Airport Masterplan 2035 LOW RES

Masterplan 2035
8.12 This Masterplan proposes to safeguard for a possible
runway extension should the need arise, but does not
destinations that could be achieved are shown in Figure
16, although we do not expect there to be demand for all
l A reduction in engine power at take-off would likely result
in lower noise emittance.
8.16 There are number of implications which would stem from
such a possible extension –
8.19 The current runway capacity is 30 aircraft movements
an hour in total, with no more than 18 departures and 12
8.21 The location of the terminal at one end of the runway does
not make for the most efficient airside operation as taxiways
necessarily represent an intention to build one. In the event
of these to be served.
that an extension were to go ahead, the following benefits
l The potential for dedicated cargo operations would be
could result –
improved, with larger aircraft and/or heavier payloads a
l Some existing aircraft types will be able to operate
possibility. This is especially true for one-off shipments
to their maximum capability with others able to carry
by companies meeting the bespoke needs of their
passenger/cargo loads with only limited restrictions.
customers.
In the event that hoped for, but as yet unknown,
l The efficiency of aircraft on existing routes served from
improvements in aircraft performance do not materialise,
the Airport would likely be improved with a longer takeoff
run requiring less engine power and so a lower fuel
then this substantial increase in length would allow
for all destinations we anticipate we could fly to in the
burn. This will improve the economic and environmental
future, without commercially unviable restrictions. The
performance of flights.
Figure 16 – Aircraft Range Performance on Extended Runway
8.13 Figure 17 shows the range which would be achievable on
the extended runway for different existing aircraft types
operating at around 80% of the maximum take-off weight
for each type, accounting that a full fuel load and /or full
passenger/cargo may not always be needed.
8.14 The current width of the runway and taxiways would not
allow for the operation of the Airbus A380. However, we
do not expect to have this aircraft type operating from the
Airport within the Masterplan period, with any new long
haul routes utilising smaller, twin engine aircraft. As such
we consider that this restriction will not hinder our future
growth.
8.15 In order to safeguard for the possibility of a runway
extension and to ensure that Local Authorities also
make provision for it in their development plans and in
determining planning applications for housing and other
noise sensitive development in the local area, we have
made an assumption that it would be implemented by
2035. This is shown on the 2035 key diagram. We have also
produced noise contours for 2035 that take account of both
l The runway would extend onto agricultural land which
is currently within the Green Belt. However, we believe
that the openness of the Green Belt would be preserved
as well as the separation of settlements. Combined with
the economic benefits the development would bring,
we think there is a compelling case for very special
circumstances so that the development could be
supported, as per paragraphs 79-92 of the NPPF.
l This land is not under the Airport’s ownership. Should
a runway extension go ahead, the Airport Company will
seek the purchase of this land by negotiation, but it does
have compulsory purchase powers as a last resort.
l There would be a change to arrivals and departures
which would result in aircraft being at different heights
than they currently are when flying over certain areas.
This will result in a slightly larger population potentially
being impacted by aircraft noise. This is addressed in
section 10.
l The Public Safety Zone at the eastern end of the runway
would move, resulting in land to the North of Brunswick
Village being subject to development restrictions.
arrivals (or vice versa). Corresponding with the peaks and
troughs of terminal passenger throughput, there are times
when aircraft movements are concentrated. However,
analysis of our forecast peak day schedules indicates that
future demand can be comfortably accommodated within
the existing runway capacity. It is therefore not considered
that there is any need for an additional runway up to 2035.
Indeed there are many single runway airports which operate
well in excess of our projected future passengers numbers.
8.20 Although there is sufficient capacity to provide for growth,
we will consider making improvements to make sure use
of current infrastructure is as efficient as possible, and so
maximise use of the existing airfield.
mix with aircraft stands in quite a confined space. This can
sometimes delay arriving aircraft getting onto their stand or
restrict use of taxiways when departing aircraft are pushing
back. Two definite pinch points have been identified.
8.22 At present the Airport has a ‘holding taxiway’ at the western
end of the runway for aircraft ready to depart. They will hold
on this area until given clearance for take-off by ATC. There
is currently only space for 2 narrow body aircraft to wait at
any one time, as any more results in access to the stands
south of the pier being blocked. This can result in aircraft
waiting on stands longer than is necessary. A widening of
this taxiway would allow for dual queuing and so improve
the efficiency of the airfield, as shown in Figure 17.
the growth of the Airport and a possible runway extension.
These contours will assist the Local Authorities in ensuring
that no housing and other noise sensitive developments
go ahead in locations that might prevent the Airport from
growing in the future. Future improvements in aircraft
technology might mean that the extension isn’t needed until
Runway and Taxiway Capacity
8.17 The capacity of the runway dictates how many aircraft
can safely operate in a given period. It is measured in
movements per hour, and can be influenced by a number of
factors such as aircraft type, weather, taxiway provision, air
space restrictions, and safety and regulatory requirements.
after 2035, if at all, but it is important for both the Airport,
and the future connectivity and economic growth of the
North East region, that we safeguard for this possibility.
8.18 The Airport currently has two rapid exit taxiways to allow
for aircraft to clear the runway as quickly as possible after
landing, and a parallel taxiway, which removes the necessity
for aircraft to taxi on the runway itself. These features
provide quite a high existing capacity for our single runway.
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