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
Safeguarding future unconstrained development by means of a coherent and comprehensive
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
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.