SE apron stands that can take wide-bodies are as follows but are subject to significant ACN/PCN restriction because of the relatively weak taxiways that link it to taxiway Alpha. (NB. PCN for taxiway Mike was 31F/C/X/T in BAA days and increased to 37/F/A/W/T the week that GIP took over. The increase from 31 to 37 is helpful but the change of sub-grade from C to A is more significant);
Taxiways Lima and Mike had some significant works carried out on them recently but the PCNs have not been revised yet. I presume that their PCNs will be technically re-assessed in the near future, following a suitable period of use and evaluation, and I expect that this will result in significant PCN upgrades being announced. Assuming that these weaknesses are resolved, the weakest parts will then become the main and SE aprons. The current PCNs of these aprons (72/R/C/W/T) are fine for aircraft such as B744s and A332s but are less suited to B773ERs and A346s. That said, when when GIP re-assessed the older centre section of taxiway Alpha, they discovered that the sub-grade was actually A strength instead of C which had the effect of removing ACN restrictions (on that section of pavement) for any current passenger airliner. It could well be that when GIP get around to technically re-assessing the aprons they discover that their sub-grades will also have consolidated from C strength to A strength during the last circa 45 years.
For full details about technical aspects of EGPH, see the various documents on the NATS web site;
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