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Airport Planning & Design Report
Masterplan Implementation Project Airport Planning & Design Report -
Airport Planning & Design Report
Prepared for Sunshine Coast Airport
AECOM Australia Pty Ltd Level 8, 540 Wickham Street, PO Box 1307, Fortitude Valley QLD 4006, Australia T +61 7 3553 2000 F +61 7 3553 2050 www.aecom.com
ABN 20 093 846 925
15 October 2010
© AECOM Australia Pty Ltd 2010 The information contained in this document produced by AECOM Australia Pty Ltd is solely for the use of the Client identified on the cover sheet for the purpose for which it has been prepared and AECOM Australia Pty Ltd undertakes no duty to or accepts any responsibility to any third party who may rely upon this document. All rights reserved. No section or element of this document may be removed from this document, reproduced, electronically stored or transmitted in any form without the written permission of AECOM Australia Pty Ltd.
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Masterplan Implementation Project Airport Planning & Design Report -
Document Ref Date: Prepared by Reviewed by Airport Planning & Design Report 60150287 15 October 2010 Kevin Langford/Rowan Cossins Craig Ridgley
Revision History Revision Date 17 Aug 2010 Authorised Details Name/Position Final Todd Battley Group Leader -Water & Infrastructure Services Todd Battley Group Leader -Water & Infrastructure Services Todd Battley Group Leader -Water & Infrastructure Services Signature
Final for Issue
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Masterplan Implementation Project Airport Planning & Design Report -
Table of Contents
1.0 Introduction 1.1 Background 1.2 Scope 1.3 Project Justification 1.3.1 Features of the design 1.4 Studies to Date 1.5 Supporting Documents Project Timeframes 2.1 Aviation Forecasts 2.2 Forecast Period 2.3 Strategic Development Plan 2.3.1 Key Infrastructure Triggers: New Runway 2.3.2 Key Infrastructure Triggers: New Terminal Precinct 2.3.3 Key Infrastructure Triggers: Existing Terminal Area 2.3.4 Key Infrastructure Triggers: Northern Aerospace Precinct Airline Route Structure 3.1 Comparison with Gold Coast Airport 3.2 Sunshine Coast Airport – Potential Route Development Airfield Planning Design Criteria 4.1 Design Aircraft 4.2 Aircraft Noise 4.3 Airfield Planning Criteria 4.4 New Runway 4.4.1 Operational Classification 4.4.2 Orientation 4.4.3 Runway Usability 4.4.4 Runway Length 4.4.5 New Runway Staging and Capacity 4.4.6 Aircraft / Range / Payload 4.4.7 Public Safety Area 4.4.8 Rapid Exit Taxiway Locations 4.4.9 Runway 18/36 Operations 4.4.10 Airspace 4.4.11 Obstacle Limitation Surfaces The Airport System 5.1 Passengers 5.2 Airlines 5.3 Regional Development Airport Master Planning Design Criteria 6.1 Sustainability 6.1.1 Construction 6.1.2 Environment 6.1.3 Community 6.1.4 Business 6.2 Traffic 6.2.1 Access 6.2.2 Parking 6.2.3 Commercial Transport 6.2.4 Public Transport 6.2.5 Bikepaths and Walkways 6.2.6 Public Airfield Viewing Area 6.3 Terminal Building Offset Line 6.4 Terminal Apron Planning Concept 6.5 Linear Terminal Frontage Concept 6.6 Terminal Design 1 1 1 1 2 3 3 4 4 6 6 6 6 7 7 8 8 9 10 10 11 12 12 12 13 13 14 19 20 21 21 22 24 25 27 27 27 28 29 29 29 30 30 30 31 31 33 34 34 34 34 34 36 38 38
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6.6.1 Airline focus 6.6.2 Passenger focus 6.6.3 Landside connection 6.7 Aircraft Parking Stand Demand 6.8 Hangar Building Line Offset 6.9 Terminal Reserve 6.10 Alternative Terminal Configurations 6.11 Air Traffic Tower 6.12 Airservices Australia Radio Navigation Aids 6.13 Helicopter Operations 6.14 Aviation Support 6.14.1 Freight Reserve 6.14.2 Aviation Fuel 6.14.3 Flight Catering 6.14.4 GSE Parking 6.15 Airside Operations, Security and Airside Access Control 6.15.1 SCA Airfield Operations and Security 6.15.2 Airside Vehicle Security Access Control Future Review of Airport Planning & Design Summary of Recommendations
38 39 40 40 43 43 45 47 48 49 50 50 50 51 51 52 52 52 53 54
Appendix A Preliminary Runway Design ..................................................................................................................... A Appendix B Conceptual Development Plan................................................................................................................. B Appendix C Strategic Development Plan .................................................................................................................... C
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The development of a new runway in a north-west / south-east orientation will allow the development of longer range air services by aircraft up to A330 / A350 / B787 size (Code E). This report documents the preliminary engineering design of the new Runway 13/31. communities with thriving airports prosper in the 21st Century.Masterplan Implementation Project Airport Planning & Design Report - AECOM 1. The MIP is a significant investment for SCA. \\AUBNE1FP001\Jobs\Projects\60150287\8. national and international levels. Any runway extension is constrained at either end by existing urban development.0 1. even allowing a proposed future expansion to the south-east. A strategic development plan for the infrastructure is shown in Appendix C. In summary.3 Project Justification Today and into the future.1 Reports\Airport Planning & Design Report . and the conceptual design of all other facilities including terminal. 1.7-2million passengers per annum. it is one of the ‘Magnificent 7’ vital transport infrastructure projects nominated by the South-East Queensland Council of Mayors. has a capacity of around 1. but will enable the airport to properly service their domestic and international passengers in line with projected demand. Current B737-800 and A320 aircraft operations are restricted in terms of payload and range due to the existing runway length. This preliminary planning and design report has been prepared to document the design process for the MIP. airports are arguably the key nodal points for the flow of people. Issued Docs\8.Rev 2 15. our scope comprised the following elements: Project management Data Acquisition and Review Airfield Design Airport Development Plan Geotechnical Engineering Drainage Design Design Drafting Cost Engineering. and one that is pivotal to future economic growth of both the airport and the Sunshine Coast Region. Described as the largest and most important infrastructure project on the Sunshine Coast. The existing runway length is a constraint to further development of longer range air routes and services by larger aircraft. The current Runway 18/36 has an operational length of 1.2 Scope The scope of work is outlined in our letter dated 7th April 2010 Masterplan Implementation Project . Optimum runway length has been addressed with respect to the site and aircraft operational requirements to prove the feasibility and viability of the new runway. 1. Existing terminal. railways and highways in previous centuries. The key existing infrastructure elements of Sunshine Coast Airport are: Existing runway 18/36.Scope Clarification & Contract. taxiways and associated airfield facilities (refer to Appendix A for preliminary design drawings). Due to width and most especially length constraints. ideas and money at state. aprons. Like towns and cities with good seaports. and the potential apron space to park one Code E and five Code C aircraft or seven Code C aircraft. the existing runway cannot operate larger Code E aircraft. goods.2010.docx Revision 2 . ground access and utilities (refer to Appendix B for conceptual sketches).10. The existing terminal.797m. The conceptual design of these facilities has been based on a planning horizon of 2030 in line with the aviation forecasts. The project centrepiece is a new Code E runway in an orientation of 13 / 31 capable of facilitating future domestic and international air services at Sunshine Coast Airport.1 Introduction Background The Masterplan Implementation Project (MIP) is a significant new chapter in the Sunshine Coast Airport (SCA) story.15 October 2010 1 .
there is no alternative location for an East-West runway that utilises the existing airport assets that does not intrude into National Park. With an ultimate planning horizon of 2050. so any lengthening would only worsen this aspect. Protecting existing vegetation and ecosystems where possible. and the fact that the existing runway public safety areas already extend over development. the airport passenger capacity will be 1. Maximum physical length with an East-West runway: This option was discarded due to the SCA policy of avoiding existing development within the new runway Public Safety Area.Rev 2 15. practical and do-able on a very physically and environmentally constrained site. Delivering a highly flexible strategic planning framework that is cost efficient. Maximum use of SCA land for Northern Aerospace/New Terminal Precinct: This option was discarded to preserve sensitive environments. Rather than maximum use of all potential land. Land north of the drainage line will be required for development due to required obstacle clearance distances. Also.7-2million primarily domestic passengers per year. an event that is predicted to occur around 2023. Flood mitigation and recognising the potential for climate change.15 October 2010 2 . the new terminal precinct will then remove the passenger and aircraft parking restrictions of the existing terminal. 2) 3) 4) 1. Alternative airport location: We understand that this option was ruled out as impractical due to cost and community impacts. while passengers can be processed through the existing terminal building for a period with the new runway. with domestic flights only. This is achieved by locating the proposed access along the existing cane drainage line.1 Features of the design Key features of the preferred runway design and precinct development option include: A runway and taxiway preliminary design and orientation that is operationally efficient while avoiding existing development in the public safety areas. 1) Exact 2007 Masterplan airfield and development layout: This option was discarded due to the 2007 Masterplan concept proposing a less operationally efficient runway orientation and taxiway layout. This approaching infrastructure constraint is the key justification for the Masterplan Implementation Project. The development of the new runway will allow access by both domestic and international aircraft up to the B787800 which will allow the airlines the opportunity to develop longhaul routes to and from Sunshine Coast Airport. Issued Docs\8. 3) 4) The alternatives below were considered and ruled out during the course of the project. \\AUBNE1FP001\Jobs\Projects\60150287\8. and its centrepiece.1 Reports\Airport Planning & Design Report .10. the proposed development of the Northern Aerospace and New Terminal Precincts preserves a significant population of allocasuarina emuina habitat located on SCA land adjacent to the southern Mount Coolum National Park.2010.9million passengers per year. rather than running directly west. With the existing 18/36 runway. the new terminal precinct development will be staged. New North-South Runway west of the Motorway: It is clear that this option was discarded due to significant flood impact issues and also not being on land owned by SCA.Masterplan Implementation Project Airport Planning & Design Report - AECOM Presently. Alternatives Considered The following options have been previously considered and ruled out by SCA. the Sunshine Coast Airport caters to approximately 0. Extension of existing North-South runway 18/36: We understand this option was ruled out due to existing development at either end of Runway 18/36. and because the development intruded into the southern section of the Mount Coolum National Park. the new 13/31 Runway.docx Revision 2 . 1) 2) No new runway: This would result in the capacity bottleneck described above.3. Reserving areas of land for intended uses to allow for a viable and prosperous airport business and lowstress terminal precinct. construction methodology and future expansion of the new terminal precinct. Alternative location with an East-West runway able to utilise existing airport assets: Due to Mount Coolum National Park north and south of the site.
October 2010.1 Reports\Airport Planning & Design Report .Rev 2 15. Procedure Surfaces for Proposed Instrument Procedures Proposed Runway 13/31 Sunshine Coast Airport. AECOM. MJG Aviation. Sunshine Coast Airport MIP Preliminary Fill Assessment Paper. Sunshine Coast Airport MIP Airside Pavement Profile Evaluation. AECOM. Airservices Australia – National Towers Program Control Tower Siting Studies Sunshine Coast Airport (MCY) Queensland. 2007.10. Airbiz.15 October 2010 3 . The following key documents support and are directly relevant to this planning and design report: \\AUBNE1FP001\Jobs\Projects\60150287\8.4 Studies to Date This planning report has drawn on the following key studies independently commissioned by the Sunshine Coast Airport. Sunshine Coast Airport MIP Preliminary Costing. Sunshine Coast Airport Masterplan. August 2010. Sunshine Coast Airport MIP Acid Sulfate Soils Investigation. August 2010. Sunshine Coast Airport. 31st May 2010.5 1) 2) 3) 4) 5) 6) 7) 8) Supporting Documents Sunshine Coast Airport MIP Preliminary Geotechnical Investigation. August 2009. Sunshine Coast Airport MIP Preliminary Drainage Study. AECOM. Golder Associates. BMT WBM 2010 (a report provided to Arup). AECOM. Sunshine Coast Airport MIP Preliminary Onshore Sand Assessment Discussion Paper. 19th December 2008.Masterplan Implementation Project Airport Planning & Design Report - AECOM 1. AECOM. Tourism Futures International. AECOM/Project Support. Golder Associates. Issued Docs\8.2010. Sunshine Coast Airport Traffic Forecast Report. 1. August 2010.docx Revision 2 . 5th June 2009. Sunshine Coast Airport Preliminary Ecological Advice. Sunshine Coast Airport MIP Preliminary Services Strategy. August 2010. October 2010. August 2010.
0 2.6million pax pa in 2030.Masterplan Implementation Project Airport Planning & Design Report - AECOM 2. Sunshine Coast Airport – Historical Passenger Numbers 1993 to 2009 Tourism Futures International Figure 2-1 TFI Historical Passenger Movements Tourism Futures’ “Central” forecast predicts that Sunshine Coast Airport passenger traffic will grow to around 2 million pax pa by 2030 without a new runway.2010. Jetstar and Tiger airlines.1 Reports\Airport Planning & Design Report . taxiway and aircraft apron facilities which facilitate the operation of Code E aircraft. If the forecasts are to be realised it will be necessary to provide runway.15 October 2010 4 . The forecasts for additional passenger traffic for the new runway include Trans Tasman and medium haul international routes. \\AUBNE1FP001\Jobs\Projects\60150287\8.200pa in 2009 to 13.docx Revision 2 .600pa for the existing runway scenario and 19.10. Issued Docs\8. This growth is largely due to the development of low cost carrier operations by Virgin.1 Project Timeframes Aviation Forecasts Tourism Futures International prepared the Sunshine Coast Airport Traffic Forecast Report in August 2009 which has been used to establish potential growth in both passenger traffic and aircraft movements to 2030.Rev 2 15. The TFI “High” forecast estimates a total potential passenger demand of up to 3. Sunshine Coast Airport has had an overall growth rate of nearly 9% per annum over the past 15 years and continues to enjoy significant growth in both passenger and aircraft movements. Annual RPT (regular public transport ) aircraft movements are predicted to rise from a base of 6.200pa in 2030 if the new runway is constructed. and 2. The difference represents the additional airline routes and the potential for larger aircraft operations that will be feasible with the new runway.8 million pax pa if the new runway is constructed.
10.2009) Sunshine Coast Airport – Projections of RPT Aircraft Movements – (TFI .2010.2009) Figure 2-2 TFI Annual Passenger and RPT Aircraft Movement Forecasts to 2030 The TFI forecast passenger growth is dependent on the construction of the proposed Runway 13/31 allowing the introduction of Code E aircraft operations and longer range aircraft operations.Masterplan Implementation Project Airport Planning & Design Report - AECOM Sunshine Coast Airport – Projections of Passenger Movements (TFI . especially for international routes at some time within the planning horizon. however it is likely that the airlines would prefer to introduce some Code E aircraft operations (A330/ A350/ B787).docx Revision 2 . in general. Code E aircraft will.1 Reports\Airport Planning & Design Report .Rev 2 15.15 October 2010 5 . Issued Docs\8. The average number of seats per aircraft is estimated at around 180 by 2030. This average number of seats per aircraft figure could be met by the existing generation of B737 and A320/A321 aircraft. The number of aircraft to be accommodated on the RPT apron in the busy hour is forecast to rise from 3 currently to 7 in 2030. \\AUBNE1FP001\Jobs\Projects\60150287\8. have longer range capabilities which will be important for the development of new medium haul international routes by the airlines.
New Air Traffic Control Tower and Aerodrome Rescue and Fire Fighting Services (before end 2019). \\AUBNE1FP001\Jobs\Projects\60150287\8. Further detailed geotechnical work and construction process analysis will refine this estimate. 48 months has been assumed in the Strategic Development Plan at this time. as well as the need to obtain a reasonable asset life from planned terminal/apron upgrades. rather than a specific future date. SCA will need to supply an access road and services to the site. 2. (including site access and preparation) is obtained (by end 2013). Once the new runway is operational (end 2019).5 to 4 years (48 months). in a Gantt chart format.1 Reports\Airport Planning & Design Report . is shown in Appendix C.1 Key Infrastructure Triggers: New Runway The key triggers for the commencement of the new runway infrastructure are: EIS and detailed design complete (by end 2013) Core funding (at least sufficient for the western end works. These include . Based on the Golder preliminary geotechnical assessment.2 Key Infrastructure Triggers: New Terminal Precinct Certain elements of the new terminal precinct will be triggered once the new runway construction commences.g.docx Revision 2 . based on available data. with Stage 1 completed by end 2028.10.2 Forecast Period This planning report has been developed for the 20 year planning period to 2030. and also ensure Airservices Australia’s internal infrastructure development plan for the Sunshine Coast Airport is aligned with the new runway timing. the next infrastructure need for the new runway will be the construction of the Stage 3 (2035) and Stage 4 taxiways (2045). consistent with Tourism Futures International air traffic forecasts. While these infrastructure elements are the responsibility of Airservices Australia. The timing of the various infrastructure elements is dependant on when the triggers are actually met. The strategy thus requires at least an annual review. The most significant element of the new runway construction in terms of potential impact on timing will be the length of time required for preloading/surcharging the western end of the runway.2010. consideration has been given to an ultimate planning horizon of 2050 to ensure that adequate expansion of facilities can be accommodated well beyond the 2030 planning period. this is likely to be between 2. the new terminal precinct development is envisioned to commence in 2026. In the planning of individual facilities. 2.: Air Traffic Control and Airport Rescue and Firefighting Services).3. 2. Due to the significant capital investment required.3 Strategic Development Plan We have outlined a strategic development plan to 2050 for the MIP based on key infrastructure triggers and timing prediction. Issued Docs\8.15 October 2010 6 . The plan. post basic expansion and refurbishment. This would comprise: Access Road and services. Terminal Stage 1 and runway pavements Stage 2 (Rapid exits + apron) Carpark GSE parking area Airside operations building Security Building Services to remaining areas Aviation fuel storage facility. and of course whether funding is available. such as passenger terminal reserves. The major initial development of the new terminal precinct will be triggered by the passengers per annum or aircraft parking capacity constraints of the existing terminal. or ones that will be necessary to facilitate SCA activities (e.Masterplan Implementation Project Airport Planning & Design Report - AECOM 2. and following the new terminal precinct development (end 2028).3. The plan is focused on infrastructure elements that SCA will need to provide.Rev 2 15. to ensure its ongoing utility and relevance. This will be triggered by aircraft movement numbers on the runway.
docx Revision 2 . Note that this area will require filling for flood immunity prior to development.2010. These include: Basic expansion/refurbishment of the existing terminal (before end 2019) Code E aircraft parking apron (before end 2019).1 Reports\Airport Planning & Design Report . \\AUBNE1FP001\Jobs\Projects\60150287\8. The above infrastructure elements will be driven by the SCA business plan. Issued Docs\8.3 Key Infrastructure Triggers: Existing Terminal Area Certain elements of the existing terminal precinct will be triggered once the new runway construction commences. The other main trigger for the existing terminal area is: Commissioning of the New Terminal Precinct Stage 1 (end 2028).Masterplan Implementation Project Airport Planning & Design Report - AECOM 2.15 October 2010 7 .3. Southern Aerospace Precinct development (2012) Industry Park Stage 1-2 (2015-2020). Note that this area will require filling for flood immunity prior to development. offices and retail to service the local businesses and their employees. This redevelopment of the existing terminal precinct will be focussed on the support of locally based industry and businesses and would be differentiated from tourist / passenger retail businesses to be located within the new terminal building. 2. The parcel concerned will need to be purchased from DERM. This will open the existing terminal and carpark areas up for redevelopment (2030): potentially to a corporate/industry jet hub.10. plus conference centre.3.Rev 2 15.4 Key Infrastructure Triggers: Northern Aerospace Precinct The development of the northern aerospace precinct (assumed 2025-2026) will be triggered by the SCA business plan. Other major elements being considered for the existing terminal precinct (independent of the new runway) include: Terminal refurbishment (2012) Two additional Code C aircraft parking aprons (2012) College campus development (2012).
Issued Docs\8. with Gold Coast / Melbourne next at 36%.331 16. Other domestic routes to Adelaide.2010. Christchurch. the highest domestic passenger demand is on the Gold Coast / Sydney route with 52% of overall domestic traffic.0 3.10.5% 100% Gold Coast Airport also operates international routes to Auckland.1 Reports\Airport Planning & Design Report .1 Airline Route Structure Comparison with Gold Coast Airport Gold Coast Airport is situated south of Brisbane and although it has probably a more mature tourism market.Rev 2 15. has many similarities with Sunshine Coast Airport. Gold Coast Airport has a runway length of 2492m which has allowed it to develop medium to long haul international routes. International routes account for 17.15 October 2010 8 . Tokyo and Osaka.5% 1. Tokyo and Kuala Lumpur as shown in the route structure diagram below.Masterplan Implementation Project Airport Planning & Design Report - AECOM 3.227 1.docx Revision 2 . Newcastle and Canberra together account for only 12% of total domestic passenger traffic.257 3.527 702 45. Figure 3-1 Current Gold Coast Airport Route Network \\AUBNE1FP001\Jobs\Projects\60150287\8. Osaka. Table 3-1 Gold Coast Airport Existing Domestic Routes and Passenger Demand Route Sydney – Gold Coast Melbourne – Gold Coast Adelaide – Gold Coast Newcastle – Gold Coast Canberra – Gold Coast Total Domestic Pax / week 23. Kuala Lumpur. Drawing parallels with the existing Gold Coast Airport.044 Percentage of Domestic 52% 36% 7% 3. however this secondary port demand may increase as additional services are introduced over time.4% of the total passenger traffic at Gold Coast Airport with the primary international destinations being Auckland.
9% 17.2010.Masterplan Implementation Project Airport Planning & Design Report - AECOM Table 3-2 Gold Coast Airport .15 October 2010 9 .2 Sunshine Coast Airport – Potential Route Development In addition to current routes serviced from Sunshine Coast Airport.NZ Christchurch .3% 2.2% 0.4% 3.NZ Kuala Lumpur .8% 0. International Routes Auckland Christchurch Kuala Lumpur * Singapore* Denpasar Tokyo Narita* Osaka. Airlines including Malaysia Airlines and AirAsia X in Kuala Lumpur. \\AUBNE1FP001\Jobs\Projects\60150287\8.10.docx Revision 2 . Importantly.Malaysia Nadi Fiji Osaka – Japan Tokyo – Japan Total Pax / week 2719 658 152 1532 160 2121 2121 9463 Percentage of International 29% 7% 2% 16% 2% 22% 22% 100% Percentage of Total Domestic + International 5% 1. in time other routes may become viable for airlines. or Tiger Airlines in Singapore have established regional networks which allow access to many other ports through a single home-port transfer.Existing International Routes and Passenger Demand Route Auckland .1 Reports\Airport Planning & Design Report .9% 3.NZ Wellington .3% 3. Issued Docs\8. * International regional hub International route development may be enhanced by airline carriers with established international regional networks which allow regional hubbing from their home-port.Potential Future Airline Route Development Options Domestic Routes Cairns Adelaide Canberra Rockhampton Townsville Darwin Perth.Rev 2 15. These routes could include: Sunshine Coast Airport . some of these routes will be dependent on the extra aircraft range afforded by the construction of the new longer Runway 13/31.
A maximum aircraft length of 76m has been allowed for apron planning purposes which would be conservative for all of the above aircraft lengths. Table 4-1 Design Aircraft Aircraft Code A330-300 4E B787-8 4E A350XWB 4E B777-300 4E * MTOM – Maximum Take-off Mass Wingspan 60.Rev 2 15. B787-8/9.0 4. It is unlikely that Code E aircraft larger than the A330 / B787 would be operated however the apron could be configured to accommodate aircraft up to the B747-400 which falls within the recommended apron design aircraft “box”.docx Revision 2 .15 October 2010 10 .08m MTOM* 233 tonnes 228 tonnes 248 tonnes 352 tonnes The B787 and A350XWB aircraft will be introduced into service between 2012 and 2015 and will have a service life of at least 30 years. Code E aircraft.1 Reports\Airport Planning & Design Report . Significantly. The critical design aircraft Classification Code for planning purposes is 4E. The significant Code E aircraft that would be likely to operate from SCA would be the A330-200/300. in general. B787-900 and B777-300. With derivatives of the basic airframe this will take the Boeing B787 / Airbus A350XWB families well beyond 40 – 50 years.3m 60 m 64 m 64.1 Airfield Planning Design Criteria Design Aircraft The TFI forecasts assume the introduction of Code E aircraft during the planning period. All of these aircraft have a wingspan of less than 65m.10. also require additional runway length than is currently available at SCA. The aircraft apron “box” allowed for preliminary planning is therefore 65m wingspan x 76m length. Code E aircraft must operate on a 45m wide runway and are not permitted to operate on the existing 30m wide Runway 18/36. A350XWB and possibly the B777.6 m 57 m 61 m 73.2010. \\AUBNE1FP001\Jobs\Projects\60150287\8.Masterplan Implementation Project Airport Planning & Design Report - AECOM 4. Within the range of aircraft derivatives there is potential for operations by the lengthened versions of these three aircraft – A330-300.8m Length 63. Issued Docs\8.
Masterplan Implementation Project Airport Planning & Design Report - AECOM 4.10.docx Revision 2 .1 Reports\Airport Planning & Design Report .15 October 2010 11 . Figure 4-1 demonstrates the relative reduction in the 85dBA contour for B767-300.2010. Issued Docs\8. therefore.2 Aircraft Noise It is important to note that new generation passenger aircraft are progressively becoming quieter than older generation and current generation aircraft. It would be expected. Figure 4-1 New generation aircraft have reduced noise impacts \\AUBNE1FP001\Jobs\Projects\60150287\8. and B777-200 (yellow and blue contours) compared with the next generation B787-8 (green contour) which will be operated in Australia from 2013 by a number of carriers. that there will be a reduction in areas affected by aircraft noise when newer generation aircraft including the B787 and A350XWB are operating. This reduction in aircraft noise has not as yet been incorporated into the existing ANEF contours as Airservices Australia will not allow incorporation of new aircraft noise characteristics until the aircraft is certified.Rev 2 15.
It is more likely that RNAV / GNSS and GBAS precision approaches will be introduced at sometime during the planning period. In relation to RNAV / GNSS and GBAS sytems.0m 24.10.4 4.4.5m 45m 300m 150m 23m 95m 4.Masterplan Implementation Project Airport Planning & Design Report - AECOM 4.5m 42.docx Revision 2 .1 Reports\Airport Planning & Design Report . Issued Docs\8. it is important to note that: RNAV / GNSS and GBAS will supersede the current ILS systems currently installed at Australian airports. The proposed Runway 13/31 will initially facilitate Instrument Non-Precision (GPS) airline operations however planning has been based on Instrument Precision operations to facilitate future RNAV GNSS / GBAS operations. It is unlikely that an Instrument Landing System (ILS) will be installed at SCA in the foreseeable future because of limitations due to terrain.5m 47. RNAV / GNSS and GBAS will remove the restrictions associated with protection areas.5m 26. “RNAV GNSS / GBAS” refers to airline operations with a precision approach using a ground augmented GPS navigation system with low visibility operational capability. \\AUBNE1FP001\Jobs\Projects\60150287\8.Rev 2 15. RNAV / GNSS and GBAS do not require the physical glidepath and localiser installation of conventional ILS systems.15 October 2010 12 .3 Airfield Planning Criteria Airfield Planning Design has been based on the following Civil Aviation Safety Authority Manual of Standards Part 139 – Aerodromes (CASA MOS 139) Chapter 6 clearances: Table 4-2 Airfield Design Criteria Design Element Parallel Code E taxiway to Code E apron edge taxilane Parallel Code E taxiway to Code C apron edge taxilane Code E Taxiway separation to object Code E Taxilane separation to object Code C Taxiway separation to object Code C Taxilane separation to object Code E aircraft stand wingtip clearance Code C aircraft stand wingtip clearance Runway Pavement Width Runway Strip Width Graded Runway Strip Width Taxiway Width Taxiway Strip Width Dimension 80.5m with NIGS/10m for free moving 4.5m 7.2010.1 New Runway Operational Classification Please note that: “Instrument Non-Precision (GPS)” refers to airline operations with a Global Positioning System based approach without low visibility operational capability.0m 65.
A final runway orientation of 128o / 308o magnetic has been chosen as the optimum. the take off and approach surfaces to the southeast meet desirable gradients but obstructions to the northwest limit the take off run available in that direction. Code C and E aircraft engaged in Regular Public Transport operations generally have a crosswind capability of up to 20 knots (36kph) and. and result in a curved departure path.docx Revision 2 .2010. Figure 4-2 Preferred Runway Orientation 4. would be able to operate exclusively on the proposed Runway 13/31. The constraints to the SCA landholding therefore determines the general orientation of the runway. Consideration of the Obstacle Limitation Surfaces and PANS-OPS (Procedures for Air Navigation Services .4.10. The landholding available to SCA is constrained on all sides by existing development and National Park lands. At Gold Coast Airport. Further minor adjustments to the runway orientation were necessary to provide a clear approach/departure path from the west which was not obstructed by existing terrain. based on the historical wind data.Rev 2 15.2 Orientation The orientation of the proposed runway is constrained by both land tenure and terrain.Aircraft Operations) surfaces is given below. \\AUBNE1FP001\Jobs\Projects\60150287\8. the 2492m Gold Coast Airport runway is orientated in the 139o/319o magnetic direction.4. There are only a small percentage of winds in the 30 to 40 kph range which would necessitate general aviation aircraft to utilise the existing Runway 18/36 due to crosswind. In comparison.15 October 2010 13 .1 Reports\Airport Planning & Design Report . Issued Docs\8.3 Runway Usability Wind roses from the Bureau of Meteorology for Sunshine Coast Airport (Station “Maroochydore Aero”) indicate that the runway orientation 13/31 is generally optimum for the historical wind patterns at Sunshine Coast Airport.Masterplan Implementation Project Airport Planning & Design Report - AECOM 4.
Issued Docs\8.797m length because of development at each end of the runway.2010. The runway pavement has been planned to allow the Runway 31 start of take-off run (towards the west) to commence at the intersection of the new runway with the existing Runway 18/36 to provide additional take-off length (TORA) for heavier aircraft. Current Runway 18/36 Public Safety Areas also significantly impact on adjacent urban development. This results in the Runway 31 landing threshold (landing from the east) and Runway 13 end of runway (take-off towards the east) being displaced to the west.4.10.Masterplan Implementation Project Airport Planning & Design Report - AECOM Figure 4-3 Bureau of Meteorology Wind Roses for Sunshine Coast Airport (Station “Maroochydore Aero”) 4.15 October 2010 14 .Rev 2 15. Preliminary Declared Distances for the proposed runway are summarised below: \\AUBNE1FP001\Jobs\Projects\60150287\8. The new Runway 13/31 has been designed to ensure that minimal existing development is included within the associated runway Public Safety Areas.1 Reports\Airport Planning & Design Report . A similar displacement of the Runway 13 landing threshold has been planned for the western end of the runway to ensure that the full Runway End Safety Area is available.4 Runway Length Runway length of both the existing 18/36 runway and the new 13/31 runway is constrained by the available SCA landholding and existing development surrounding the airport.docx Revision 2 . The Runway 13 start of take-off commences to the west of the landing threshold to provide additional runway length for take-off. A key justification for the new runway is that the existing Runway 18/36 cannot be extended beyond its current 1.
1 Reports\Airport Planning & Design Report .15 October 2010 15 .Rev 2 15.2010.10. Figure 4-4 Runway 13 Operational Distances \\AUBNE1FP001\Jobs\Projects\60150287\8.Masterplan Implementation Project Airport Planning & Design Report - AECOM Table 4-3 Preliminary Runway 13 / 31 Declared Distances Distance Runway 13 (West to East) Runway 31 (East to West) 2730m 2870m 2430m TORA ASDA LDA TORA ASDA LDA - 2570m 2870m 2430m Take-off run available Accelerate / Stop Distance Available Landing Distance Available Figures Figure 4-4 and Figure 4-5 illustrate the calculation of runway 13 and 31 operational lengths respectively and the impact of the Public Safety Areas on runway lengths.docx Revision 2 . Issued Docs\8.
” Emergency access will also be required where practical to the western side of the Motorway for ARFFS response in the event of an aircraft accident. To mitigate the effect of jetblast on vehicles travelling on the Motorway.Rev 2 15. This will maximise the available runway take-off length available to provide maximum aircraft range and payload capability. This tabulation demonstrates the varying runway length requirements for the target aircraft that are most likely to operate from SCA.2010. The potential for the staged development of Runway 13/31 has been reviewed to determine the feasibility of completing the eastern end of the runway first whilst the western surcharged end undergoes a period of up to 5 years under surcharge. with a footnote indicating this is the LDA. the type of aircraft operating on the proposed runway and the relative levels of the aircraft engines and traffic travelling on the Motorway. The location.15 October 2010 16 . height and width of the jetblast barrier will be dependent upon the final runway end safety area elevation. However. The LDA is the distance between the two ‘painted ends’ of the runway. a suitable jetblast barrier will likely be required between the end of the western runway end safety area. The Runway 13 start of take-off run for jet aircraft has been extended as far to the west as possible within the SCA property boundary.Masterplan Implementation Project Airport Planning & Design Report - AECOM Figure 4-5 Runway 31 Operational Distances As it can be seen.430m. the ‘length’ of the new Runway 13/31 depends on which ‘declared distance’ is used as the reference. the shortened operational length would not be viable for even the current aircraft fleet. \\AUBNE1FP001\Jobs\Projects\60150287\8. Issued Docs\8. The Civil Aviation Safety Authority recommends a maximum jetblast of 50kph on public roadways where the vehicles travel at speeds in excess of 80kph. As the boundary between surcharged and unsurcharged portions of the runway lies at approximately its midpoint. and the Motorway. the western location of the Runway 13 start of take-off run results in the potential for jetblast to affect vehicles on the Sunshine Coast Motorway. We recommend that the ‘length’ of Runway 13/31 be referenced as 2. Table 4-4 below presents the required runway take-off lengths (TORA) and landing lengths for selected aircraft for maximum payload operations.1 Reports\Airport Planning & Design Report .docx Revision 2 .10. perforated (steel louvres) or dense vegetation of a suitable type. Jetblast barriers used at other airports are typically of solid construction (steel or reinforced concrete).
650kg 21.Masterplan Implementation Project Airport Planning & Design Report - AECOM ACFT ENGINE MAX WEIGHT MAX PAYLOAD RANGE @ MAX P/L TKOFF LENGTH RWY 13 .350kg 5100km 2000m 1600m Code D A320-200 V2500-A1 77.319kg 3900km 2775m 1915m Code C B737-900 CFM56-7B24 79.427kg 3240km 2550m 1800m Code C A321-200 IAE V2500 89.016kg 20.039kg 19.10.000kg 23.2580m RWY 31 .880kg 43.15 October 2010 .15.500kg 14200km 2650m 1839m Code E B737-800 CFM56-7B24 79.Rev 2 .500kg 4100km 2600m 2175m Code C B767-300ER CF6-80C (GE) 186.2010.539kg 45.2730m LANDING LENGTH WET B757-200 RB211-535E4B 115.738kg 3900km 2825m 1950m Code C 17 \\AUBNE1FP001\Jobs\Projects\60150287\8.000kg 24.799kg 7300km 2550m 1900m Code D B787-800 GE 219.263kg 4200km 2150m 1682m Code C B737-400 CFM56-3C 68. Issued Docs\8.016kg 21.docx Revision 2 .1 Reports\Airport Planning & Design Report .
Masterplan Implementation Project Airport Planning & Design Report - AECOM ACFT ENGINE MAX WEIGHT MAX PAYLOAD RANGE @ MAX P/L TKOFF LENGTH RWY 13 .940kg 6100km 2900m 1800m Code E A330-200 GE CF6-80E1 230.15.000kg 49.269kg 6200km 3100m 2088m Code E B777-200LR GE90-110B 347.814kg 63.2580m RWY 31 .000kg 53.730kg 6660km 3750m 2150m Code E Table 4-4 Selected Aircraft / Runway / Range / Take-off and Landing Length Requirements 18 \\AUBNE1FP001\Jobs\Projects\60150287\8.10.2010.1 Reports\Airport Planning & Design Report . Issued Docs\8.533kg 69.052kg 6200km 2850m 2088m Code E B777-300ER GE90-115B1 351.900kg 56.956kg 13875km 3400m 1925m Code E B777-300 TRENT 800 299.Rev 2 .15 October 2010 .853kg 10550km 3000m 2025m Code E A330-300 GECF6-80E1 233.370kg 66.docx Revision 2 .2730m LANDING LENGTH WET B777-200 RR 286.
Current annual passenger traffic is approximately 900. Air Pacific and Vietnam Airlines.10. Jetstar and Air New Zealand currently operate the Code C A320 / A321 family of aircraft which would have medium haul capability from the proposed runway length. A runway without a parallel taxiway will have an hourly aircraft movement capacity of approximately 10 to 16 movements because aircraft will be required to back-track on the runway for landing or take-off. Air New Zealand. Issued Docs\8. more efficiency and lower aircraft noise footprints.Rev 2 15. The B787 and A350XWB families will no doubt become the benchmark for the next generation of medium sized. 4. Stage 2 of the parallel taxiway development will be required when the new terminal building and aircraft apron are developed between 2025 and 2030.0 million passengers per annum for the existing terminal with currently planned extensions. The 2007 Sunshine Coast Airport Master Plan assumes an ultimate capacity of 1. Stage 1 of the proposed runway development allows for the construction of a partial parallel taxiway at each end to allow an aircraft to vacate clear of the runway. However. Jetstar. Subsequent stages of the parallel taxiway construction should then be programmed to cater for future demand in busy hour aircraft movements. however preliminary performance information has been used to determine its payload / range capability. Virgin Blue. or TAAM could be utilised to verify runway capacity in the future.8 to 2.5 New Runway Staging and Capacity The construction of Runway 13/31 is proposed to be completed in Stage 1 of the project. An appropriate runway capacity model such as SIMMOD.docx Revision 2 . The B787 is yet to enter service. The Airbus A350XWB would not be introduced until at least 2014. The development of Stage 2 taxiway and apron works will be dependent upon the capacity of the existing terminal building and associated aircraft parking apron. The B787 will have longhaul capability from the proposed runway length however such operations will be dependent on airline route development in the future. or both. Airbus also has the A350XWB family of aircraft under development which will have similar. however the construction of the associated parallel taxiway has been staged to reflect both the projected runway capacity and to defer construction costs to later in the planning period. realising significant gains in range and performance with lower fuelburn.Masterplan Implementation Project Airport Planning & Design Report - AECOM Current airline operations include the Code C B737-800 and A320 aircraft which are adequate for the existing airline route structures currently in place. The proposed runway take-off lengths of between 2580m and 2730m will facilitate unrestricted operations by the new generation B787 aircraft. The hourly runway capacities shown below are based on empirical analysis only and have not been modelled. The Boeing B787 has been selected as the critical design aircraft for future planning as it has been ordered in significant numbers by regional airlines including Qantas. RPT apron and new terminal building will therefore be the existing terminal building reaching capacity at which time level of service for users will rapidly deteriorate. Air Nuigini.000 passengers. A runway with a full length parallel taxiway used by jet aircraft will have an approximate hourly capacity of 45 aircraft movements.4. whilst another aircraft is in the process of landing or taking-off.2010. The B787 is currently the most obvious Code E aircraft choice for airlines to develop short to medium haul international operations. This will provide a significant improvement in runway capacity over a runway with access to a single exit taxiway only. if not improved capability over the B787 for payload and range.15 October 2010 19 . wide-body twin-engine passenger aircraft. \\AUBNE1FP001\Jobs\Projects\60150287\8. The trigger for the development of Stage 2 taxiways.1 Reports\Airport Planning & Design Report . the introduction of short to medium haul international operations will ultimately lead to the requirement for larger Code E aircraft (A330 / B787). Code C aircraft will continue to be the predominant aircraft size operated throughout the planning period. however some payload / range restrictions will continue to apply to A330 / B777 aircraft.
3900km Figure 4-6 Aircraft Maximum Range Curves \\AUBNE1FP001\Jobs\Projects\60150287\8.docx Revision 2 . The range of the yet to be introduced B787 and A350XWB aircraft are expected to allow longer haul operations to Central Asia.6100km A320 / A321 . B787 / A350 A330-200/300 – 9000km Aircraft Maximum Range Curves – Runway 13/31 No Payload Penalty B777-300 – 6600km B777-200 .1 Reports\Airport Planning & Design Report . This shows that B737-800 and A320/A321 would have trans-Tasman capability from the proposed runway length whilst the B777 and A330 could reach key ports in South East Asia and the Pacific.Rev 2 15.15 October 2010 20 .2010. Issued Docs\8.4200km B737-800 .6 Aircraft / Range / Payload Figure 4-6 shows the range capability of selected aircraft from the proposed Runway 13/31 with no payload penalty.10.Masterplan Implementation Project Airport Planning & Design Report - AECOM Year Pavement Stage Indicative Runway Capacity (Aircraft Movements per Hour) 16 20 28 45 2020 2028 2035 2040 1 2 3 4 4.4.
Issued Docs\8. as shown below. However. Wet runway exit distances will be approximately 15% longer. but not over the residences). Landing performance figures for future aircraft types such as the Boeing B787-800 and Airbus A350XWB are not currently available.4.1 Reports\Airport Planning & Design Report . 4. SCA may wish to acquire the remainder of the affected properties prior to the commissioning of the new runway.Masterplan Implementation Project Airport Planning & Design Report - AECOM 4. The Public Safety Area (PSA) has a width of 350m at the end of the runway tapering to 250m over a distance of 1000m. nine existing residential properties in Keith Royal Dr are affected by the eastern PSA (with two more just affected. nominates that Sunshine Coast Airport must incorporate Public Safety Areas into the planning for the main operational runway.10. however they will likely have landing distance performance similar to the A330-200 / B777-200 series of aircraft.docx Revision 2 . The main operating runway will become Runway 13/31 when it is completed.2010.7 Public Safety Area Queensland State Planning Policy 1/02 – “Development in the Vicinity of Certain Airports and Aviation Facilities”.4. The following generic tabulation has been compiled from a series of FAA Runway Exit Design Interactive Model (REDIM) modelling results which have relevance to the proposed SCA runway.8 Rapid Exit Taxiway Locations Rapid Exit Taxiways (RET’s) are a key runway capacity management tool for busy airports. The analysis has been compiled by reference to figures for a dry runway. In the future. SCA has adopted a policy that no existing residential development should ultimately be affected by the Public Safety Area at each end of the new runway.Rev 2 15. The provision of appropriately located RET’s can realise a significant improvement in runway capacity by reducing the time that a landing aircraft occupies the runway and can provide operating efficiencies for the airlines in terms of reduced block times and fuel burn. The new Runway 13/31 has thus been designed to minimise existing development within the Public Safety Areas. The fleet mix considered comprised a mix of aircraft that are currently operating in the Australian airline network and are likely to operate from SCA. Figure 4-7 Public Safety Areas: Runway 13/31 SCA currently own three of these properties (marked in red). Runway 18/36 will become the secondary runway at SCA and therefore is not required to incorporate Public safety Areas.15 October 2010 21 . \\AUBNE1FP001\Jobs\Projects\60150287\8. while no existing housing is located under the western PSA.
B787‐8.10. Issued Docs\8. A350XWB B747‐400. A321 B737‐800. \\AUBNE1FP001\Jobs\Projects\60150287\8. B747‐8 SECONDARY TARGET AIRCRAFT Heavy General Aviation / Corporate aircraft B737‐400.4. and to reduce pavement maintenance costs.docx Revision 2 . B767‐300. Figure 4-8 Rapid Exit Taxiway Arrangement 4. and Commuter Aircraft A320‐200. A321.Rev 2 15. B777‐ 200.15 October 2010 22 . A330‐200. B787‐8. after the commissioning of Runway 13/31. A330‐200. B737‐800 Wet Conditions B737‐800. B767‐300. There may therefore be future opportunity to operationally shorten the existing runway 18/36 to provide some aircraft noise relief to residences to the north of the runway. B777‐ 200. A350XWB These figures have been developed to establish the Runway 13/31 layout for preliminary planning purposes and should be subject to a detailed REDIM analysis at the project detailed design stage prior to committing to the final configuration.Masterplan Implementation Project Airport Planning & Design Report - AECOM We consider that the following RET’s may optimise the capacity of the proposed Runway 13/31 at Sunshine Coast Airport. and unrestricted operations by smaller jet and turbo-prop aircraft.1 Reports\Airport Planning & Design Report . In the future. Table 4-5 Rapid Exit Taxiway Locations RET DISTANCE FROM THRESHOLD 1100m RET 1700m RET 2000m RET 2500m – 90 Exit o PRIMARY TARGET AIRCRAFT DASH 8 – 200 /300. the existing runway will likely be used by smaller RPT turbo-prop and corporate jet aircraft only in severe cross-wind conditions and routinely by smaller corporate and general aviation aircraft. Corporate Jets.2010.9 Runway 18/36 Operations The future use of Runway 18/36 will be limited to a secondary cross-wind and general aviation runway. B717‐200. 50% x B737‐800 Wet Conditions A320‐200. The current runway length of 1797m allows restricted operations by aircraft up to B737-800 and A320.
2010.1 Reports\Airport Planning & Design Report .15 October 2010 23 .Rev 2 15.10.Masterplan Implementation Project Airport Planning & Design Report - AECOM Figure 4-9 below shows the aircraft types likely to use an operationally shortened runway for varying lengths.docx Revision 2 . Issued Docs\8. Figure 4-9 Runway 18/36 Operational Length Reduction Options \\AUBNE1FP001\Jobs\Projects\60150287\8.
This PANS-OPS design has been based on an early runway design and orientation. This work was carried out to determine future flightpaths for the production of aircraft noise contours.2010. The report found no impediments to the proposed operation of the proposed Runway 13/31. Issued Docs\8.10. length and orientation.4.Aircraft Operations) PANS-OPS surface and approach and departure procedure design has been carried out by MJG Aviation.15 October 2010 24 . Since that time the runway location and orientation have been adjusted slightly to maximise the runway length available.1 Reports\Airport Planning & Design Report .Rev 2 15.Masterplan Implementation Project Airport Planning & Design Report - AECOM 4. Figure 4-10 Runway 13 / 31 PANS OPS Surfaces (by MJG Aviation) \\AUBNE1FP001\Jobs\Projects\60150287\8.10 Airspace PANSOPS Surfaces (Procedures for Air Navigation Services . It is recommended that the PANS-OPS surface design be reviewed to reflect the final runway location.docx Revision 2 .
1 Reports\Airport Planning & Design Report .7m however tree growth of approximately 13.10. One obstacle has been identified within the 2% approach/take-off surface in the most recent survey data provided by Sunshine Coast Regional Council.9m is below of the approach / take-off surface of RL 154.2010. The ground level of RL 153.1-1 Approach Runways for a Code 4 Instrument . Similarly the take-off climb surfaces have been based on CASA Table 7.11 Obstacle Limitation Surfaces Figure 4-11 Runway 13 / 31 Obstacle Limitation Surfaces Obstacle Limitation Surfaces have been constructed for the proposed runway based on CASA Table 7. Issued Docs\8. \\AUBNE1FP001\Jobs\Projects\60150287\8.4.5m infringes the OLS surface by approximately 13m.Rev 2 15.docx Revision 2 .Precision approach runway. This obstacle is located 7. and that a red hazard beacon be erected to mark any remaining infringements.15 October 2010 25 . It is recommended that tallest tree growth on this hill be removed.1-2 for a Code 4 runway. as shown below.Masterplan Implementation Project Airport Planning & Design Report - AECOM 4.5 kilometres from the Runway 13 threshold and is offset 857m north-east of the extended runway centreline.
The installation of red obstacle hazard lighting should be considered for the critical location.2010.docx Revision 2 .Masterplan Implementation Project Airport Planning & Design Report - AECOM Figure 4-12 Runway 13 / 31 Obstacle Location A number of additional obstacles penetrate the outer horizontal surface however these penetrations are relatively minor. Issued Docs\8.15 October 2010 26 . It is recommended that the impact of these obstacles on future airport operations be further considered when the PANS OPS surfaces are reviewed and when any changes to approach and departure flightpaths and procedures are considered. \\AUBNE1FP001\Jobs\Projects\60150287\8.10.Rev 2 15.1 Reports\Airport Planning & Design Report .
schedules and prices.0 The Airport System Passengers Airlines. Therefore. key goals of the MIP include: Providing opportunities for airlines to develop new route structures that enhance the travel aspirations of the region and business development. Airport location and ground transport connections. as choice of airport for a traveller is effectively constrained by the airlines’ decision of where to provide services. combined with much lower parking charges and generally lower-stress environment. With better airline routes and schedules.facilities and aesthetics that enable passengers to be able to get in and out of an airport comfortably. transport links. it should be remembered that an airport is not generally a destination in itself for air travellers . airports also depend on business and industry located at the airport itself. makes SCA a viable alternative gateway to and from Brisbane’s northern suburbs. Efficiency and a quality travel experience . a useful agenda for reliably measuring airport service quality can be elusive. Berry and Zeithaml (1985). This is perhaps one of the best features of the existing airport. the primary drivers behind passengers’ choice of airport are the air services the airport offers. However: Airlines are focused on reducing costs.15 October 2010 27 . This is the key driver. 5. depending on them for staff.2010.it is a transition point. which are a combination of: Airline routes. while airports are focused on maximising revenues. SCA’s driving proximity to Brisbane. one framework in general use in services marketing focuses on measuring the service quality ‘gap’ between customer expectations and experience.2 Airlines The long-term planning horizons of the MIP are ‘beyond’ any one particular airline carrier. there are therefore several key elements which make up a successful airport.10. if desired. airline services to SCA are relatively limited. This framework could be considered by SCA. Through this lens.1 Reports\Airport Planning & Design Report . \\AUBNE1FP001\Jobs\Projects\60150287\8. Providing a competitive advantage to airlines that operate from Sunshine Coast Airport. Key goals of the MIP with regard to passengers include: However. and the supply of passengers.Masterplan Implementation Project Airport Planning & Design Report - AECOM 5. not just the Sunshine Coast.1 Passengers Provide world class airport facilities with appropriate capacity to meet and sustain demand Provide airport facilities as cost-effectively as possible.Rev 2 15.docx Revision 2 . effective masterplanning needs to involve airlines. 5. While airport management can obtain hard data on airline routes and transport connections relatively easily. However. Airports can be considered to have two key customers: Beyond customers. and also those that utilise the airport. Airports are also intrinsically connected to their local and regional communities. originally described by Parasuraman. Therefore. as the key driver for the passengers’ choice of airport is the airlines decision of where to provide services. although improvements are always possible. Issued Docs\8. At present. While a superior methodology for SCA to measure their service quality may already be in operation.
We recommend that an active airline partnership program be implemented by SCA prior to detailed design. Airport land-use capability that attracts business opportunities and brings economic development. The MIP therefore provides a framework for the further development of the airport business plan to fully realise the regional opportunities for promoting appropriate industry and commerce at and via the airport. Issued Docs\8. This is often a key area of tension between airports and airlines. \\AUBNE1FP001\Jobs\Projects\60150287\8. From an airport perspective. talk past each other.docx Revision 2 . Regional Infrastructure that enhances the efficiency and cost effectiveness of the airport – ground access. Industry partnerships are generally considered the best model to combat this tension between airlines and airports. From the regional perspective: Airport facilities that encourage a dynamic and diverse business environment.1 Reports\Airport Planning & Design Report . compatibility of surrounding business development.Masterplan Implementation Project Airport Planning & Design Report - AECOM This difference in business models and outlooks can result in two people. 5. to a certain extent. this depends on: Regional statutory planning that supports the future sustainability and financial viability of the airport.10. their outlook is so different.3 Regional Development The MIP can assist Sunshine Coast Airport in delivering a facility that enhances the Sunshine Coast Regional Council’s regional community goals. who.15 October 2010 28 . individuals or organisations.Rev 2 15. compatibility of surrounding land uses.2010.
Masterplan Implementation Project Airport Planning & Design Report - AECOM 6.15 October 2010 29 . in that the project results in a net gain in natural and social resources.: ports. e. housing. airports. particularly at a local and State level.1 Reports\Airport Planning & Design Report . The MIP has been planned and designed with a framework of achieving a truly sustainable infrastructure development. \\AUBNE1FP001\Jobs\Projects\60150287\8.g. Based on a team workshop.1 Airport Master Planning Design Criteria Sustainability The typical definition of sustainability is: “Development that meets the needs of the present without compromising the ability of future generations to meet their own needs. water. There are many current examples where a lack of historical investment in almost every form of infrastructure.2010. or grid power from renewable sources Flood mitigation and climate change scenario planning and adaption Efficient airspace planning. high-level initial thinking of some of the aspirational elements of the MIP with regard to sustainability include: 6. truly sustainable infrastructure development can be defined as improvements that do not result in a net loss of natural and social resources.” By their very nature.: Net environmental gain. roads.e. As the MIP progresses to further stages of design and construction. as an organisational member of AGIC.Rev 2 15.0 6. However. The Australian industry standard in benchmarking the sustainability of an infrastructure project is expected to be the Australian Green Infrastructure Council (AGIC) rating scheme. all large infrastructure projects might be characterised as ‘sustainable’ in that they are necessary for future generations to meet their needs. has compromised the ability of present generations to meet their needs. an industry recognised sustainability tool should be utilised to benchmark and monitor progress toward the principal of sustainable infrastructure development. rail.10. Although the formal scheme is still under development. Issued Docs\8.1 Construction Staged – as required Fill source and transport Avoid/material reuse/recycling Local materials/suppliers Recycled water use Highly flexible strategic planning framework Green star buildings Water harvesting Water sensitive urban design in development precincts Onsite power generation. The AGIC Quick Score was applied to the MIP as a demonstration of how a rating tool can assist throughout the life of a project in setting measurable performance indicators. electricity.1. i.docx Revision 2 . has developed the AGIC Quick Score tool for infrastructure to contribute to AGIC. AECOM. The purpose of the tool is to determine the extent to which a project meets the types of sustainability elements that may lead to a good rating under the AGIC scheme.
1. convention centre. Vegetation buffer zones Habitat conservation – formal recovery plan for allocasuarina emuina Increase of biodiversity via habitat creation.1. new destinations Grow maintenance business Improved retail environment in new terminal Diversify and increase employment base Procurement policy Enhance local accessibility – easier to do business due expanded airline destinations / schedules/ airfreight Redevelopment opportunities – business/industry jet hub.docx Revision 2 .Masterplan Implementation Project Airport Planning & Design Report - AECOM 6.10. site remediation Net gain in habitat Carbon neutral airport Link to other SCRC projects. offices and retail hub with employment focus.1.Rev 2 15. enhancement of riparian vegetation Water quality targets.2010. \\AUBNE1FP001\Jobs\Projects\60150287\8. industrial park with varying lot sizes.4 Business Low cost airline hub.2 Environment Drainage and risk management of water pollution (construction/operation) Water Sensitive Urban Design (WSUD).3 Community SCA sustainability champion Encouraging community connection Airside viewing area/event centre/displays Redevelopment opportunities in existing terminal precinct Cycle-friendly Outdoorplaza with green space Public transport links Future access – intermodal rail / air / road interface Walking track/environment centre Low-stress new terminal Potential for single desk check-in No pedestrian/vehicle conflicts Separate public/commercial pick/drop Incorporate local themes into design Landscaping Net benefit re Public Safety Area (PSA) and Australian Noise Exposure Forecast (ANEF). Issued Docs\8.1 Reports\Airport Planning & Design Report . control of herbicide/pesticide/fertiliser use.15 October 2010 30 . 6. 6.
Taxis and shuttle buses can also utilise this access. One of the existing airside lots (westernmost) may also require redevelopment to allow a full 50m road reserve.Rev 2 15. via the Northern Aerospace Precinct and concluding at the New Terminal Precinct.Masterplan Implementation Project Airport Planning & Design Report - AECOM 6. The MIP provides for a 50m road reserve corridor from the existing main airport roundabout.2 6. Issued Docs\8. While the general aviation and other airport related business are well serviced by Friendship Avenue.1 Reports\Airport Planning & Design Report .1 Traffic Access Good traffic access is critical to the functioning of the Sunshine Coast Airport. Presently.2010. the airport is well-served for private vehicle access by a new interchange from the Sunshine Motorway.2.docx Revision 2 . essentially single lane service road providing access to the existing and proposed airside business south of Runway 12/30 to the west. Two conceptual arrangements for a 50m road reserve are shown below in Figure 6-1: \\AUBNE1FP001\Jobs\Projects\60150287\8.15 October 2010 31 . Note that a 13m building exclusion zone from the southern boundary of the new airside lots is required to provide flexibility for the future access corridor.10. which connects to a new four-lane access road to the main airport roundabout. there is only a narrow.
and Airside Viewing area is provided via roundabouts. via a multimodal interchange.docx Revision 2 . \\AUBNE1FP001\Jobs\Projects\60150287\8.Masterplan Implementation Project Airport Planning & Design Report - AECOM Figure 6-1 Conceptual 50m Road Reserves The conceptual MIP Development Plan utilises Road Reserve B as a representational road reserve design. Connection to the existing terminal area.2010. The locations of the New Terminal Precinct roundabouts are carefully chosen to allow maximum flexibility. Provides immediate access to the public pick/drop zone. due to existing site constraints. A combined zone is necessary as the public would be unlikely to drive to another more remote ‘drop only loop’. Public pickup/dropoff is envisioned to be free.Rev 2 15. Finland Road will require upgrading as part of the construction stage of the MIP. which: Provides a ‘sense of arrival’. Northern Aerospace service road.10. From the main arrival roundabout. Provides a secondary access point via the Finland Road overpass. Allows the possibility of an ‘ultimate’ access at the time of the Sunshine Motorway duplication.15 October 2010 32 .1 Reports\Airport Planning & Design Report . although a security gate access system could be installed relatively easily if desired. Issued Docs\8.
Issued Docs\8.4million PAX. This demonstrates that adequate parking space will be available in the new terminal precinct.docx Revision 2 .2 Parking Short and long term parking in the existing terminal car parks is paid parking. The sixth roundabout provides: Airside access via a security point Access to airside operations/fuel farm.Masterplan Implementation Project Airport Planning & Design Report - AECOM The second roundabout’s location is also carefully chosen. It equates to 1.2010.200annual passengers (PAX) per parking space. would also indicate a small degree of ‘leakage’ – airport patrons trading walking distance for free parking. metered by electronic card access gates. i. The fourth roundabout provides the following functions: Convenient exit point for arrivals utilising hire cars Another entry to the carpark.2.10. this equates to 4. although anecdotal observation of Runway Drive. to service passengers who still wish to use private vehicles. The conceptual new terminal precinct provides parking spaces as follows: Short Term/Hire Cars: Approx 2760 spaces (at grade) or 2300 spaces (per level of a multi-level carpark) Long Term/Staff/Taxi/Bus Wait: Approx 950 spaces TOTAL: 3710 (not including the airside viewing/mobile wait area). A left in/left out provides access to the long-term carpark. with spaces as follows: Short Term: 259 Long Term 1 & 2: 282 Hire Cars: 147 Staff: 60 TOTAL: 748 (not including parking within General Aviation tenancies) This level of parking spaces is generally more than adequate for the airport. The third roundabout would likely be ‘future’ as it is part of the ‘ultimate’ access scenario.e. which could also function as the taxi/bus wait area. This location: Provides an entry to the carpark Provides for access from the potential Sunshine Coast Airport intermodal station. at-grade parking with the proposed conceptual layout is likely to be more than adequate for Stage 1 of the new terminal precinct. Based on a rough 1200PAX per space. The fifth roundabout provides: Commercial vehicles/public transport (buses/taxis/shuttles/limos) pick/drop via a security gate.e. This choice will ultimately be based on maximum value to SCA per m2 of the new terminal precinct. the main access for the adjacent industrial centre. 6. and even beyond.Rev 2 15. although multi-level parking may be required if the parking footprint is reduced. As well as onsite parking.15 October 2010 33 . and use as an informal taxi wait zone.: offsite parking with a shuttle bus to the terminal. \\AUBNE1FP001\Jobs\Projects\60150287\8. SCA may wish to allow at least one privately operated ‘cheap’ parking option – i.1 Reports\Airport Planning & Design Report .
1 Reports\Airport Planning & Design Report . for planning purposes. No aerobridges.docx Revision 2 . 6. and reinforce that the airport is a community asset. to some degree. The level of the cost and frequency of taxis and shuttle bus services will be influenced by airport charges for carparking and levies imposed on commercial vehicle operations. \\AUBNE1FP001\Jobs\Projects\60150287\8.Rev 2 15. The New Terminal Precinct is also envisioned to be serviced via a commercial pickup/dropoff loop by: Taxis Private shuttle buses/limos Translink public buses Freight rail potential (if the CAMCOS corridor eventuates).2010.2.10. with some private shuttle-bus operators also providing regular connections. it could also operate as a mobile wait area and general event centre.2. aircraft tugs and associated facilities are required for self-powered aircraft operations and airline staffing levels are reduced. This support from current and future generations helps to develop a positive interest in the airport and its operations which may help offset. If desired.3 Commercial Transport The existing terminal is serviced primarily by taxis.4 Public Transport The existing terminal is not currently serviced by public transport. 6.3 Terminal Building Offset Line Current and medium term RPT aircraft apron operations are expected to remain power-in/power-out due to the airline economies that derive from these operations. The New Terminal Precinct is also envisioned to be serviced by: Translink buses Public rail (if the CAMCOS corridor eventuates). Gold Coast Airport has introduced power-in/pushback operations this year in an effort to operate the RPT aircraft apron more efficiently.Masterplan Implementation Project Airport Planning & Design Report - AECOM 6. so access should be designed accordingly. 6. Issued Docs\8. some of the negative social impacts such as aircraft noise.15 October 2010 34 . although a Translink bus stop at the terminal has recently been completed. power-in / push-back operations with aerobridges will be required for passenger comfort and efficient use of aircraft parking apron pavements. Power-in / push-back operations have been incorporated into a linear aircraft parking arrangement.2.2. There is an opportunity to design any bikepath in cooperation with local cycle groups.5 Bikepaths and Walkways There is a winding bikepath/walkway along the new four-lane access road. the future passenger terminal building frontage line has been designed to allow the use of power-in / push-back operations with precision visual guidance. The offset of the terminal building frontage to the runway centreline is recommended to be 420m based on Code E (excluding A340-600 and B747 operations). Therefore. although given the distance it is considered less likely that pedestrians will utilise it. Facilities such as these (along with bikepaths/walkways) engender a level of community interest and support for the airport. This viewing area has been planned to allow the community to foster an interest in the airport. However it is likely that cyclists and pedestrians will connect to the rail station.6 Public Airfield Viewing Area A public airfield viewing area has been planned east of the new air traffic control tower site. if it is provided. In the longer term however. 6. The terminal building offset allows for the construction of a Code E apron edge taxilane for access to all parking positions. its operation and aviation in general. connecting to David Low Way. The 50m access corridor allows space for the New Terminal Precinct to also be serviced by a bikepath/walkway.
free-moving selfpowered operations can be efficiently operated from within this apron planning envelope in the interim.Masterplan Implementation Project Airport Planning & Design Report - AECOM A linear parking arrangement is considered to be the most efficient and flexible for passenger terminal planning as it allows simple extension of the apron when required without wholesale reconfiguration of pavement grading. Figure 6-2 Adelaide Airport Terminal showing Terminal Building Offset \\AUBNE1FP001\Jobs\Projects\60150287\8.2010.Rev 2 15.docx Revision 2 . other terminal configurations such as single or dual concourse piers may be used.1 Reports\Airport Planning & Design Report . Although a linear terminal frontage is the most efficient in terms of future expansion it does result in a larger terminal offset from the runway centreline. Planning for the terminal at SCA however indicates that a linear terminal frontage can be developed without constraints to the depth of the terminal reserve.15 October 2010 35 .10. Whilst planning has been based on a power-in / push-back aircraft parking arrangement. Where terminal depth is a constraint. services and refuelling hydrants. however these are not recommended at this stage of planning. The arrangement of airfield facilities must maintain given offsets from the runway centreline and associated taxiway system and is shown pictorially below in Figure 6-2. Issued Docs\8. A linear terminal frontage and aircraft parking apron configuration has therefore been selected.
7 to 2. refuelling and freight vehicles.5m TERMINAL TUG ACFT STAND ROADWAY TWY TO TWY TAXILANE RWY TO TWY SUNSHINE COAST AIRPORT – TERMINAL BUILDING OFFSET FROM RUNWAY CENTRELINE Figure 6-3 Terminal Building Line \\AUBNE1FP001\Jobs\Projects\60150287\8. with planned extensions. Issued Docs\8. freight and airline vehicles. An additional airside circulation road has been allowed at the rear of the aircraft for GSE.5m 80m 182.15 October 2010 TWY RWY 36 . positioning of the aircraft tug. The 2007 Sunshine Coast Airport Master Plan suggests an ultimate existing terminal capacity. A linear terminal frontage configuration requires adequate clearances to be allowed for future aerobridge. aircraft tug and aircraft servicing equipment operations. Figure 6-3 and Figure 6-4 below show the recommended aircraft parking position configuration which allows for the staging of ground support equipment (GSE).0 million passengers. baggage. which is forecast to occur at around 2028 for the TFI central forecast.Masterplan Implementation Project Airport Planning & Design Report - AECOM 6. The depth of the aircraft parking position has been set at 76m which will allow for the operation of all current Code E aircraft and proposed lengthened derivative aircraft.docx Revision 2 .10. 420m 26m 76m 13m 42. GSE parking and a terminal frontage circulation roadway for baggage.4 Terminal Apron Planning Concept The development of the new terminal building and associated aircraft parking apron will be driven by the capacity of the existing passenger terminal and aircraft parking apron. GSE.2010.1 Reports\Airport Planning & Design Report . at 1.Rev 2 15. except the A340-600.
Issued Docs\8.0M 5M 10M 76M GSE STAGING AIRCRAFT STAND TERMINAL PEDESTRIAN ROADWAY CARPARKING TUG FIXED LINK GSE STAGING CARPARKING SUNSHINE COAST AIRPORT – APRON ARRANGEMENT Figure 6-4 RPT Apron – Ultimate Terminal Frontage Concept \\AUBNE1FP001\Jobs\Projects\60150287\8.Masterplan Implementation Project Airport Planning & Design Report - AECOM 2.0M 9.Rev 2 15.15 October 2010 37 .1 Reports\Airport Planning & Design Report .docx Revision 2 .10.2010.
while the airport will be looking after their interests (maximising revenue) – by providing a low-stress. the new terminal (as well as existing terminal refurbishments. high quality environment for airport customers who will then be better inclined to utilise the airport shops and services.Masterplan Implementation Project Airport Planning & Design Report - AECOM 6.6. The figure shows a mix of 6 Code C and 2 Code E aircraft parking positions which could also cater for up to 9 Code C aircraft.2010. The core design principal will be minimising aircraft turnaround times and maximising aircraft utilisation. Arrival recognition via GPS enabled phones/electronic car tags and mobile phone welcome/check-in initiation. rather than architectural ‘statements’.Rev 2 15.15 October 2010 38 .docx Revision 2 . this will drive concepts such as: Near universal check-in prior to airport arrival. although only 5C’s/2E’s may be required for 2024.5 Linear Terminal Frontage Concept Figure 6-5 below shows the preferred arrangement for a linear aircraft parking arrangement for a mix of Code C and E aircraft.1 Reports\Airport Planning & Design Report . A 65m x 55m envelope is typically allowed for self powered B737-900 operations. For terminals. (reducing airline costs). day-to-day needs of the airports two key customers: Passengers (maximising revenue opportunities for the airport) Airlines (reducing costs to the airline). Issued Docs\8.1 Airline focus The MIP will require a new terminal designed specifically for the new generation value-based airlines.10. 6. Figure 6-5 2024 Linear RPT Apron Concept (2x Code E and 6x Code C) 6. as far as possible) must be designed to meet the practical. Fundamentally. The new terminal should allow the airline's focus to return back to on-board the aircraft.6 Terminal Design While the design of the new terminal is beyond the scope of the current project. \\AUBNE1FP001\Jobs\Projects\60150287\8. A regional aircraft parking arrangement is also shown. which minimises the extent of pavement to be constructed by introduction of a Code C apron edge taxilane and reduced length Code C aircraft parking positions. the conceptual development plan integrates a number of emerging trends in successful terminal design.
Stressed passengers don’t spend much money. This is because food and beverage tends to be the last discretionary activity dropped by passengers if time is short.2 Passenger focus Terminal design has historically tended toward architectural ‘statements’. That is: Large span cost effective roof shells Space and daylight Natural views (if available) Public space. rated as one of the world’s top airports. revenues. Issued Docs\8. with containerisation that enables rapid incorporation into or onto the aircraft fuselage. and local feel. incorporates a brewery in its terminal. A plaza is also increasingly required for terminal security separation from vehicles High quality modular interiors.1 Reports\Airport Planning & Design Report . It is therefore very much in the airport operator’s interest to ensure the terminal concept moves away from the control of architect ‘statements’ and is primarily based on creating a low-stress retail environment. In particular. it is therefore not surprising that Munich airport.10. when combined with increasing security restrictions and queues at each stage of the process. Colour coded passenger paths from check-in to aircraft. the availability. Use of radio-frequency tags on baggage and baggage drop at car park. 6. characterised by big roofs and symmetrical plan views.Rev 2 15.docx Revision 2 . Other more detailed elements to be considered in good terminal design include: Washroom / shower facilities and cleanliness TV / entertainment facilities Quiet areas / day rooms / rest areas Children’s play area / facilities Location of airline lounges Business centre Availability of luggage trolleys (airside & landside) Terminal cleanliness Seating facilities throughout terminal Standards of disabled persons access / facilities Ease of transit through airport (between flights) Internet facilities / WiFi availability Telephone / fax locations Bureau de change facilities ATM facilities Amusement centres. \\AUBNE1FP001\Jobs\Projects\60150287\8. Knowing this. This means borrowing from successful shopping centre principals with a priority focus on function.2010.Masterplan Implementation Project Airport Planning & Design Report - AECOM Electronic signage direction to vacant parking. which is a lost opportunity for the airport operator. green space and integration of the plaza to create a pedestrian friendly boardwalk café feel.15 October 2010 39 . However. quality and most importantly the ambience of airport food and beverage outlets is one of the key elements in reducing the stress of flying for passengers. Shopping is the first. Use of passenger mobile phones by airports to advise of shopping deals and make boarding calls – especially for missing passengers. these terminals magnify the stress of air travel for passengers.6.
The landside connection for the MIP new terminal will almost certainly revolve around a plaza. and using pedestrian covered ‘bridges’ through the carpark to connect to the plaza. as well as being influenced by world-class airports such as Munich. The conceptual layout shown on the MIP Development Plan aligns with the conceptual framework above.docx Revision 2 . Current total aircraft seat capacities for the B737-800 and A320-200 are approximately 180.3 Landside connection For a smaller airport like the Sunshine Coast.Masterplan Implementation Project Airport Planning & Design Report - AECOM 6.equitable with charges. as this provides a minimum 50m security buffer between vehicles and the terminal. This aircraft parking stand demand is based on the Busy Hour passenger forecasts and assume an 80% aircraft load factor. one for the private vehicles and a separated one for commercial/public transport.10. \\AUBNE1FP001\Jobs\Projects\60150287\8. with a plaza. As shown on the MIP conceptual development plan. Figure 6-6 Landside Conceptual Framework .7 Aircraft Parking Stand Demand The Tourism Futures International (TFI) forecasts include an analysis of the aircraft parking stand demand throughout the planning period (Table 4.4). 6.15 October 2010 40 .2010. Figure 6-6 below provides a conceptual framework for the connection of the terminal to the landside elements (Airbiz). The plaza is intended to be an attractive environment.1 Reports\Airport Planning & Design Report .6.Rev 2 15. The forecast average seats per aircraft (80% load factor) is 180. utilising two pick/drop ‘loops’. However:It is a unique sitespecific design solution. The TFI apron stand demand forecasts at 80% aircraft load factor are shown below in Table 6-1. retail and shading. while still providing adjacent parking and pick/drop. with greenspace. which would indicate that stretched versions of current Code C aircraft (B737-900 / A321) and potentially higher capacity Code E (A330-200 / B787-800 / A350XWB) aircraft will be introduced over the planning period. which would assume an average aircraft seating capacity of 225.Smaller Airport Key elements of the framework include: Avoid passenger/vehicle conflicts through design Complying with likely future enhanced security requirements Enabling airport commercial potential to be met by a focus on effective passenger service . Issued Docs\8. it is possible to largely eliminate pedestrian/vehicle conflicts.
docx Revision 2 . Issued Docs\8.Rev 2 15.Masterplan Implementation Project Airport Planning & Design Report - AECOM Table 6-1 TFI Busy Hour Aircraft Stand Demand to 2030 2009 Seats/Aircraft: 110 144 177 180 300 Aircraft Aggregate Seats Seat Factor Passenger Arrivals Passenger Departures 2010 2011 2012 Years end 30 June 2013 2014 2015 Flights Per Hour 1 1 0 0 1 1 1 1 0 0 3 3 467 467 80% 374 374 80% 374 374 2020 2025 2030 1 1 2 357 80% 286 286 0 0 1 1 0 2 357 80% 286 286 1 0 1 1 0 3 467 80% 374 374 1 0 1 1 0 3 467 80% 374 374 1 1 1 2 0 5 791 80% 633 633 1 1 1 2 1 6 1. it is prudent to allow an additional buffer for off-schedule and itinerant/charter aircraft.15 October 2010 41 . a buffer allowance and the total stand demand.1 Reports\Airport Planning & Design Report .10. This total number of aircraft stands is based on the two available Code E parking positions being configured to accommodate a single Code E aircraft.091 80% 873 873 1 1 1 3 1 7 1.271 80% 1.2010. This would then allow the flexibility of accommodating 6 x Code C plus 2 x Code E aircraft or up to 10 x Code C aircraft. Table 6-2 below presents the TFI active aircraft stand demand.091 80% 873 873 1 1 1 2 1 6 1. A total of six Code C and two Code E aircraft parking positions should be planned for 2030. or two Code C aircraft in a MARS (Multi Aircraft Refuelling System) configuration. Table 6-2 Total Aircraft Stand Demand – 2011 to 2030 YEAR ACTIVE STAND DEMAND BUFFER (Off schedule or Itinerant Aircraft) 1C 1C TOTAL STAND DEMAND (2007 Master Plan) 4C 6C EXISTING TERMINAL STANDS 2011 2015 3C 5C 4C 4C Existing 1C New Build 2020 5C + 1E 2C 7C + 1E 4C Existing 2C New Build 1E New Build 2025 5C + 1E 2C 7C + 1E 4C Existing 2C New Build 1E New Build 2030 6C + 1E 2C 6C + 2E* New Terminal ( * Code E MARS stands configured for 1 x Code E or 2 x Code C aircraft each) \\AUBNE1FP001\Jobs\Projects\60150287\8.017 1.017 In addition to the TFI apron stand demand above.
Issued Docs\8. this would then provide adequate aircraft stands to facilitate RPT operations through to 2015 at which time an additional 1 x Code C and 1 x Code E aircraft stand would be required.docx Revision 2 . Figure 6-7 2030 RPT Apron Configuration . and is planned to be extended to accommodate an additional 2 Code C aircraft by 2012.Rev 2 15.10. This would then satisfy demand through to between 2025 and 2030 when the new terminal building and apron would be required. This will then provide a total of 6 Code C aircraft parking stands.Masterplan Implementation Project Airport Planning & Design Report - AECOM Sunshine Coast Airport currently has three Code C bays. Based on the TFI aircraft stand demand forecast.2010.1 Reports\Airport Planning & Design Report .6 x Code C plus 2 x Code E Aircraft Figure 6-8 Linear Terminal Apron \\AUBNE1FP001\Jobs\Projects\60150287\8. The Sunshine Coast Airport 2007 Master Plan (Figure 6-7) demonstrates that an additional 3 x Code C and 1 x Code E aircraft stand could be developed at the existing terminal apron.15 October 2010 42 . The existing RPT aircraft apron is configured to accommodate 4 Code C aircraft.
350m 20m 40m 10m 24.1 Reports\Airport Planning & Design Report .000m2 of terminal footprint per 4 million passengers per annum for international terminals. Figure 6-9 below shows the necessary hangar building offset from the runway centreline to allow for a Code C apron edge taxilane.15 October 2010 TWY RWY 43 . This total terminal 2 reserve of 50. an initial terminal reserve (Stage 1) of 2 2 27. Issued Docs\8.500m development stages (2A and 2B) either side. Based on the TFI “high” forecast for 2030 of 3. \\AUBNE1FP001\Jobs\Projects\60150287\8.9 Terminal Reserve A review of world-wide passenger terminal planning criteria and recent terminal developments indicate a relationship of approximately 25. The offset from the runway centreline to a hangar frontage would be 350m for Code C aircraft.docx Revision 2 . or aircraft maintenance organisations may wish to develop aircraft maintenance hangars.5m CODE C AIRCRAFT STAND ROAD ACCESS AND EQUIPMENT STORAGE HANGARS ACFT STAND ROADWAY CODE E TO CODE C TWY CLEARANCE CODE C TAXILANE PERIMETER ROAD RWY TO TWY TWY TO TWY TAXILANE CODE E RWY TO TWY SEPARATION SUNSHINE COAST AIRPORT – AVIATION BUSINESS HANGARS BUILDING OFFSET FROM RUNWAY CENTRELINE Figure 6-9 Aviation Business Hangar – Building Line 6. perimeter road and Code C aircraft stand adjacent to a Code C aircraft hangar.5m 182.Masterplan Implementation Project Airport Planning & Design Report - AECOM 6.10.6 million passengers. it is likely that airlines.450m has been allocated with two 12. The terminal reserve assumes a terminal retail component of between 10 and 15% of gross terminal floorspace (plus 5% of the plaza) which is in line with recent international terminal development trends and will allow the development of additional non-aeronautical revenues.000+m will provide adequate flexibility throughout the planning period and will be adequate to facilitate up to 8 million passengers per annum in the longer term.Rev 2 15.8 Hangar Building Line Offset In areas remote from the terminal apron.2010.5m 65.
docx Revision 2 . The requirement for the Stage 2 terminal reserve should be periodically reviewed with respect to future passenger trends and forecasts. Any further extension of the CAMCOS railway beyond the new runway alignment has not been incorporated into the airfield planning or the development of obstacle limitation surfaces.10. Figure 6-10 Recommended Terminal and Apron Precinct Reserve Figure 6-11 Linear Terminal / Apron Configuration Examples Terminal precinct planning has allowed for the extension of the CAMCOS railway line to terminate at the new passenger terminal precinct. Issued Docs\8.Masterplan Implementation Project Airport Planning & Design Report - AECOM Because of long-term uncertainty with respect to Sunshine Coast Airport’s ultimate passenger capacity. However it is prudent to reserve the ultimate 75. \\AUBNE1FP001\Jobs\Projects\60150287\8.Rev 2 15.15 October 2010 44 . Any extension of the CAMCOS railway north of the proposed Sunshine Coast Airport station would require an engineering solution to the allowable height of railway infrastructure. as trains and gantries will infringe the proposed runway approach and take-off OLS surfaces. an additional 25.2010.1 Reports\Airport Planning & Design Report .000m2 long-term terminal reserve has been allowed which would allow Sunshine Coast Airport to accommodate an ultimate annual passenger throughput of up to 12 million pax. adjacent to the existing Motorway.000+m2 terminal footprint to cater for potential long-term growth.
any of these alternate concepts could be developed in the future as viable planning concepts if other factors were to arise that have not been considered to date. Issued Docs\8.10. Whilst at this time. A number of examples of alternate terminal configuration concepts are presented below in Figures Figure 6-12 to Figure 6-17. Figure 6-12 Alternative Terminal Configurations Figure 6-13 Alternative Terminal Configurations \\AUBNE1FP001\Jobs\Projects\60150287\8. which could be incorporated into future planning if desired. Within the terminal precinct “box”.Masterplan Implementation Project Airport Planning & Design Report - AECOM 6.2010.1 Reports\Airport Planning & Design Report . The over-riding philosophy of the terminal precinct spatial reserve is to provide as much flexibility as possible for the development of detailed terminal designs in the future. costeffective and flexible arrangement for the terminal. A linear apron configuration allows relatively straightforward future apron and terminal concourse expansion and flexibility in the way that additional aircraft stands and terminal concourse expansion is added. the linear terminal and apron configuration is recommended.docx Revision 2 .Rev 2 15.10 Alternative Terminal Configurations A linear terminal and apron configuration has been recommended as it is considered to be the most efficient. there are however other terminal and apron configurations which may be developed if other configuration drivers or constraints arise in the future.15 October 2010 45 .
Masterplan Implementation Project Airport Planning & Design Report - AECOM Figure 6-14 Alternative Terminal Configurations Figure 6-15 Alternative Terminal Configurations Figure 6-16 Alternative Terminal Configurations \\AUBNE1FP001\Jobs\Projects\60150287\8.docx Revision 2 .15 October 2010 46 .2010.Rev 2 15.10. Issued Docs\8.1 Reports\Airport Planning & Design Report .
1 Reports\Airport Planning & Design Report . This figure demonstrates that siting options on the northern side of the new Runway 13/31 are not available without encroaching into the National Park. In line with current Airservices Australia philosophy. Issued Docs\8.2010. \\AUBNE1FP001\Jobs\Projects\60150287\8.docx Revision 2 .10. the primary tower siting criteria has been revisited to develop viable options for the future relocation of the ATC tower. the option of an ATC tower to the north of the new runway has been discounted.15 October 2010 47 .11 Air Traffic Tower Future control tower sites have been investigated in the Airbiz Control Tower Siting Studies carried out for Airservices Australia in December 2008. For this reason.Masterplan Implementation Project Airport Planning & Design Report - AECOM Figure 6-17 Alternative Terminal Configurations 6. This report identified a number of potential tower siting options based on preliminary information available for the new runway configuration available at that time. Figure 6-18 below shows the available sites available which would satisfy the CASA visual response criteria (yellow). provision has been made to allow the co-location of the Airport Rescue and Fire Fighting Service (ARRFS) facilities with the Control Tower in the future.Rev 2 15. With further development of the new runway configuration and potential options for the downgrading of the existing Runway 18/36.
All of these aids are located immediately west of the Runway 18 threshold on land acquired by SCRC.2010. These radio navigation aids each have an associated clearance area which is required to ensure that there is no interference with the radio signal from each aid. This generally results in a significant area of land adjacent to these aids that is sterilised from development due to these clearance zones. as Runway 18/36 will be a secondary runway in the future and other observation methods such as CCTV may be appropriate if the tower height becomes problematic. \\AUBNE1FP001\Jobs\Projects\60150287\8. Tower height has not investigated.1 Reports\Airport Planning & Design Report . The navaids facilitate airline Instrument – non-precision operations and are adequate for the current aircraft traffic and weather conditions. distance measuring equipment (DME) and VHF omni-directional range (VOR) radio navigation aids (navaids) which are owned and operated by Airservices Australia. these radio navaids will be retained. However. however in the longer term Airservices Australia is likely to move increasingly to global positioning system based navigation and aircraft surveillance systems which will render existing radio navaids obsolete.15 October 2010 48 . In the medium term to 2020.Rev 2 15.12 Airservices Australia Radio Navigation Aids Sunshine Coast Airport is currently equipped with non-directional beacon (NDB). 6. This is due to existing development.docx Revision 2 . Issued Docs\8.Masterplan Implementation Project Airport Planning & Design Report - AECOM Figure 6-18 ATC Control Tower Response Times The tower will need to be located within the proposed terminal precinct on the southern side of the runway.10. but it is expected there will be issues with line of sight to the existing Runway 36 threshold area.
This is an aircraft wake turbulence clearance which is required for simultaneous fixed wing and rotary wing aircraft operations.Rev 2 15. and that they are in clear view of the proposed future Air Traffic Control Tower. C-VOR and DME is in an area which is isolated from the remaining airfield. if relocation is required well ahead of the construction of Runway 13/31. If required during construction. the Airservices navaids could be relocated to the existing SCA lands to the northwest of Runway 13/31 in the existing cane-field areas. they could be located adjacent to the northern end of Runway 18/36. Or.docx Revision 2 . This arrangement is currently satisfactory. Issued Docs\8.10. but not a mix of both on the same apron.0000kg.15 October 2010 49 .2010.Masterplan Implementation Project Airport Planning & Design Report - AECOM The existing location of the NDB. Under ICAO Annex 14 – Volume II Heliports. however future planning for helicopter facilities should endeavour to consolidate helicopters into a common operational area. The current airport apron configuration has developed with dedicated helicopter aprons and facilities situated between fixed wing facilities. A number of helicopter arrival / departure pads have been provisionally located to ensure that they provide adequate clearances from the operational runway. it is recommended that fixed wing and rotary wing aircraft operations are segregated to the greatest extent possible. The proposed helicopter training area proposed to the north of the Runway 13 threshold is in compliance with the requirement for aircraft operations above 100.13 Helicopter Operations In general.1 Reports\Airport Planning & Design Report . \\AUBNE1FP001\Jobs\Projects\60150287\8. or 250m for runways used by aircraft above 100.00kg. Figure 6-19 Future Navaids and Helipads 6. a helicopter landing pad should be located at least 180m from the centreline of a runway used by aircraft up to 100.000kg.
The airfreight reserve should therefore be capable of facilitating freight movements throughout the planning period.500Ä ) 10t (12. Aviation fuel storages must be segregated into at least 2 tanks to allow for maintenance activities and the settling of fuel after delivery. is estimated at a approximately 20 tonnes. an average fuel uplift per aircraft of 10 tonnes has been assumed to quantify an approximate onsite aviation fuel storage requirement.14.1 Aviation Support Freight Reserve Airfreight from Sunshine Coast Airport is currently limited to express parcel and mail items carried by Virgin and Jetstar in normal scheduled passenger aircraft.500Ä) 530t (662. based on maximum range. however assuming a mix of short and medium haul operations.2010.400 annual RPT aircraft movements in 2020. For planning purposes. Average fuel uplift per aircraft will be dependent on the route length and payload for each operation. With vehicle manoeuvring space. \\AUBNE1FP001\Jobs\Projects\60150287\8. The TFI Forecasts did not address potential freight volumes. onsite aviation fuel storage reserves are generally held in the region of 10 days supply to allow for fluctuations in delivery and other logistical issues. The facility should be located in close proximity to the domestic and international aircraft aprons to ensure that the freight operation is as efficient as possible.200 movements (53 per day) by 2030.10. this airfreight reservation will allow for an ultimate annual throughput up to 50.000m2 should be preserved for future airfreight facilities. Current freight volumes are handled through a small shed adjacent to the RPT apron.000 tonnes (approx).000Ä ) A total of 6.15 October 2010 50 .625ML of fuel storage would require three tanks of approximately 15 metres diameter x 10m in height. The 10 day aviation fuel supply requirement has been determined in Table 6-3 below: Table 6-3 10 Day Aviation Fuel Supply Requirements Year 2009 2030 Code C aircraft Operations Per day 17 53 Average Fuel Uplift 10t (12. This minimum size reserve should provide adequate fuel supply capability well beyond the 2030 planning horizon. Whilst airfreight is not currently a major component of airline business at SCA. it is prudent to plan for its development in the future to ensure that adequate reserves are available at the airside interface to develop efficient airfreight handling facilities.000 tonnes annually in 2020. Tourism Futures International have forecast (high range) 13. Airfreight facilities are required to be located at the airside interface with good landside road access and direct airside access for trucks and dolly trains.500Ä ) Daily Fuel Uplift 170t (212.2 Aviation Fuel Maximum fuel uplift per Code C aircraft (B737-800 / A320 ).14.1 Reports\Airport Planning & Design Report .000Ä ) 5300t (6. Airfreight facilities are generally sized to process approximately 10 tonnes/m2/pa.Masterplan Implementation Project Airport Planning & Design Report - AECOM 6. A freight reserve area of approximately 10. Each tank will be separated by a distance of approximately 15m to allow for fire safety clearances and must be enclosed within a bund to contain possible failure of the tank. For airports without direct pipeline supply from a refinery.500Ä ) 10 Day Storage Requirement 1700t ( 2. an aviation fuel reserve of approximately 100m x 150m would therefore allow sufficient area for the storage of up to 10ML of aviation fuel plus circulation area for trucks and equipment. The volume of express parcel and mail items is limited and is difficult to quantify in terms of tonnes per annum carried. this would realise an airfreight throughput of approximately 13. The TFI annual aircraft movement forecasts increase from 6200 movements (17 per day) in 2009 to 19.14 6. If an optimistic average estimate of 1 tonne of freight per aircraft is adopted.docx Revision 2 .Rev 2 15. There are currently no dedicated freight services. This will minimise travelling distances and thus freight acceptance cut-off times. Issued Docs\8. 6.125.625.
refuelling dispensers. As Code E aircraft are introduced. especially high density buildings such as the passenger terminal. In general. Hydrant refuelling systems are far safer and more reliable than tanker refuelling and are required when the daily fuel uplift exceeds the capacity of a couple of tankers per day. This constraint limits the potential airside location of a fuel storage facility. an allowance of 1. main deck loaders. The development of individual airline flight catering facilities is not likely. Should the high forecast passenger growth be realised and traffic reaches 3.000m2 would be adequate to service the airlines. apron buses and other miscellaneous equipment necessary to service and turn around aircraft.000m2 per aircraft stand is generally allowed for GSE storage and ULD racking giving a total GSE storage area requirement of approximately 8. demand for onsite flight catering facilities will be low. \\AUBNE1FP001\Jobs\Projects\60150287\8. 6. all Code E aircraft require all baggage and freight to be loaded into ULD’s before loading onto the aircraft.15 October 2010 51 . This model will evolve in time as some LCC’s move into Business and Premium Economy fares requiring some level of onsite catering. Typically a specialist flight catering company.14. Other factors such as precinct amenity and refuelling/emergency vehicle access should also be considered.docx Revision 2 . dollies. there will be an additional requirement for aircraft ULD (baggage can) storage. Issued Docs\8. The delivery of Jet A1 fuel to aircraft will be via a pressurised fuel pipeline and an inground refuelling hydrant system. Another airline catering model that is developing is the warehousing of frozen meals which require only heating onsite before loading to an aircraft. and short to medium haul international airline operations. a full flight kitchen catering facility of approximately 6.Rev 2 15.1 Reports\Airport Planning & Design Report .10. but also require adequate fire safety separation from public areas.3 Flight Catering For low cost domestic. engineering motor vehicles. For planning purposes. mobile aircraft stairs. These frozen meals would typically be produced elsewhere and delivered to onsite cold storage facilities. ports such as Sunshine Coast would be serviced by double catering out of other primary ports such as Brisbane. 6. tugs. LCC catering will typically consist of pre-packaged non-perishable foods which generally do not require refrigeration or heating. This clearance should be at least 150m. Menzies or Alpha Flight Catering would service all airlines operating from Sunshine Coast. Under current airline catering models.000m2 in 2030.2010. such as Gate Gourmet. Sydney and Melbourne. The conventional flight catering model of full-service airlines has been replaced by a low cost carrier model whereby prepared hot meals are less common. This model changes the focus of airline catering facilities from full food preparation kitchens to essentially cold store facilities with small reheating equipment.14. Code C aircraft baggage and freight is loaded loose within the baggage hull of the aircraft. This storage area should be located in close proximity to the active aircraft apron to ensure minimum access times and reliable aircraft turnarounds. Adequate ULD racking will be required for a variety of aircraft types and airlines. however.4 GSE Parking Ground support equipment (GSE) includes baggage handling equipment.6m pax pa.Masterplan Implementation Project Airport Planning & Design Report - AECOM Aviation fuel storage facilities are ideally located with direct airside access.
airfreight and aviation refuelling vehicles. Current airside traffic would not require more than a single entry and exit lane.15. Security and Airside Access Control SCA Airfield Operations and Security SCA.Rev 2 15. A reserve has been allowed adjacent to the ultimate terminal reserve for these facilities.10. This requires the provision of airside operational safety surveillance. The sketch below in Figure 6-20 shows a conceptual arrangement of an airside access point for planning purposes.15 October 2010 52 .1 Reports\Airport Planning & Design Report . The efficient screening of these vehicles and personnel is critical to the day to day operation of the airport. 6.1 Airside Operations.2 Airside Vehicle Security Access Control Airside vehicle access and security control is required to screen all vehicles that are required to operate on the airside.15 6. airside security and airfield maintenance services. Security Access Facilities landside AIRLOCK VEHICLE SCREENING 5m airside Boom gate 20m 5m 15m 5m DRIVER SCREENING 4m POTENTIAL FUTURE EXIT SCREENING 5m AIRLOCK Figure 6-20 Ultimate Airside Vehicle Security Access Checkpoint Concept \\AUBNE1FP001\Jobs\Projects\60150287\8. these services. as operator of the airport have an ongoing obligation to provide airport operational. Issued Docs\8. including the airside vehicle security access checkpoint should be located as close as practicable to the passenger terminal. including airline. however the footprint has been used for planning purposes to allow for increased airside traffic and more onerous security procedures up to the 2030 planning horizon.15. ground support. security and safety services.Masterplan Implementation Project Airport Planning & Design Report - AECOM 6. In order to provide optimum efficiency.docx Revision 2 .2010.
Changing operating conditions will dictate that the airport master plan will need to adapt frequently.Masterplan Implementation Project Airport Planning & Design Report - AECOM 7. Like an airport masterplan.15 October 2010 53 . although with the upcoming IAS and EIS. this report updates significant elements of the 2007 SCA Masterplan. all of the above considerations will change to some degree.1 Reports\Airport Planning & Design Report . this report should be taken only as a conceptual planning instrument. This should continue. It is especially likely that the conceptual layout of the New Terminal and Northern Aerospace Precincts will differ from the conceptual layouts presented in this report. we understand that a review is commonly undertaken at approximately the 5 year mark.10.Rev 2 15. or by minor “informal” adjustments as conditions develop. whether this process is reflected in formal documentation. aircraft types operated and airline route developments that prevail at the time. \\AUBNE1FP001\Jobs\Projects\60150287\8. Further. Although Sunshine Coast Airport has no such legal obligation under the Airports Act. this report has been developed upon the forecasts. further advice on the timing of the next formal review of the 2007 Masterplan should be obtained by SCA. Major Federally owned airports are required to review their master plan at 5 year intervals under the Airports Act (1996). It is therefore prudent for an airport owner to periodically review the airport development plan to ensure that it continues to reflect the air traffic demands. Each element of the proposed airport conceptual and preliminary developments should be subject to detailed analysis and design prior to commitment of an individual project. In time.0 Future Review of Airport Planning & Design While not a complete masterplan.2010. This report should be considered as a strategic “road map” to future development at the Sunshine Coast Airport rather than a prescriptive planning framework that cannot be modified. economic conditions and the airport operating environment of the time. Issued Docs\8.docx Revision 2 . like an airport master plan.
10.0 Summary of Recommendations The critical design aircraft Classification Code for planning purposes is 4E. Fixed wing and rotary wing aircraft operations should be segregated to the greatest extent possible. positioning of the aircraft tug. Community facilities such as a public airfield viewing area. Facilities such as these engender a level of community interest and support for the airport. The impact of the identified obstacles on future airport operations must be further considered when the PANS OPS surfaces are reviewed.430m. length and orientation.5 kilometres from the Runway 13 threshold and is offset 857m north-east of the extended runway centreline.2010. to some degree. \\AUBNE1FP001\Jobs\Projects\60150287\8. An investigation of the previous nightsoil area is recommended ahead of any further work to determine any remedial works that may be required. An obstacle is located 7.450m for Runway 13/31.Masterplan Implementation Project Airport Planning & Design Report - AECOM 8. bikepaths/walkways and potentially a SCA Event Centre or QLD Air Museum (airside access incorporating flying displays). This support from current and future generations helps to develop a positive interest in the airport and its operations which may help offset.docx Revision 2 . freight and airline vehicles. but not a mix of both on the same apron.15 October 2010 54 . The LDA is the distance between the two ‘painted ends’ of the runway. A recommended aircraft parking position configuration is shown which allows for the parking of ground support equipment (GSE). An active airline partnership program should be implemented by SCA prior to detailed design. and this length is also similar to the publically quoted figure of 2.Rev 2 15. GSE. however future planning for helicopter facilities should endeavour to consolidate helicopters into a common operational area. This arrangement is currently satisfactory. and reinforce that the airport is a community asset. A linear apron configuration allows relatively straightforward future apron and terminal concourse expansion and flexibility in the way that additional aircraft stands and terminal concourse expansion is added. costeffective and flexible arrangement for the terminal. should be incorporated into future airport planning. with a footnote indicating this is the LDA. A linear terminal and apron configuration is recommended as it is considered to be the most efficient. some of the negative social impacts such as aircraft noise. and when any changes to approach and departure flightpaths and procedures are considered. The tallest tree growth on this hill must be removed. The ‘length’ of Runway 13/31 can be referenced as 2. The offset of the terminal building frontage to the runway centreline is recommended to be 420m based on Code E (excluding A340-600 and B747 operations). and a red hazard beacon should be erected to mark any remaining infringements. Issued Docs\8. GSE parking and a terminal frontage circulation roadway for baggage. The PANS-OPS surface design must be reviewed to reflect the final runway location.1 Reports\Airport Planning & Design Report . The current airport apron configuration has developed with dedicated helicopter aprons and facilities situated between fixed wing facilities.
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