Make that car park to aircraft.....!
Truly dreadful and very tatty old place. Which is why I now (as SLF) use BHX instead. With the added advantage of no endless holding at LAM waiting for an approach when coming home.
When I taught people to fly long haul Air Transport (admittedly in the RAF so we didn't have quite the same 'commercial' pressure - although payload was always at a premium), the maxim was to ensure that the maximum payload weight was available to the end users. Captains were expected to correct the JetPlan fuel requirement as necessary, then decide on the final fuel load but should be able to justify much more than an extra tonne or 2 over the corrected CFP value. Many didn't realise that usually the 5% contingency would still be there at ETA, hence they normally had a comfortable margin before reaching their diversion fuel state. OK - so we didn't often use really big UK airports, but the same principles still applied whether landing at Dulles or Calgary in the rush hour or Hannover in the middle of the night. The concept of 'committing to' a single aerodrome without always having sufficient to divert if the bloke ahead burst a tyre was unheard of.