LUTON - 6
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possible development of London Luton Airport to a capacity of around 18mppa and taking steps separetely to pursue a possible development consent with the IPC (Infrastructure Planning Commission) or its successor for an airport with capacity of around 20mppa.
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What? No queue up the hill? JOY OF JOYS !
It was almost a pleasure to arrive at Hangar 89, this morning.
Maybe this means an extra 30 mins in bed.
It was almost a pleasure to arrive at Hangar 89, this morning.
Maybe this means an extra 30 mins in bed.
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Can confirm that the CTA traffic lights have been switched off and departing road traffic from the drop off area no longer crosses the path of cars coming into the airport. No congestion seen when I was at the airport this afternoon.
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Thinking about the project tender, we all know the current central terminal area would not handle 18M a year so the only option would be to build a new terminal. The logical place would be in land in Herts, this could be a fight for Luton Council to get Beds boundary moved?
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From the easyjet website............
[B]Lorraine Chase returns to Luton Airport to celebrate easyJet’s 65 millionth Luton passenger
easyJet, the UK’s largest airline, today celebrated reaching the milestone of flying its 65 millionth passenger from London Luton Airport and announced that it is launching a new route to Corfu, the airline's 34th route from the airport.
Lorraine Chase who checked in easyJet's first ever passenger in 1995, also through Luton, was on hand to toast the milestone occasion and route launch with passengers and crew.
All involved celebrated in style with easyJet's award-winning Louis Mondeville Côtes de Gasgogne - recently voted the best airline white wine* - and special easyJet cake.
As part of today’s celebration easyJet previewed its new TV commercial, which will be airing from October.
Lorraine has been synonymous with Luton since the Campari advert - which kick-started her career – spawned her catchphrase “Luton Airport!” as a reply to the question "Were you truly wafted here from paradise?” The ad then inspired the 1979 hit record "Luton Airport" by Cats U.K.
Today marks Lorraine’s second star appearance for easyJet as she officially launched the airline's first-ever route in 1995 from Luton to Glasgow and checked-in easyJet’s first-ever passengers.
Paul Simmons, easyJet’s UK Director, said: "We couldn’t think of anyone more appropriate to celebrate our milestone achievement and new Corfu route launch with than Lorraine, we’re really pleased she was able to join us again at London Luton Airport."
easyJet will begin flying to Corfu next year meaning the airline now offers passengers a choice of 34 destinations. The new route will operate twice a week from 31 March 2012.
[B]Lorraine Chase returns to Luton Airport to celebrate easyJet’s 65 millionth Luton passenger
easyJet, the UK’s largest airline, today celebrated reaching the milestone of flying its 65 millionth passenger from London Luton Airport and announced that it is launching a new route to Corfu, the airline's 34th route from the airport.
Lorraine Chase who checked in easyJet's first ever passenger in 1995, also through Luton, was on hand to toast the milestone occasion and route launch with passengers and crew.
All involved celebrated in style with easyJet's award-winning Louis Mondeville Côtes de Gasgogne - recently voted the best airline white wine* - and special easyJet cake.
As part of today’s celebration easyJet previewed its new TV commercial, which will be airing from October.
Lorraine has been synonymous with Luton since the Campari advert - which kick-started her career – spawned her catchphrase “Luton Airport!” as a reply to the question "Were you truly wafted here from paradise?” The ad then inspired the 1979 hit record "Luton Airport" by Cats U.K.
Today marks Lorraine’s second star appearance for easyJet as she officially launched the airline's first-ever route in 1995 from Luton to Glasgow and checked-in easyJet’s first-ever passengers.
Paul Simmons, easyJet’s UK Director, said: "We couldn’t think of anyone more appropriate to celebrate our milestone achievement and new Corfu route launch with than Lorraine, we’re really pleased she was able to join us again at London Luton Airport."
easyJet will begin flying to Corfu next year meaning the airline now offers passengers a choice of 34 destinations. The new route will operate twice a week from 31 March 2012.
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I'm puzzled.
Not long ago people were saying that the remaining period of the concession was too short for any significant new investment by the Spaniards to be worthwhile (with the money clearly expected to come from them).
Now we read that LLAL (LBC's airport management company) is advertising for an engineering consultant to help it prepare and pursue planning applications to expand the airport by 50% or more.
So it seems that LBC is preparing to go it alone in developing the airport (where's the money coming from?) or perhaps in partnership with someone else (goodbye Abertis?)
Doesn't this suggest that the Spaniards are going to walk away at the mid-term break point and that they may already have told the council where to put its airport?
Not long ago people were saying that the remaining period of the concession was too short for any significant new investment by the Spaniards to be worthwhile (with the money clearly expected to come from them).
Now we read that LLAL (LBC's airport management company) is advertising for an engineering consultant to help it prepare and pursue planning applications to expand the airport by 50% or more.
So it seems that LBC is preparing to go it alone in developing the airport (where's the money coming from?) or perhaps in partnership with someone else (goodbye Abertis?)
Doesn't this suggest that the Spaniards are going to walk away at the mid-term break point and that they may already have told the council where to put its airport?
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As seen at other airports like Stansted it can take years for planning applications to go through particularly when there are public enquires so maybe the council is taking the very long term view.
What I find fascinating is the statement that as well as pursuing a capacity of 18 million passengers a separate plan will be made to expand the airport by just 2 million passengers more to 20 million passengers. To me this means planning applications will be made to expand the airport within its boundary while another application will be made to expand the airport outside its boundary. Once outside its boundary 20 million passengers could be part 1 for a phased expansion.
What I find fascinating is the statement that as well as pursuing a capacity of 18 million passengers a separate plan will be made to expand the airport by just 2 million passengers more to 20 million passengers. To me this means planning applications will be made to expand the airport within its boundary while another application will be made to expand the airport outside its boundary. Once outside its boundary 20 million passengers could be part 1 for a phased expansion.
Last edited by LTNman; 24th Sep 2011 at 17:02.
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Interesting that the general introduction mentions development up to 20mppa, but the Scope of Work described in the Council's information pack for applicants gives some very precise details:
"1.2 LLAL is considering various options for redevelopment of the Airport. One of the options which is under consideration is the proposal to develop the Airport to enable maximum capacity of its single runway in two phases: first, up to 18 million passengers per annum ("mppa") within the existing Airport boundary ("Red Line"); and second, up to 30 mppa, known as the Ultimate Vision Master Plan ("Master Plan"). The Red Line scheme would include works in and around the existing central terminal area of the Airport, including modifications to and extension s to aprons and taxiways and road improvement works. The Master Plan development would include maximising delivery of a second terminal, stands and apron to the east of the current terminal building. No runway extension or new runway is currently proposed."
So the topside is not going to be 20mppa - it's really 30mppa. Presumably that was an innocent typo in the introduction - or was it?
"1.2 LLAL is considering various options for redevelopment of the Airport. One of the options which is under consideration is the proposal to develop the Airport to enable maximum capacity of its single runway in two phases: first, up to 18 million passengers per annum ("mppa") within the existing Airport boundary ("Red Line"); and second, up to 30 mppa, known as the Ultimate Vision Master Plan ("Master Plan"). The Red Line scheme would include works in and around the existing central terminal area of the Airport, including modifications to and extension s to aprons and taxiways and road improvement works. The Master Plan development would include maximising delivery of a second terminal, stands and apron to the east of the current terminal building. No runway extension or new runway is currently proposed."
So the topside is not going to be 20mppa - it's really 30mppa. Presumably that was an innocent typo in the introduction - or was it?
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And the precise details of what these phases of expansion involve are also provided to potential applicants:
"2. Works
At present, the works envisaged are:
2.1 Red Line scheme - in order to maximise the capacity of the existing airport site, it is envisaged that the additional works for which planning permission will be required are:
2.1.1 Additional taxiway infrastructure, comprising a full or partial parallel taxiway and additional taxiways serving the apron areas;
2.1.2 Realignment of some apron parking areas, with some infill development and conversion of areas from general aviation to commercial aviation use, including demolition of some existing buildings and infrastructure;
2.1.3 Improved road access from the Percival Way roundabout, including dualling of the existing road and modifications to the access to the medium term car park;
2.1.4 New pick-up and drop-off arrangements on land currently used for car parking, with a potential requirement for some decked or multi-storey car park provision; and
2.1.5 Infill development to the passenger terminal area (including internal rearrangement of some terminal facilities) to provide extended facilities and additional gaterooms.
These works will need to be designed in such a way as to allow subsequent access to be provided to Century Park to the east of the Airport.
2.2 Master Plan scheme - in order to maximise the potential of its current single runway, the Airport will need to extend beyond its current airport boundary, with an area of land identified to the east of the existing facility, and the works The Master Plan development is envisaged to comprise:
2.2.1 Completion of the taxiway infrastructure to maximise runway capacity;
2.2.2 A new terminal, pier and apron complex; and
2.2.3 Associated surface access infrastructure and car parking."
That should give some food for thought! Any comments?
"2. Works
At present, the works envisaged are:
2.1 Red Line scheme - in order to maximise the capacity of the existing airport site, it is envisaged that the additional works for which planning permission will be required are:
2.1.1 Additional taxiway infrastructure, comprising a full or partial parallel taxiway and additional taxiways serving the apron areas;
2.1.2 Realignment of some apron parking areas, with some infill development and conversion of areas from general aviation to commercial aviation use, including demolition of some existing buildings and infrastructure;
2.1.3 Improved road access from the Percival Way roundabout, including dualling of the existing road and modifications to the access to the medium term car park;
2.1.4 New pick-up and drop-off arrangements on land currently used for car parking, with a potential requirement for some decked or multi-storey car park provision; and
2.1.5 Infill development to the passenger terminal area (including internal rearrangement of some terminal facilities) to provide extended facilities and additional gaterooms.
These works will need to be designed in such a way as to allow subsequent access to be provided to Century Park to the east of the Airport.
2.2 Master Plan scheme - in order to maximise the potential of its current single runway, the Airport will need to extend beyond its current airport boundary, with an area of land identified to the east of the existing facility, and the works The Master Plan development is envisaged to comprise:
2.2.1 Completion of the taxiway infrastructure to maximise runway capacity;
2.2.2 A new terminal, pier and apron complex; and
2.2.3 Associated surface access infrastructure and car parking."
That should give some food for thought! Any comments?
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If you want to go to the source yourselves, it's at:
Doing business with the council - Luton BC
The relevant document is: PQQ Engineering, Project Management and Environmental Adviser. (Go to Pages 38 & 39.)
Doing business with the council - Luton BC
The relevant document is: PQQ Engineering, Project Management and Environmental Adviser. (Go to Pages 38 & 39.)
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Goodbye long term car park, goodbye to some of Wigmore Park, which could become in part a new long term car park and goodbye to Ocean Sky’s building, as the south stands come back into airline use.
The land where the old domestic terminal/ spectators area/ easyland is located has been pencilled in before as a site for a multi-storey car park if the short term car park became aircraft stands.
I guess the core strategy project 2030 will be dusted off. The 99 page document includes the following statements:
We intend to submit a planning application for Project 2030 – Phase 1 in early 2006, in line with proposals we published in our Development Brief 2001, which is available on our website at London Luton Airport.
Phase 1 will involve the construction of additional aircraft stands, a terminal extension and associated piers, a multi-storey and surface car park, and extensions to the parallel taxiway. We intend to complete the majority of these works by the end of 2007.
This planning application represents our intention to make best use of existing capacity, and this process should be considered our formal pre-consultation on these proposals.
It is our intention to submit a second planning application for Project 2030 – Phase 2 in late 2006. This will be a major planning application of national importance and is illustrated in Figure 7.2.
Phase 2 will include the construction of a full-length, 3,000 metre replacement runway, a new south terminal, additional aircraft stands, a new fire station and visual control tower. The new south terminal will be accessed via a tunnel under the existing runway. The majority of passengers will access the terminal via a tracked transit system, which will connect to a new reception centre built on the site of the existing mid term car park. It is intended that the existing runway will be maintained for use during emergencies and whilst essential maintenance is completed on the replacement runway – similar to Gatwick today.
Option A
Extension of the existing 2,160 metre runway eastwards. Parallel taxiway Alpha would also be extended to service the full length runway. There would be no significant changes to the alignment of the airport access or to the location of the control tower or terminal building. Satellite piers and aprons would be developed to the east of taxiway Delta. The extended runway, new runway end safety area and associated lighting would push the runway further east, increasing the land take.
Option B
A southern parallel runway 250 metres to the south of the existing runway centreline. Again, there would be no significant changes to the alignment of the airport access or to the location of the control tower or terminal building. The existing runway would be retained as a parallel taxiway and used in the event of an emergency, or during essential maintenance, where possible. As with Option A, satellite piers and aprons would be extended to the east of taxiway Delta.
Option C
A minor re-alignment of Option B, providing a more south-west to north-east alignment, the eastern end of the runway being in the same place as with B, with the western end of the runway being approximately 470 metres south of the existing runway centreline. As with Option A, satellite piers and aprons would be extended to the east of taxiway Delta.
We decided to fully test this option, although The Future of Air Transport White Paper had already effectively removed it. This stated ‘There would be no advantage in a realigned runway in terms of economic benefits, and the environmental impacts would be similar to a runway on the existing orientation except that the total number of people within the 57dBA noise contour in 2030 is estimated to be lower (14,000 rather than 19,000). There appears to be no disagreement with the conclusions of the Civil Aviation Authority and National Air Traffic Services that the realignment of the Luton runway would require major changes in airspace for very little overall gain in capacity. On balance there does not appear to be a compelling argument for this option and we do not support it.’
Option D
A southern parallel runway approximately 950 metres south (centreline to centreline) of the existing runway centreline, and offset to the east by 330 metres. The distance south of the existing runway has been identified as the optimum topographical location, to minimise construction fill required. The immediate surrounding area consists of a series of hills and valleys.
Option D is positioned at the closest rational point to Option B without involving significant amounts of construction fill or impacting on Someries Castle. This option also has a significantly lower adverse impact in terms of aircraft noise and local air quality. Furthermore, it enables terminal and stand construction to take place in an alternative location to the old landfill site, east of taxiway Delta.
A full-length parallel taxiway would be provided north of the proposed runway, and the existing runway would be retained as an emergency and business aviation overspill runway, and for use during essential maintenance. With this option, a second terminal and satellite piers, a new air traffic control tower and associated infrastructure would be built south of the existing runway. The terminals would be linked by a reception centre and multi-modal interchange on the site of the existing mid-term car park.
The land where the old domestic terminal/ spectators area/ easyland is located has been pencilled in before as a site for a multi-storey car park if the short term car park became aircraft stands.
I guess the core strategy project 2030 will be dusted off. The 99 page document includes the following statements:
We intend to submit a planning application for Project 2030 – Phase 1 in early 2006, in line with proposals we published in our Development Brief 2001, which is available on our website at London Luton Airport.
Phase 1 will involve the construction of additional aircraft stands, a terminal extension and associated piers, a multi-storey and surface car park, and extensions to the parallel taxiway. We intend to complete the majority of these works by the end of 2007.
This planning application represents our intention to make best use of existing capacity, and this process should be considered our formal pre-consultation on these proposals.
It is our intention to submit a second planning application for Project 2030 – Phase 2 in late 2006. This will be a major planning application of national importance and is illustrated in Figure 7.2.
Phase 2 will include the construction of a full-length, 3,000 metre replacement runway, a new south terminal, additional aircraft stands, a new fire station and visual control tower. The new south terminal will be accessed via a tunnel under the existing runway. The majority of passengers will access the terminal via a tracked transit system, which will connect to a new reception centre built on the site of the existing mid term car park. It is intended that the existing runway will be maintained for use during emergencies and whilst essential maintenance is completed on the replacement runway – similar to Gatwick today.
Option A
Extension of the existing 2,160 metre runway eastwards. Parallel taxiway Alpha would also be extended to service the full length runway. There would be no significant changes to the alignment of the airport access or to the location of the control tower or terminal building. Satellite piers and aprons would be developed to the east of taxiway Delta. The extended runway, new runway end safety area and associated lighting would push the runway further east, increasing the land take.
Option B
A southern parallel runway 250 metres to the south of the existing runway centreline. Again, there would be no significant changes to the alignment of the airport access or to the location of the control tower or terminal building. The existing runway would be retained as a parallel taxiway and used in the event of an emergency, or during essential maintenance, where possible. As with Option A, satellite piers and aprons would be extended to the east of taxiway Delta.
Option C
A minor re-alignment of Option B, providing a more south-west to north-east alignment, the eastern end of the runway being in the same place as with B, with the western end of the runway being approximately 470 metres south of the existing runway centreline. As with Option A, satellite piers and aprons would be extended to the east of taxiway Delta.
We decided to fully test this option, although The Future of Air Transport White Paper had already effectively removed it. This stated ‘There would be no advantage in a realigned runway in terms of economic benefits, and the environmental impacts would be similar to a runway on the existing orientation except that the total number of people within the 57dBA noise contour in 2030 is estimated to be lower (14,000 rather than 19,000). There appears to be no disagreement with the conclusions of the Civil Aviation Authority and National Air Traffic Services that the realignment of the Luton runway would require major changes in airspace for very little overall gain in capacity. On balance there does not appear to be a compelling argument for this option and we do not support it.’
Option D
A southern parallel runway approximately 950 metres south (centreline to centreline) of the existing runway centreline, and offset to the east by 330 metres. The distance south of the existing runway has been identified as the optimum topographical location, to minimise construction fill required. The immediate surrounding area consists of a series of hills and valleys.
Option D is positioned at the closest rational point to Option B without involving significant amounts of construction fill or impacting on Someries Castle. This option also has a significantly lower adverse impact in terms of aircraft noise and local air quality. Furthermore, it enables terminal and stand construction to take place in an alternative location to the old landfill site, east of taxiway Delta.
A full-length parallel taxiway would be provided north of the proposed runway, and the existing runway would be retained as an emergency and business aviation overspill runway, and for use during essential maintenance. With this option, a second terminal and satellite piers, a new air traffic control tower and associated infrastructure would be built south of the existing runway. The terminals would be linked by a reception centre and multi-modal interchange on the site of the existing mid-term car park.
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Hang on a moment - this time they are specifically ruling out the second runway!
"One of the options which is under consideration is the proposal to develop the Airport to enable maximum capacity of its single runway in two phases: first, up to 18 million passengers per annum ("mppa") within the existing Airport boundary ("Red Line"); and second, up to 30 mppa, known as the Ultimate Vision Master Plan ("Master Plan")."
Unless, of course, that is only "one of the options which is under consideration"! (They've certainly left the way open for other options to emerge with a careful choice of words.)
"One of the options which is under consideration is the proposal to develop the Airport to enable maximum capacity of its single runway in two phases: first, up to 18 million passengers per annum ("mppa") within the existing Airport boundary ("Red Line"); and second, up to 30 mppa, known as the Ultimate Vision Master Plan ("Master Plan")."
Unless, of course, that is only "one of the options which is under consideration"! (They've certainly left the way open for other options to emerge with a careful choice of words.)
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If you want to go to the source yourselves, it's at:
Doing business with the council - Luton BC
The relevant document is: PQQ Engineering, Project Management and Environmental Adviser. (Go to Pages 38 & 39.)
Doing business with the council - Luton BC
The relevant document is: PQQ Engineering, Project Management and Environmental Adviser. (Go to Pages 38 & 39.)
4. Timetable and Outputs
4.1 It is intended that an application for planning permission for the Red Line scheme will be submitted at the beginning of the second quarter of 2012; consequently, all documentation required for such submission, and all work required to support the submission, must be completed before that date.
4.2 So far as the Master Plan scheme is concerned, it is anticipated that work will continue on development of an outline scheme and other pre-application issues until the end of December 2012 but may continue until the end of December 2013. In particular, this will include work that is required by the Planning Act 2008 in respect of pre-application peer consultation. Transaction support (if required) may also continue until the end of December 2013.
------------------
If you want to see a very large aerial photo of the airport with its red line then have a look just outside the airport chapel.
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But they describe the Master Plan scheme as:
"2.2 Master Plan scheme - in order to maximise the potential of its current single runway, the Airport will need to extend beyond its current airport boundary, with an area of land identified to the east of the existing facility, and the works The Master Plan development is envisaged to comprise:
2.2.1 Completion of the taxiway infrastructure to maximise runway capacity;
2.2.2 A new terminal, pier and apron complex; and
2.2.3 Associated surface access infrastructure and car parking."
That still talks about trying to maximise the potential of its current single runway, and appears to be different to Project 2030 or the aborted "Master Plan" proposals of a couple of years ago.
"2.2 Master Plan scheme - in order to maximise the potential of its current single runway, the Airport will need to extend beyond its current airport boundary, with an area of land identified to the east of the existing facility, and the works The Master Plan development is envisaged to comprise:
2.2.1 Completion of the taxiway infrastructure to maximise runway capacity;
2.2.2 A new terminal, pier and apron complex; and
2.2.3 Associated surface access infrastructure and car parking."
That still talks about trying to maximise the potential of its current single runway, and appears to be different to Project 2030 or the aborted "Master Plan" proposals of a couple of years ago.
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gilesdavies wrote
Happy now?
God, this forum gets boring when all you get is page after page of LTN v STN diahoria debate regurgitated time and time again. Now we throw in LTN v LGW in to the mix!