be adjusted in the future.Discussion, experiment, and integration may be acted by Malaysian Aviation Commission (MAVCOM), Civil Aviation Authority of Malaysia (CAAM)and Ministry of Transport Malaysia Aviation.
Most of the current airports may face huge loss if one airport is built in the city center.Thus, it's best recommend to a specific population of users and aircraft models.For example by using electric aircraft that suffices of having 9 passengers on board of flying 440 nautical miles.With different types of target customers, it helps aviation industry to grow bigger in various fields instead of shrinking the economy into a single input.
Figure 1.1.1shows the annual growth of air traffic passenger demand.Source: IHLG (2017) The aviation industry is becoming one of the greatest economic growth drivers in nations and arguably an indispensable form of transport.According to Industry High-Level Group (IHLG) report, Aviation Benefits 2017, air transport has doubled in size every 15 years and has grown faster than most other industries.(IHLG, ACI Annual Report -2017, The Voice of the World's Airport, 2018)

Figure 1
Figure 1.1.5shows the International Airline Routes and Malaysia Exports.Source: OAG (2018) left; Matrade (2019) rightIn October 2022, Kuala Lumpur (KUL) -Singapore Changi (SIN) continues to be the busiest international route with 355,540 seats and a 9% increase in capacity compared to last month.(OAG, Official Airline Guide 2018) Penang, "Silicon Valley of the East," with 350 multinational, high-tech companies establishing factories, 4,000 small and mid-sized enterprises.Despite a population under two million, Penang had 5% of the world semiconductor exports in 2019.(Matrade,2019)

Figure 2
Figure 2.1.1 shows the literature review gathered for deductive 1 in the study.

Figure 2
Figure 2.1.2shows the theoretical framework of deductive 1 in the study.

Figure 3 .
Figure 3.0 shows the conceptual framework of the research.