DIAL has engaged UK based Mott MacDonald Limited as their Lead Technical Advisors for preparation of Master plan and major development plans. As part of this, LTA has carried out traffic forecast, Site survey, Obstacle study, Environmental audit and Geotechnical investigations. The Masterplan has been developed with particular emphasis on the following considerations:

• Maximizing the lifespan of the airport system
• Optimum utilization of the available airport land resources and existing facilities
• Minimum impact on existing operational areas and physical encumbrances (within the initial phases)
• Safeguarding future unconstrained development by means of a coherent and comprehensive phasing strategy
• Maintaining a balanced airfield system at every stage of the development, whereby the available capacity of each constituent part is commensurate with the capability of the system as a whole.
• Balancing airside and landside demand and capacity in each phase of development.

The phased development sequence is in five-year increments. The initial phases provide a new runway system in the southern sector of the airport site, linked to the existing northern runways (10/28 and 09/27) by a pair of taxiways. New passenger terminal development is focused on the south-western corner of the airport, which has the benefit of no existing encumbrances. The entire new system, including runways, aprons and taxiways is fully compliant with Code (F) aircraft requirements. The new passenger terminal building (Terminal 3) accommodates the bulk of the full service international and domestic traffic streams operating at the airport. The masterplan anticipates that Terminal 2 will remain operational in tandem with the T3 facility, supplementing the legacy contact stand supply, until such time that the Terminal 4 construction programme will necessitate its demolition. Terminal 1 is dedicated to the Low Cost Carrier market.

Subsequent phases develop the terminal envelope, aprons and landside pavements in a manner, which provides maximum flexibility, in terms of a response to a fluctuating market, as well as an under-one-roof terminal environment. Although the ultimate, saturation scenario site build-out anticipates a configuration of four discrete passenger terminal processor modules,the overall layout permits a free flow of passengers throughout the system, with minimal level changes. This has benefits in terms passenger convenience, optimized transfer logistics (MCT’s) and optimized capital investment. The guiding strategic concept of the development is to focus and consolidate the passenger product in the central airport area, bounded to the north and south by the runway system. This entails the gradual displacement of the other core functions to adjacent areas, within the airport estate.

The existing cargo facilities are permitted to grow within their current location, relying on both the provision of additional gross floor areas and operational improvements (mechanization and control processes) to meet the demand forecast within the initial three phases. The demand profile for both the freight and passenger sectors within the 2026 capacity timeframe necessitates the relocation of the cargo product to the northern sector. This migration is facilitated by the provision of new-dedicated LCC facilities in the central area (Terminal 6) and the realignment of the existing runway 09/27, parallel to runway 10/28. The enhanced northern runway system will be compliant with Code (F) aircraft requirements.

The aircraft maintenance provisions are equally able to grow within their current location, concurrent with parallel incremental focusing of this product sector in the eastern part of the airport site. Some further line maintenance facilities may be desirable at the west end of the site close to the western terminals and space has been safeguarded for such facilities.

The existing General aviation facility to the north of runway 10/28 is supplemented, in the initial phases, by a new apron and dedicated terminal area provided to the immediate east of the existing ARC compound. Following the re-alignment of runway 09/27, the northern airport sector will accommodate enhanced G.A apron and aircraft maintenance facilities in the form of a dedicated FBO facility.

The areas located between the eastern link taxiway system and the NH8 highway are predominantly dedicated to commercial development. Additionally, aviation related development opportunities are available within the central landside zone, bounded by the four passenger terminals and linking pier systems. A spinal transportation corridor, located on the central axis of the development, accesses the landside zone. In additional to a multiple lane highway system, linked to the NH8, the transportation corridor also defines the alignment of the high-speed metro link from Connaught Place and the location of two metro stations (ultimate build out). The provision of car parking areas, airport terminal hotels and complimentary retail/food court areas complete an integrated multi-modal transportation network.