Airport Masterplan 2035 LOW RES

Masterplan 2035
8.34 The apron is the area of the airfield where aircraft park on
stands to load and unload passengers and cargo and get
serviced for their next flight, as well as the surrounding
hardstanding for Aircraft to ‘push back’ to then join
taxiways. The Airport has both contact stands (those
directly adjacent to the terminal and pier) and remote stands
which demand that passengers are bused to the aircraft.
8.35 The Airport currently provides 12 ‘contact’ aircraft stands
adjacent to the pier and terminal; with a further 16 remote
stands. The stands can be configured in various ways
to accommodate different aircraft types, so there is a
maximum capacity for 36 aircraft at one time, although
clearly having a greater number of larger aircraft at the
Airport at the same time would reduce this capacity. The
current commercial peak is around 21 aircraft, but we know
that there are times when additional aircraft are on stand
and the apron is operating close to capacity.
8.36 Like the terminal, the apron has peaks and troughs of
activity, with the need to accommodate parked aircraft
overnight, in a particular busy period. It is essential to plan
for the maximum forecast demand, with a buffer to account
for non-scheduled demands like private and military aircraft.
8.37 Our forecasts indicate that over the Masterplan period there
may be a growth in both the maximum number of aircraft
at the Airport at one time as well as potentially more, larger
aircraft needing to be accommodated at the same time. This
could result in the need for potentially 7 additional aircraft
stands for single aisle, short haul aircraft and 4 or 5 for
wide body, long haul planes, as well as associated apron,
with this demand for additional infrastructure being phased
across the Masterplan period.
8.38 Although dependent on how the possible need for new
terminal capacity is ultimately met, there are two main
options to meet the demand for additional stands
and apron –
l Development of additional apron adjacent to the existing
remote apron to provide more remote aircraft stands;
l In association with additional concourse/pier
development, further provision of apron and contact
stands, with a more modest expansion of the existing
remote apron.
8.39 Each option would have particular associated costs and
impact on existing services. Each would also offer different
levels of passenger experience and operational benefits,
with provision of contact stands broadly offering the
highest level of service but at a greater cost. For example
they are able to accommodate air bridges, of which the
Airport currently has three. There would also need to be
consideration of the relationship with existing taxiways and
the provision of new taxiways to deliver an efficient airfield
operation.
8.40 The exact location, design, and alignment with other
infrastructure of an additional terminal and apron
development are not definite. More detailed capacity and
design studies will be undertaken during the Masterplan
period closer to when additional capacity could be required,
to determine a preferred option, and broadly when it will be
delivered. The Masterplan therefore safeguards land to the
north and north east of the terminal to provide for both the
needs of an additional concourse/pier development and
expansion of the apron. This may require the redevelopment
some existing car park and/or some of the grassed areas of
the airfield.
Airside Ancillary
8.41 There are number of other airside developments essential
for the safe and efficient operation of the airfield which
would also need to meet any additional demand placed on
them through growth of the Airport.
Fuel Farm
8.42 The Airport fuel farm is located to the north of the site
adjacent to the perimeter road. It was developed in 2005
and consists of a series of above ground holding tanks to
supply aircraft refuelling trucks. The facility would need to
have enough capacity to meet the demands of a greater
number and larger aircraft, as well extra demand from more
distant destinations served. Our forecasts indicate that there
may need to be additional capacity developed to supply
2-4 tankers a day. An area of land within the confines of the
existing fuel farm could provide for this demand, with any
further demand able to be accommodated to the south of
this without impinging on other development requirements.
If the apron/terminal is developed to the north of the terminal
and so impacts on the entrance to the northern perimeter
road, there may be a need to introduce an alternative, more
direct link to the apron for fuel trucks.
42
43