I was involved in the planning stages of MAN-TP prior to my retirement last year.. There was much consultation around the distribution of gates across the proposed 4 piers and the stand configurations to provide the greatest flexibility across a wide range of aircraft types and airline preferences. The designated A380 pier and the pier build sequence changed a few times as design development matured. With regard to the proivision of double bridges it was agreed with the airlines that the benefits of two-bridge boarding did not outweigh the limitations this placed on a flexible multi-choice apron for a mix of narrow and wide body types. The parked position of the extra airbridge constrains the number of centrelines you can fit on to any specific stand block. Furthermore, you really need two gate doors as well as two bridges to get the full benefit on boarding times - something which not only adds cost but complicates the design of the interior of the pier.. The exception is at A380-specific gates where there's a need to service the upper deck, that is where the double-airbridge and second gate door really benefit. Hence the decision to provide double bridges at A380 gates only, and on one pier only. The Pier C double bridges are a legacy dating back to the 1970s/80s.