Airport Masterplan 2035 LOW RES

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Masterplan 2035
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8.23 The second pinch point is at the end of the terminal pier,
where aircraft pushing back block the taxiway running to
the east and access to the south of the pier and runway
07. This issue is magnified when a large aircraft push back
from ‘stand 30’ (as shown on Figure 18), as this also blocks
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the exit/entrance to the parallel taxiway and access to the
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south of the pier. A possible solution is the development of
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a bypass taxiway to the east of the existing one which will
allow aircraft to circumvent this pinch point.
8.24 A further issue which was identified in relation to the parallel
taxiway was that repairs are made difficult by the daily
service. With our forecasts indicating that more wide body
aircraft are likely to operate in future years, this development
is even more important. It is possible that a turning area
could be added to the existing runway for when runway 25
is in use. This is illustrated in Figure 19.
Enhanced Passenger Facilities
(Terminal and Apron)
8.25 Providing terminal space for the multitude of functions it
accommodates is essential to ensure that future demand
can be met, and our passengers continue to experience a
8.26 The Airport’s current terminal provides 45,150sqm of
floorspace, which has increased since the last Masterplan
through the development of an extension to provide
additional space for security. A further small extension is
currently under development which will provide additional
space for the Airport’s immigration service, and an
extension to the passenger departure lounge above this
development now also has planning permission. The
terminal’s single pier extends eastward, providing additional
passenger facilities and access to gates and air bridges to
board aircraft.
8.27 The Airport terminal is a complex system of interactive
components, these include
l Landside concourse, check-in and ticketing facilities,
l Baggage processing for departures and arrivals,
l Security,
l Passenger departure hall/lounges
l Retail and catering facilities,
l Airline and ground handling agent offices and
crew rooms,
especially pertinent for additional long haul services where
large numbers of passengers could be served without
placing additional demand on busy periods. However,
there will always be focused commercial demand to fly at
peak times.
8.30 We know that there is excess capacity in the existing
terminal to accommodate peak day forecast passenger
growth well into the Masterplan period. However
incremental investments and efficiency measures in one
element of the terminal can improve the capacity and quality
of service elsewhere. This can often be achieved within
l Mobile apps could keep passengers informed of delays
to allow them to plan their journeys to the Airport
accordingly;
l Remote check in and smart ticketing allows for
passengers to undertake parts of the Airport journey
before they leave for or on the way to the Airport.
8.32 The Masterplan is not intended to be prescriptive how a
major physical expansion of the terminal will be provided if
required. There are many site constraints and opportunities
which dictate several viable options, such as –
service to Dubai. Although smaller aircraft can travel up the
runway when taking off to the west and turn 360 degrees,
there is not physically room for larger aircraft to do so, within
regulatory limits. Any repairs have to be done in a restricted
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timeframe to accommodate the current daily Boeing 777
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Figure 17 – Potential Taxiway Widening
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Approach Surface
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high quality environment.
Figure 18 – Potential By-pass Taxiway
Taxiway
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Figure 19 – Potential Runway Turning Area
l Immigration,
l Departure gates and bus airside transfer waiting areas.
8.28 Different elements interact and are dependent on capacity
on the Airport apron and the passenger parking and
pick-up and drop-off facilities. Each part needs to be
planned individually as well as collectively, so that each
element is meeting the demands placed upon it by growth
in passenger numbers and aircraft movements, and
consequently the system as a whole operates
within capacity.
8.29 Passenger throughput in the terminal is not uniform. Peaks
in daily movements and the seasonality of flights from the
Airport often mean the terminal is operating well below its
identified capacity. However, clearly we need to plan for
providing close to our expected maximum through flow. The
identified opportunities for growth and our future forecast
flight schedules indicate that there may be growth where
latent capacity exists. More flights at quiet times of the day,
and more outside of our current summer peak, will be able
to be accommodated within the limits of existing facilities.
This intelligent scheduling to improve efficiencies will be
the existing fabric of the building, or through very modest
additions.
8.31 There is also the potential to utilise technology to reduce
the need for additional physical terminal space for some
elements of the passenger journey process. We have
already introduced a number of self-check-in kiosks and
boarding pass scanners. The Airport is committed to
embracing new technologies to improve the efficiency and
quality of the terminal operation. This could include –
l Self-baggage drops allowing for passengers to part
with their luggage as soon as they get to the Airport, and
when combined with self-check kiosks can reduce space
needed for queuing at check-in;
l Remote baggage drops allow for passengers to be free
of their checked luggage before they enter the terminal.
Drop off points in the car park or potentially even off site;
l Improvements in the security process such as biometric
technology may allow for fast verification and possibly
eliminate the need to present multiple documents at
different stages of passing through the Airport;
l An extension directly to the north of the existing
terminal creating additional space at all levels and
both airside and landside;
l A southern extension to the terminal;
l A satellite pier or concourse north and north east
of the current terminal physically connected to the
existing terminal by a passenger walkway;
l A physically separate satellite pier or concourse
serving remote stands, with passengers travelling to it
by ground transport;
l A modest extension of the existing pier.
8.33 Any development of additional terminal capacity needs to
be closely planned in association with the identified demand
for future apron capacity to provide for the forecast increase
in aircraft movement, as well as the nature of future peak
schedules in terms of aircraft types and flight times.
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