Airport Masterplan 2035 LOW RES

Masterplan 2035
8. Development Plan
8.1 To deliver the forecast growth of the Airport and secure the
far reaching economic and social benefits this will offer,
there will need to be investment in improvements to our
operation. Additional infrastructure will likely be needed
airside and landside to both stimulate and meet the needs
of future demand.
8.2 As the Masterplan is a long term strategy the specific
development needs are reviewed at spaced out intervals,
starting from the 2017 base year. Key diagrams in
Appendix 1 illustrate what may have been developed by -
l 2025
l 2030
l 2035
The development needs for the following are set out –
l Runway Length
l Runway and Taxiway Capacity
l Terminal and Apron
l Airside Ancillary
l Car Parking
l Landside Ancillary
l Freight and Employment Sites
8.3 Assessment of our future requirements is largely based on
a study undertaken by global consultancy Arup, working
closely with staff from different specialisms at the Airport.
Runway Length Performance
8.4 The Airport’s current single runway is 2,329m (7,641ft) in
length and 46m wide. Runway 25 20 (takes off towards the
West) is used about 70% of the time, owing to the prevailing
wind direction from the west, as aircraft need to take off
into the wind to achieve greater lift. However, an area of
high ground to the west of the Airport, known as Callerton
Hill, needs to be cleared on take-off. Runway 25 also has a
slight upslope.
8.5 The presence of this high ground means that aircraft
generally require more engine power to take-off safely than
they ordinarily would on a runway of a similar length under
the same atmospheric conditions. This uses more fuel at
take-off which means that more has to be carried, adding
weight to the aircraft. This issue presents the following
challenges to our present and future operation –
l Under some weather conditions and to certain current
destinations, narrow body aircraft, because of the weight
of the fuel needed and the amount used at take-off,
either have to make a technical fuel stop on route, or
operate with a reduced passenger load. This can have
an adverse impact on the financial performance of
affected flights.
l Larger wide body aircraft serving long haul destinations
can be restricted when using the Airport. Depending on
the destination and aircraft type there may need to be a
trade-off between the three contributors to aircraft takeoff
weight: fuel, cargo, and passengers and baggage.
The fuel needed to travel to a destination is largely set;
therefore passenger numbers and/or cargo load may be
reduced which could impact the viability of services to
some destinations.
l The need for added engine power to clear Callerton
Hill also increases engine wear and the higher fuel
burn on take-off adds cost to current and future airline
operations.
l The current runway’s stopping distance results in greater
brake wear, especially for larger aircraft.
8.6 We have already carried out ‘soft measures’ such as the
reduction of vegetation at the western end of the runway
to lessen static obstacles. However there is a limit to the
impact such measures can have on the performance of
aircraft using the runway.
20
Runway 25 is aircraft departing to the west and arriving from the east, with runway 07 being the opposite. The names relate to the degree of orientation.
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35