Academic literature on the topic 'Airports – Social aspects'

In this paper, the direct impact, indirect impact and induced impact are used to analysis the economic benefit of the Beijing Capital International Airport (BCIA). The representative airports, Atlanta Airport, Dallas-Fort Worth Airport and John F. Kennedy International Airport are selected to compare with the BCIA in the aspects of total impact and direct impact. Some foreign organizations regularly measure certain areas’ economic and social impact generated by the airports. BCIA is compared with a series of areas in Asia Pacific and the UK in several respects.

Sustainability and resilience are important in social, economic and environmental aspects. However, inspections show that in developing countries like Iran, sustainability and resilience strategies lose their significance when economic problems and high workload come to matter. This research tries to determine what factors encourage managers to consider airport sustainability in long-term and different situations. Such investigations are essential for a developing country like Iran, which has 54 airports under a central management system, which can help deploying selected strategies. Results of this study show that if passengers perceive the sustainability activities and ethical cores of an airport, they consider it more prestigious and become willing to reuse airport services for their future travels. They also turn out as evangelists and changes of the way people travel becomes visible on a wider scale. This can help managers to understand recent travel behaviour of airport passengers and enhance the airports’ performance considering different aspects equally, which are profitable for airport system, public and environment as a whole.

This paper looks at Airport Terminals as icons in a city and the design aspects for the Terminal building which is the interface between ground & air transport. The architecture of Terminal building involves diverse perspectives of analysis and understanding. As glamorous gateways to a city, Airports are representative and first impressions of the city. Hence, form and function of Terminal buildings are both equally prime aspects of planning & design. Cities vie for world class airports- domestic or international, as they are a city’s pride like any other monument or landmark, catering to visitors across cities and nations. Airports are generally planned for a longer life term functioning at least for half a century with intent of good possibility of future expansion. A Terminal has two sides to it; land-side and air-side. While passenger comfort and safety are of utmost importance, on air-side the operational activities of the aircrafts require critical planning and management. They are large establishments involving architecture and technical design detailing at various scales. Apart from the primary objectives of passenger needs, airline operational needs, airport management- safety & security, there is a community objective as well; which involves a facility for citizens; airport building itself being an aesthetic and integral part of the city. Indian cities are witnessing unprecedented growth in air travel and expectations of a good experience at the Airport is deemed prerogative. ‘Green Airports’ are the current theme in India going the social & environmental way of design & conceptualization.

Air transport infrastructure development is crucial for economic and social growth. Regional airports connecting remote, tourist destinations such as islands provide important services and boost global and local commerce networks. Airport authorities intend to maximize expansion while limiting environmental impacts. Regional airports may achieve efficient environmental management by applying sustainable practices and developing long-term strategies. The purpose of this paper is the development of an in-depth comparison and assessment of the environmental sustainability performance of a number of regional airports in terms of the environmental impacts that are caused by their operations and their demand patterns. The evaluation methodology is based on the identification of evidence about the incorporation of key environmental management performance aspects in the environmental reports of the top five regional tourist airports in the Mediterranean islands. The most important finding was that airports, despite requiring an efficient and forward-thinking environmental management plan in order to address the environmental impact that they have, do not prioritize their environmental performance management issues. The conventional wisdom is to provide a framework for evaluating tourist airports’ performance toward environmental mitigation efforts, promote best practices, and benchmark sustainability for regions heavily dependent on tourism.

Purpose: This work is a trial study for International Airports esthetics developments. The work was introduced to explore the disparity and activities of that airports as well as its benefit to tourism growth internationally. All that in order to give a clear understanding and appreciation of the importance of mural and artistic works in the architecture of international airports, all of which are beneficial to the aesthetic, visual, technical and psychological benefits of travelers and visitors, as well as the benefits to tourism and culture of the country in which there are airports. Materials and methods: The practical experience of the researcher is based on three main axes, through which it deals with some aspects of the Yemeni environment to be applied within some of the wall works in Yemen airports. All murals are decorated with glass mosaic materials and ceramics on large wooden panels. The 1st axis: murals inspired by the ancient heritage of Yemeni architecture. The 2nd axis: Murals inspired by the picturesque Yemeni nature. The 3rd axis: murals inspired by the social and psychological state of the Yemeni human being. Conclusion: Many Yemeni institutions' buildings are decorated with murals, paintings, and other subjects related to that region or community. We note that the government of Yemen has taken care of this type of architecture, such as the art of murals. Recommendations: The mural art works are not suitable for placing in international airport halls except with basic points that are supposed to be taken into account in the mural work to be placed inside airports, where it is recommended to take into account the three main axes: the environment, the design, and the materials in which these murals were completed. Keywords: mural, airports, Yemeni airports, esthetics.

Abstract Air transport can be considered as the most dynamic transport mode during recent decades. It is an important but also responsive indicator of global social, economic, political and cultural cooperation in different areas. For this reason, air transport is a unique source of various aspects of international relations. The principal goal of this study is an analysis of seasonality in the offer of flights in Central Europe during 2014, considering the different positions and functions of the airports within the air transport system. Ten airports from the Central European region are monitored in the analysis in terms of fluctuations in flight offers and offered destinations. A synthesis of these patterns is presented as a typology of the surveyed airports using the Ossan triangle. This paper clearly shows the different patterns of the spatial and temporal organization of air transport in Central Europe.

The major aim of this manuscript is to examine the long-run relationship between air freight, economic growth, energy usage and ecological footprint by employing Multivariate Regression (MR), FMOLS (Fully Modified Ordinary Least Squares), DOLS (Dynamic Ordinary Least Square), CCR (Canonical Co-integrating Regression), and Generalized Method of Moments (GMM) analysis for Turkey from 1970 to 2018 within the sense of EKC hypothesis. According to Multivariate Regression (MR) result of Turkey, air freight, economic growth, and energy usage influence the ecological footprint from 1970 to 2018. Besides, the long-term linkage of variables including air freight, economic growth, energy usage and ecological footprint is indicated through FMOLS, DOLS, CCR and GMM analysis which is verified the EKC hypothesis for Turkey. Thus, all-time series analysis of this paper confirms that air freight, economic growth, and energy usage cause environmental pollution between 1970 and 2018 for Turkey. When the empirical results are considered the Environmental Management System has not yet been established at airports open to international traffic. However, in order to meet the standards expected by international aviation authorities, it is necessary to develop practices in this regard at airports in Turkey. Today, when environmental pollution has reached serious dimensions, airport operators, local people and every unit of the aviation industry will go to produce solutions and take precautions together. With the Environmental Management System to be established within the airport, which is accepted as indispensable businesses in terms of social and economic aspects for the environment; it will be able to achieve sustainable development by increasing their performance in the new period. The use of renewable energy sources at airports will contribute to the process. Financial incentives should be provided to airline companies that are willing to invest in line with these targets, and tax exemptions should be introduced for such investments. Although it does not seem possible in the near future, it is important for the future sustainability of the sector to carry out studies on electric air transportation.

This article considers features of functioning of a modern transport network. Transport is an important area of infrastructure supply for the population and the state economy, the key function of which is the movement of people and goods. The current transport complex is subject to contradictory trends: as an infrastructure industry, transport is located in a position dependent on the production of social goods, and as a special sector of the economy, transport has an important impact on the regional location of production capacity and participates in the process of reproduction part of the system of economic relations. The importance of transport infrastructure in the economy, its development and operating conditions are difficult to overestimate. After all, it is the basis of the supporting framework of territorial social systems of any level. On the current state, level and opportunities for the development of the transport infrastructure depends not only the social and economic growth of territorial economic systems, but also their spatial development. Tourism plays a significant role in the development of transport infrastructure. Europe is one of the most attractive regions for tourists in the world. In turn, Spain is one of the most popular destinations for tourists from around the world as well as for European tourists. Spain plays an important role in tourist traffic in Europe. This is facilitated by its efficient transport and geographical location, developed production infrastructure, as well as historical aspects. Spain is a key country of transit by air and sea with the Americas. The flat terrain promotes the development of road and rail passenger transport across the centre of the country. And given the attractiveness to tourists and direction of tourist flows to the regions of the country, the study of geographical features of transport infrastructure is quite relevant. The peculiarities of the functioning and formation of the transport infrastructure of Spain are considered. The geographical features of the development of the infrastructure of railway, road and sea and air transport of Spain are analyzed. As for the terminals in the regions of Spain, their number also corresponds to the number of airports. Therefore, the largest number of terminals is in the Canary Islands – 9 (all airports have one terminal, except Lanzarote). There are 8 terminals in the airports of Andalusia, where all airports except Malaga have one terminal, in Malaga there are three. The two Madrid airports have 6 terminals, but 5 of them are located at the country's main airport – Madrid-Barajas. Catalonia's airports have 5 terminals, two of which are located in Barcelona El Prat. There are 4 terminals in Galicia – one each in Vigo and La Coruna and two in Santiago de Compostela. There are 4 terminals in Galicia – one each in Vigo and La Coruna and two in Santiago de Compostela. In all other regions, the number of terminals is proportional to the number of airports. An assessment of the level of development of transport infrastructure for tourism in the regions of Spain was conducted. On the basis of quantitative indicators of the analysis of the transport infrastructure of Spain, a point assessment of the level of development of the transport infrastructure of the country’s regions for the needs of tourism was carried out. Administrative units are divided into 5 groups: with the highest, high, sufficient, medium and low level of development of transport infrastructure for tourism. Transport infrastructure is most developed in the tourist regions of the country – Catalonia, Andalusia, Madrid, the Canary and Balearic Islands.

Some general aspects of design of magnetic levitation transport are considered. It is noted that during creation of transport on a magnetic suspension the main questions are: traffic safety, social and economic effect which will be reached from introduction of this type of transport, availability and mobility of the population, environmental friendliness, etc. A new type of transport can be effectively used in long-distance and suburban area of large cities to provide transportation from the center to the airports, sea, river and bus stations and transport hubs. It can be used for the cargo transportation. Creation of magnetic levitation transport promotes achievement of economic interests of the state and regions, gives rise to the development of promising areas of science and attract young scientists, researchers, development of new technologies, production processes, creation of new workplaces, etc. Material is intended for scientists, experts of transport, graduate students and students of higher educational institutions.

The complex activities that occur at the airport lead to several negative impacts, such as air pollution, noise, and high levels of water consumption. If these negative impacts are allowed to happen without any treatment then environmental degradation will be increasingly out of control. Airport sustainability is one of the concepts offered as a solution to overcome or minimize the environmental damage caused by activities that occur at the airport. Although its main focus is on environmental awareness, this concept basically covers three aspects; environmental, economic, and social. Soekarno Hatta International Airport is one of the airports in Indonesia that apply airport sustainability concept. Even though this concept has been implemented since 2009, its implementation has not been maximized so far. This is in contrast to the application of airport sustainability in Schiphol International Airport in the Netherlands that has achieved ACI Europe Best Airport Award. The aim of this study is to provide recommendations in what steps that can be taken by Soekarno Hatta International Airport to make improvements in the application of airport sustainability by comparing the existing application of airport sustainability between Soekarno Hatta International Airport and Schiphol International Airport. Comparisons were made using ten variables grouped into environmental, economic, and social aspects. Based on data collection and analysis conducted, Soekarno Hatta International Airport has to do some improvements as the results, namely fostering good relationship with stakeholders, establishing policies related to airport sustainability concept, and encouraging technology development on airport facilities. Kompleksnya kegiatan yang terjadi di bandar udara menyebabkan beberapa dampak negatif, seperti pencemaran udara, kebisingan, dan tingginya tingkat konsumsi air bersih. Airport sustainability merupakan salah satu konsep yang ditawarkan sebagai solusi untuk mengatasi atau meminimalisasi kerusakan lingkungan yang terjadi akibat aktivitas-aktivitas di bandar udara, meliputi tiga aspek, yaitu lingkungan, ekonomi, dan sosial. Bandar Udara Internasional Soekarno Hatta merupakan salah satu bandar udara di Indonesia yang menerapkan airport sustainability. Penelitian ini bertujuan untuk memberikan rekomendasi langkah-langkah apa saja yang dapat diambil oleh Bandar Udara Internasional Soekarno Hatta untuk melakukan perbaikan pada penerapan airport sustainability dengan cara membandingkan penerapan airport sustainability pada Bandar Udara Internasional Soekarno Hatta dan Bandar Udara Internasional Schiphol. Perbandingan dilakukan dengan menggunakan sepuluh variabel yang dikelompokkan ke dalam tiga aspek, yaitu lingkungan, ekonomi, dan sosial. Berdasarkan pengumpulan data dan analisa yang dilakukan diperoleh hasil bahwa Bandar Udara Internasional Soekarno Hatta harus melakukan beberapa perbaikan, yaitu pembinaan hubungan baik dengan seluruh stakeholders, penetapan kebijakan-kebijakan terkait pelaksanaan airport sustainability, dan pengembangan teknologi pada beberapa fasilitas bandar udara.

It is within the perception, the reality and the problematic of international air travel that this thesis is situated. It argues that a space has been created for international air travel, which is conceptually and physically demarcated from normative social space, the Transit Zone. The thesis examines four sites constituting the Transit Zone using both political and social theory and the analysis of performance and visual artworks that explore, explain or contest aspects of the sites. The first site is concerned with the construction of nation-state territory, population and legal movement. Its physical expression can be found at the border between the Transit Zone and the nation-state. However, its conceptual reach is much more extensive, appearing in immigration policy, national law, international covenants, data-sharing practices and the creation of a space external to, yet within, the nation-state system. This site creates the Transit Zone’s paradoxical position of being excluded from nation-state territory while simultaneously defining it. The second site is premised on the (in)security of civil aviation and explores the striving towards absolute security, and the unachievability of that goal. This is a reflection of the prevalence of (in)security discourses in contemporary society. The third site is created by corporate interest within the airport terminal and the aeroplane. It is the site of logistics and sales, of the passenger functioning both as an object or unit of movement and as a desiring purchasing subject. The fourth site is constructed through the imagination – it is made up of the ideas, cultural dreams and responses that have accreted around the site of the Transit Zone. These intimate and personal responses transform the Transit Zone from a site of function, profit and government control to a vehicle for the construction and realisation of fears, fantasies and rites of passage. This thesis demonstrates that many contemporary issues infuse and surround the Transit Zone. Immigration, national defence, international politics, logistics, social interaction and cultural fantasy all collide there. It explores the complexity of the Transit Zone’s paradoxical collection of sites and systems, which can not be reduced to one single reading. The Transit Zone has evolved, and continues to do so, in response to government and international demands, legal problems, technological advancements, logistical and commercial needs, and social changes. In doing so, its evolution redefines and articulates contemporary concerns. Additionally the thesis reveals an extensive artistic engagement with the Transit Zone and the contemporary concerns it articulates. Art is used as a designated imaginative space that challenges the established reality and the art works discussed change our understanding of the Transit Zone.

The development of major commercial airports promotes the air transport industry and generates positive economic benefits to the airport and to its host economy. However, external costs are associated with these benefits. Any increase in aircraft movement causes negative environmental impacts, especially noise pollution. Governments have reduced aircraft noise levels at their sources, or introduced aircraft noise management strategies (ANMS); however the problems have never been satisfactorily resolved. This research aims at developing a better understanding of the impacts of aircraft noise on community health and well-being by exploring two core research questions: (1) ???Is health related quality of life worse in communities chronically exposed to aircraft noise than in communities not exposed????; and (2) ???Does long-term aircraft noise exposure associate with adult high blood pressure level via noise stress as a mediating factor????. The Sydney (Kingsford Smith) Airport has been selected as a case study. The health survey instruments have been developed and piloted, and then translated from English into Greek and Arabic. A postal self-administrative health survey (with follow-up letters) has been implemented in the areas surrounding Sydney Airport (called ???aircraft noise exposure group???) and in the matched control group. The total sample size was 1,500 with 47% response rate. This thesis has developed a ???new??? noise index (named Noise Gap Index, NGI) to describe and assess aircraft noise in such a way that is easily understood by the layperson. Factorial analysis of covariance revealed that ???Health related quality of life, in term of physical functioning, general health, vitality, and mental health, of community chronically exposed to high aircraft noise level were worse than the matched control area???. Binary logistic regression analysis found that ???Subjects (aged 15 ??? 87) who have been chronically exposed to high aircraft noise level have the odds of 2.61 of having chronic noise stress. In addition person who have chronic noise stress have the odds of 2.74 of having hypertension compared with those without chronic noise stress???. Finally, the robust hypotheses of effects of aircraft noise on community health and well-being for future experimental study were proposed.

The key debates after apartheid have been on the successes and shortcomings of the social and economic policies that were adopted after apartheid. The ANC government decided to approach poverty reduction by closing the inequality gap between racial groups in the country. It planned to provide services that would improve the poor people’s lives and also create employment to sustain development. To provide the necessary services, the government formulated two broad, but linked macroeconomic policies namely: the RDP and GEAR which focused on the demand and supply side respectively (Venter and Landsberg (2006). This indicated the importance with which the people’s welfare and growth were regarded by the South African government. It indicated that the government believed in pro-poor growth. The purpose of this study was to gain better and deeper understanding about poverty reduction since the 1994 political transition, from the poor people of Airport Valley (in the Nelson Mandela Metropolital Municipality), who experience poverty from the real world. The study attempted to find out from these people if there was improvement in their lives since democratisation. This qualitative and quantitative study used three methods of collecting data namely: a questionnaire, interviews and observation. The results of the study suggest that there has been lack of commitment by RDP and GEAR, as the conditions under which the people live and therefore their standard of living have not improved. The study recommends that the government should speed up the process of service delivery at Airport Valley and also include the people in decision making about the future of Airport Valley.

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The sketched objective in this research is fundamentally to analyze the socio-environmental aspects that involves the expansion of the International Airport of Viracopos and its possible impacts. Understanding the State s Decrees processes as they occurred resulting in dispossessing the area with a purpose of enlargement of the airport, also they were being constituted and readjusted according to the urban evolution of the city of Campinas and involving them in a more comprehensive roll in the regional level - RMC - Regi?o Metropolitana de Campinas -and also nationally in economic terms, even though when inserted in a globalized world. To attempt for the modifications of its boundaries, the public policies established and the roll of his agents to social actors. We would not be able to leave off an essential discussion about historical aspects to the comprehension of as it gave the evolution of a very important metropolis in technological and scientific level. The city evolved, as well as evolved the mechanisms of incorporation of the urban space, even though some principles have been disfigured. The socio-environmental aspects are discussed in a investigative perspective and also a comprehensive one, trying to recognize the actions of "all of the sides" and the possible actions to diminish such impacts. In a world where sustainability versus economic development are discussed more and more, we are hoping to have contributed for that to be thoughtful with bigger intensity about the persons and their lives, as well as the environment in its broader sense, however with a critic and realistic sense.
O objetivo tra?ado nesta pesquisa ? fundamentalmente analisar os aspectos s?cio ambientais que envolvem a expans?o do Aeroporto Internacional de Viracopos e seus poss?veis impactos. Compreender como se deram os processos decorrentes dos Decretos Estaduais com o fim de desapropria??o da ?rea com prop?sito de amplia??o do aeroporto, e como foram sendo constitu?dos e readequados de acordo com a evolu??o urbana da cidade de Campinas e envolvendo-os em um papel mais abrangente em n?vel regional - RMC - Regi?o Metropolitana de Campinas, Nacional e em termos econ?micos at? mesmo em n?vel mundial. Atentar para as modifica??es de seu entorno, as pol?ticas p?blicas estabelecidas e o papel de seus agentes a atores sociais. N?o poder?amos deixar de discutir aspectos hist?ricos, essenciais ? compreens?o de como se deu a evolu??o de t?o importante metr?pole em n?vel cient?fico e tecnol?gico. A cidade evoluiu, assim como evolu?ram os mecanismos de incorpora??o do espa?o urbano, mesmo que para isso alguns princ?pios tenham sido desfigurados. Os aspectos s?cioambientais s?o discutidos em uma perspectiva investigativa e abrangente, tentando reconhecer a a??o de "todos os lados" e as a??es poss?veis para minorar os impactos. Em um mundo onde cada vez mais se discute sustentabilidade versus desenvolvimento econ?mico, esperamos ter contribu?do para que haja maiores reflex?es, sobre as pessoas e a vida urbana, assim como o meio ambiente em seu sentido mais amplo, em uma perspectiva cr?tica e realista.

MACIEL, Wellington Ricardo Nogueira. O aeroporto de Fortaleza: usos e significados contemporâneos. Fortaleza-CE, 2006. 154 f. Dissertação (Mestrado em Sociologia) – Universidade Federal do Ceará, Departamento de Ciências Sociais, Programa de Pós-Graduação em Sociologia, Fortaleza-CE, 2006.
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The aim of this research is to analyze the contemporary processes of urban changes in the city of Fortaleza. We have as an empirical reference the Airport of Fortaleza which was built within the period of 1996 – 1998. We try to understand the various material and symbolic investments accomplished all around the Airport by the social actors (governmental representatives, tourist trade, architects, inhabitants of the surroundings and “topiqueiros”), who have the Airport as a reference for their social activities. The hypothesis defended in this research is that the successive amplifications/constructions of the Airport throughout the years have been acting in movements accomplished by people who live in the “surrounded areas” which demonstrate, partly, how the subjects have distinct power over the contemporary means of transportation. We even interpret the present-day airport as a partial aspect of the image of the tourist city which is granted to the city of Fortaleza, also as a landscape of power which seems to condense, very well, the present-day conflicts between market and place. We also intend to demonstrate that what the construction of equipments, which are considered as of international quality, such as the present-day airport, seems to illustrate, is one of the exigencies defended by the proponents of the so called urban strategic planning which have predominated among professionals and managers of the cities through decades. In the state of Ceará such strategy was begun more intensively in 1995, with the PRODETUR (An action Program which at the development of Tourism in the Northeast of Brazil).
Neste trabalho analiso os processos contemporâneos de mudança urbana na cidade de Fortaleza tendo como referente empírico o Aeroporto de Fortaleza, construído entre 1996 e 1998. Busco compreender os vários investimentos materiais e simbólicos realizados em torno do Aeroporto pelos atores sociais (representantes governamentais, trade turístico, arquiteto, moradores do “entorno” e “topiqueiros”) que o têm como referência para suas práticas sociais. A hipótese defendida nesta pesquisa é a de que as sucessivas ampliações/construções do Aeroporto ao longo dos anos têm atuado nos movimentos que moradores do “entorno” realizam, o que demonstra em parte como os sujeitos possuem poderes distintos sobre os deslocamentos contemporâneos. Interpreto ainda o atual Aeroporto como um aspecto parcial da imagem de cidade turística atribuída à Fortaleza e como uma paisagem de poder que parece condensar bem os conflitos atuais entre “mercado” e “lugar”. Pretendo demonstrar também que a construção de equipamentos considerados de qualidade internacional, assim como o atual Aeroporto parece ilustrar, é uma das exigências defendidas pelos proponentes do chamado planejamento urbano estratégico que passou a predominar entre profissionais e gestores das cidades pelo mundo há algumas décadas. No Estado do Ceará, essa estratégia teve início de forma mais intensa, em 1995, com a assinatura do Programa de Ação para o Desenvolvimento do Turismo no Nordeste – Prodetur.

Doctor of Philosophy (PhD)
It is within the perception, the reality and the problematic of international air travel that this thesis is situated. It argues that a space has been created for international air travel, which is conceptually and physically demarcated from normative social space, the Transit Zone. The thesis examines four sites constituting the Transit Zone using both political and social theory and the analysis of performance and visual artworks that explore, explain or contest aspects of the sites. The first site is concerned with the construction of nation-state territory, population and legal movement. Its physical expression can be found at the border between the Transit Zone and the nation-state. However, its conceptual reach is much more extensive, appearing in immigration policy, national law, international covenants, data-sharing practices and the creation of a space external to, yet within, the nation-state system. This site creates the Transit Zone’s paradoxical position of being excluded from nation-state territory while simultaneously defining it. The second site is premised on the (in)security of civil aviation and explores the striving towards absolute security, and the unachievability of that goal. This is a reflection of the prevalence of (in)security discourses in contemporary society. The third site is created by corporate interest within the airport terminal and the aeroplane. It is the site of logistics and sales, of the passenger functioning both as an object or unit of movement and as a desiring purchasing subject. The fourth site is constructed through the imagination – it is made up of the ideas, cultural dreams and responses that have accreted around the site of the Transit Zone. These intimate and personal responses transform the Transit Zone from a site of function, profit and government control to a vehicle for the construction and realisation of fears, fantasies and rites of passage. This thesis demonstrates that many contemporary issues infuse and surround the Transit Zone. Immigration, national defence, international politics, logistics, social interaction and cultural fantasy all collide there. It explores the complexity of the Transit Zone’s paradoxical collection of sites and systems, which can not be reduced to one single reading. The Transit Zone has evolved, and continues to do so, in response to government and international demands, legal problems, technological advancements, logistical and commercial needs, and social changes. In doing so, its evolution redefines and articulates contemporary concerns. Additionally the thesis reveals an extensive artistic engagement with the Transit Zone and the contemporary concerns it articulates. Art is used as a designated imaginative space that challenges the established reality and the art works discussed change our understanding of the Transit Zone.

In previous chapters we have considered how we might take an archaeological approach to the contemporary or very recent past in what would be recognized to be a fairly conventional series of archaeological ‘realms’—artefacts, places, and landscape. In this chapter, we will explore some of the ways in which an archaeological approach might be taken to some of the most distinctive features of late modernity. In Chapter 5, we explored a number of these features, highlighting non-places, the work of the imagination, and the virtual as key areas for archaeological inquiry. This chapter takes up some of the challenges of these new materialities (and, indeed, the new ‘virtualities’) of late modernity, considering the ways in which an archaeological approach to the contemporary world might help illuminate aspects of late modernity that have not previously been well understood. As in previous chapters in Part II, this chapter is broken into a number of sections reflecting broad themes relating to the distinctive features of late-modern everyday life—non-places; virtual worlds; experience economies and the work of the imagination; and hyperconsumerism and globalization. In Chapter 5 we looked in detail at Augé’s (1995) concept of the ‘non-place’. Augé uses this term to describe a whole series of spaces in contemporary society—airport lounges, shopping malls, motorways—that he suggests are to be distinguished from ‘places’, in the sense in which these spaces are not relational, historical, or concerned with the establishment of a sense of identity (all those things that characterize the traditional social anthropologist’s interest in ‘place’). These ‘non-places’ are primarily associated with the experience of travel or transit, and reflect the simultaneous time– space expansion and compression that he associates with late modernity. We suggested that such places rely not only on aspects of their generic design, but also on a series of ‘technologies of isolation’ that work together to produce a characteristic feeling of solitude and the emptying of consciousness discussed in Augé’s work.

Extending the concept of the morphological frame: a case study of Tangshan old military airport Rongxi Peng, Zijiao Zhang, Yixi Li, Feng Song* College of Urban and Environmental Sciences, Peking University. 100871 Beijing E-mail: pengrongxi@pku.edu.cn, 411148973@qq.com, elaine9565@yeah.net, songfeng@urban.pku.edu.cn*(corresponding author)Telephone Number: +86 132-6990-0350, +86 139-1013-6101* Keywords: China, morphological frame, three-dimensional view, airport Conference topics and scale: Urban form and social use of space/ City transformations/ Stages in territorial configuration The concept of the morphological frame is important in urban morphology, but it has been discussed much less than other critical concepts, such as the fringe belt and the fixation line. Passing its features on as inherited outlines, the morphological frame contains not only the linear fixation line, but also ground plan and three-dimensional aspects. In this research, the linear, ground plan, and three-dimensional morphological frame of Tangshan old military airport during the expansion of the city after the removal of the airport is identified. The former boundary roads of the airport exert obvious influences on the division of plots. The former arterial roads also function as a linear morphological frame. In relation to the ground plan, property rights and plots containing important buildings have an impact on the consequent town plan. The distinct feature of the morphological frame of the airport is its three-dimensional constraint, i.e. the vertical clearance requirement, which restricted the height of surrounding buildings. The impact of this institutional limit can last a very long time owing to the high cost of demolishing the old surrounding buildings or adding extra storeys even if the limit ceased to exist with the removal of the airport. Based on this case study, this paper refines and extends the connotation of the concept of the morphological frame and further discusses the relationship between function and form. References Conzen, M. P. (2009) ‘How cities internalize their former urban fringes: a cross-cultural comparison’, Urban Morphology 13(1), 29. Conzen, M. R. G. (1969) Alnwick, Northumberland: a study in town-plan analysis (Institute of British Geographers, London). Lin, Y., De Meulder, B. and Wang, S. (2011) ‘From village to metropolis: a case of morphological transformation in Guangzhou, China’, Urban Morphology 15(1), 5-20. Whitehand, J. W. R. (2001) ‘British urban morphology: the Conzenion tradition’, Urban Morphology 5(2), 103-109. Whitehand, J. W. R., Conzen, M. P. and Gu, K. (2016) ‘Plan analysis of historical cities: a Sino-European comparison’, Urban Morphology 20(2), 139-158.

Els múltiples desplaçaments de persones, informació i mercaderies són els que defineixen l’època en la que ens trobem, una època altament tecnològica, dinàmica i, per alguns autors com Bauman (2007) o Sennet (2006) governada per una sensació d’incertesa vers el futur. Les possibilitats que el ràpid desenvolupament tecnològic posa en joc, implica noves lògiques, que difuminen les tradicionals fronteres d’espai i temps, convertint-ho tot en immediat, instantani i pròxim. És en aquesta situació on prenen força les inèrcies pròpies del predomini de fluxos i de la multiplicació de les interconnexions, que caracteritzen la societat de la informació i la comunicació (Castells, 1996, 1998). En consonància, les ciutats estan immerses en una intensa transformació per a adaptar-se als nous reptes i donar resposta a les noves ànsies i necessitats socials i econòmiques. La ciutat es redefineix per adequar-se i possibilitar els nous ritmes i estils de vida, doncs la societat és relaciona amb l’espai urbà d’una determinada manera, mentre que l’espai facilita un cert tipus de relació. Per nosaltres és en aquesta relació bidireccional on la ciutat pren forma i significació. Alguns autors com Shelly & Urry (2006) ens parlen del nou paradigma de la mobilitat segons el que les noves formes de vida serien regides per aquests constants trànsits de fluxos, tant de informacions o dades, com de persones o de mercaderies. Trobem en les ciutats múltiples espais que faciliten el trànsit de persones. Els espais de trànsit, han catalitzat les necessitats de mobilitat i han facilitat que és produeixin fets com la descentralització, la transformació del territori, la reducció de la percepció de les distàncies, etc. Els espais de trànsit, segons Vivas, Pellicer i López (2008), són emplaçaments urbans que faciliten els desplaçaments i la connexió entre diferents llocs, espais contemporanis que guarden coherència amb la mobilitat. Espais que han anat adquirint rellevància dins el context urbà i no només en són els vertebradors de les ciutats, sinó que també en són icones i indicadors de la seva potència. Alguns exemples d’aquests espais en són les andanes, els vestíbuls i els intercanviadors de trens i metros, aeroports, autopistes, àrees de serveis, algunes cadenes d’hotels i diversos vehicles com el tren, el metro, l’avió... Aquests espais s’han convertit en uns espais vitals en l’articulació de la xarxa urbana i social, uns espais en els que es posen de manifest característiques de la societat actual, com la mobilitat, l’homogeneïtzació, la vigilància, la globalització, l’anonimat... i que tenen conseqüències importants en l’organització i planificació de la ciutat. El nostre treball gira entorn d’aquests espais, els espais de trànsit, uns espais emblemàtics de la societat i la ciutat actual. Mitjançant la realització d’una etnografia urbana, hem observat la Barcelona actual i la seva transformació des del seu metro, un gran eix de mobilitat urbana, amb la finalitat d’entendre la ciutat i els seus usuaris/es. Amb el nostre treball volem oferir respostes a com es viu i es transforma la ciutat, alhora que volem mostrar alguns aspectes relacionats amb els dispositius de control i tecnològics, la forma de practicar i relacionar-se amb els espais urbans emergents, la incidència dels espais de trànsit en els processos de transformació de ciutats, entre altres aspectes. The important amount of people's journeys, information and objects, explains at the present time, a dynamic and technologic time. For some authors such as Bauman (2007) or Sennet (2006), this time is guided by the sensation of the uncertainty towards the future. The possibilities that fast development of new technologies imply new logics which stump the traditional borders of space and time, transforms everything into immediate, instantaneous and near. In this context appears a predominance of flows and multiplication of the interconnections, which characterize the society of the information and the communication (Castells, 1996, 1998). The cities are changing to adapt themselves to the new social, economic and politic demands. The city reinvents itself in order to adapt at modern, both time and ways of life. The society and the urban space have a bidirectional relation, and it is in that relationship where the city takes form and meaning. According to Urry (2007) “the mobility paradigm” explains the constant exchanges and journeys (of people, ideas, objects and information) which guides towards new ways of living and relationships. In this way, in today's city we find urban places which facilitates people’s journeys and the transformation of the urban space, the reduction of the perception of the distances or the decentralisation of the city, etc. Transitspaces catalyse the necessities of the mobility. Transit-spaces, for Vivas, Pellicer and López (2008) are urban spaces designed to facilitate people’s journeys and mobility; they are contemporaries spaces and built through an ongoing process of multiple complex and changing interactions. They are places that have assumed huge relevance and upon which the modern urban network is sustained, and at the same time, inform about the power of the city.Within a range of different transit spaces we find: underground train, train platforms, connecting passageways, airports, motorways, service stations, some hotel chains and different vehicles. These spaces are vital in connecting the urban and social network. In them are revealed the common determinations of modern society. Characteristics such as mobility, homogenisation, anonymity, vigilance, globalisation, acceleration... are present in these spaces. These characteristics produce important effects in the organization and design of the city. Our attention will focus on these spaces: transit-spaces. These places are becoming spacial and architectural points of reference, and they claim a central role through their design as identifying elements of modern cities and society. Our proposal for the investigation of urban spaces is the urban ethnography. With this technique we research about Barcelona and its transformation. The space selected is the Barcelona underground train systems, a vast network of urban mobility. Focusing our analysis on Barcelona underground we are responding to the fact that they are a privileged viewing point to observe contemporary urban life, city and citizens. With our work we want to offer answers to ways of living and changing the city, and at the same time, we want to explain some aspects regarding the control practices and technologic possibilities, the form of practice these spaces and the effects of these spaces in the transformation of the city, for example.