LUTON - 7
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Luton is looking for IATA Level 3 status. This is their case
( edit- wrong link see below)
Interesting report commissioned by the airport about existing capacity in all the different parts of the airport. It is really detailed and includes the following:
APRON CAPACITY
This layout provides, depending upon which MARS stands are included, up to 33 stands that are routinely available for commercial passenger and supporting operations. A 10% surplus is retained to accommodate unexpected movements, operational spare aircraft and aircraft visiting for maintenance, and therefore 30 stands are routinely available for commercial passenger operations. In addition to these stands further apron areas are provided for general aviation and cargo operations.
The principal apron areas (Main, North and East Aprons) are accessed from the taxiway “loop” Alpha-Echo-Delta. This taxiway network was modelled to operate in a one-way flow configuration with clockwise circulation employed for Runway 26 operations and anti-clockwise when using Runway 08. During off peak periods it may be possible to operate a two-way flow. However, to avoid conflict during busy periods, a one-way flow was modelled at all times.
All commercial aircraft are parked nose-in requiring push-back to depart. Push-back from the main and northern aprons effectively blocks the free-flow of aircraft taxiing to other stands.
Conclusion
The analysis suggests that the critical constraints are central security and immigration. Even with the proposed expansion, central security capacity is on the verge of being inadequate to sustain the determined one-way runway capacity. With the significant morning out-bound wave as all based aircraft depart, typically at higher than average passengers per aircraft, there is a risk that security capacity would be exceeded leading to either passengers missing their flights, or aircraft being held on stand with consequent delay experienced within the apron-taxiway runway network. Equally, the capacity of the immigration facility may be exceeded during busy arrivals periods. This would increase queuing time through immigration but would not impact runway capacity.
Conclusion
URS observed that the capacity of the road network serving the central terminal zone is approximately 1,000 one-way vehicles per hour. This equates to approximately 850 passenger vehicle movements excluding staff and other non-passenger vehicle movements. This suggests that there is just about sufficient capacity providing declared capacity limits are observed. Any over scheduling will result in congestion in the highway network.
( edit- wrong link see below)
Interesting report commissioned by the airport about existing capacity in all the different parts of the airport. It is really detailed and includes the following:
APRON CAPACITY
This layout provides, depending upon which MARS stands are included, up to 33 stands that are routinely available for commercial passenger and supporting operations. A 10% surplus is retained to accommodate unexpected movements, operational spare aircraft and aircraft visiting for maintenance, and therefore 30 stands are routinely available for commercial passenger operations. In addition to these stands further apron areas are provided for general aviation and cargo operations.
The principal apron areas (Main, North and East Aprons) are accessed from the taxiway “loop” Alpha-Echo-Delta. This taxiway network was modelled to operate in a one-way flow configuration with clockwise circulation employed for Runway 26 operations and anti-clockwise when using Runway 08. During off peak periods it may be possible to operate a two-way flow. However, to avoid conflict during busy periods, a one-way flow was modelled at all times.
All commercial aircraft are parked nose-in requiring push-back to depart. Push-back from the main and northern aprons effectively blocks the free-flow of aircraft taxiing to other stands.
Conclusion
The analysis suggests that the critical constraints are central security and immigration. Even with the proposed expansion, central security capacity is on the verge of being inadequate to sustain the determined one-way runway capacity. With the significant morning out-bound wave as all based aircraft depart, typically at higher than average passengers per aircraft, there is a risk that security capacity would be exceeded leading to either passengers missing their flights, or aircraft being held on stand with consequent delay experienced within the apron-taxiway runway network. Equally, the capacity of the immigration facility may be exceeded during busy arrivals periods. This would increase queuing time through immigration but would not impact runway capacity.
Conclusion
URS observed that the capacity of the road network serving the central terminal zone is approximately 1,000 one-way vehicles per hour. This equates to approximately 850 passenger vehicle movements excluding staff and other non-passenger vehicle movements. This suggests that there is just about sufficient capacity providing declared capacity limits are observed. Any over scheduling will result in congestion in the highway network.
Last edited by LTNman; 3rd Mar 2013 at 15:49.
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Sorry, cut and paste the following words and do a google seach.
CAPACITY ANALYSIS OF LONDON LUTON AIRPORT WITH REFERENCE TO COORDINATED DESIGNATION
You should get a Leigh Fisher PDF file
CAPACITY ANALYSIS OF LONDON LUTON AIRPORT WITH REFERENCE TO COORDINATED DESIGNATION
You should get a Leigh Fisher PDF file
Last edited by LTNman; 3rd Mar 2013 at 15:39.
I didn't have a clue what an IATA Level 3 Airport was, so I Googled it, and this came up, which I assume LTNman was alluding to...
https://www.gov.uk/government/upload...y-analysis.pdf
https://www.gov.uk/government/upload...y-analysis.pdf
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That's it
So the airport has 30 stands available with 10% spare. So how many aircraft night stop? I am sure it isn't 30.
As the report states there is more to capacity than just stands.
So the airport has 30 stands available with 10% spare. So how many aircraft night stop? I am sure it isn't 30. As the report states there is more to capacity than just stands.
To summarise...
-Outbound passenger traffic is far more stretched than inbound passenger traffic. This is due to a low level of current capacity at central search. Due to passengers not checking bags in, check in capacity is seen to be sufficient.
-Surprised to read that baggage reclaim carrousels are sufficient to meet demand. Suppose that's fair enough, but what happens if one of those break down?
-Encouraged to read that the airport for the summer season is increasing capacity for immigration; a marketing ploy?
-Runway capacity can be increased slightly utilising existing capacity, although it outlines the problematic nature of "backtracking" and a non-full parallel taxiway, as well as problems with Taxiway Bravo.
-Recommended a decrease in seperation from 5nm to 4nm.
-Highlights the complexity of local airspace and the sharing/coordination of departure and arrival holds/procedures with Northolt, City and Stansted.
-Additional capacity can be sought from non-overnighting aircraft movements.
-The peak of the peak, is an hour before the morning peak begins.
Not a lot that we didn't really know already to be honest.
-Outbound passenger traffic is far more stretched than inbound passenger traffic. This is due to a low level of current capacity at central search. Due to passengers not checking bags in, check in capacity is seen to be sufficient.
-Surprised to read that baggage reclaim carrousels are sufficient to meet demand. Suppose that's fair enough, but what happens if one of those break down?
-Encouraged to read that the airport for the summer season is increasing capacity for immigration; a marketing ploy?
-Runway capacity can be increased slightly utilising existing capacity, although it outlines the problematic nature of "backtracking" and a non-full parallel taxiway, as well as problems with Taxiway Bravo.
-Recommended a decrease in seperation from 5nm to 4nm.
-Highlights the complexity of local airspace and the sharing/coordination of departure and arrival holds/procedures with Northolt, City and Stansted.
-Additional capacity can be sought from non-overnighting aircraft movements.
-The peak of the peak, is an hour before the morning peak begins.
Not a lot that we didn't really know already to be honest.
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Buster,
More details are available on the airport web site including the expected new routings.
Only slight deviations though!
PS under RNAV in invester section
More details are available on the airport web site including the expected new routings.
Only slight deviations though!
PS under RNAV in invester section
Last edited by Falcon666; 5th Mar 2013 at 11:06.
He will never be satisfied until the day the airport closes...
Spokesman for Hertfordshire Against Luton Expansion (HALE), Andrew Lambourne of Flamstead, said: “We are going to give the trial a fair chance but in terms of noise, there is only a small percentage of planes taking part in the trial – only about 40 per cent of westerly departures.”
Spokesman for Hertfordshire Against Luton Expansion (HALE), Andrew Lambourne of Flamstead, said: “We are going to give the trial a fair chance but in terms of noise, there is only a small percentage of planes taking part in the trial – only about 40 per cent of westerly departures.”
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What I am wondering is should us folk in South Luton also be contacting the airport on every departure or arrival flying over head? As Mr Lambourne correctly states; About 40% of departures fly in his area but South Luton is subject to 100% of departures. It seems so strange that Mr Lambourne receives so much attention yet resides at least 4 miles away from the airport yet by far the majority of folk including myself, with aircraft climbing out on full power above our homes, generally do not take notice of the aircraft. In fact sometimes my partner asks is the airport operating? Maybe the airport when taking statistical data on complaints should factor in locations of respondants and measure that against those actually living next to the airport at the runway ends who do not complain but are subject to the loudest aircraft sounds.
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Noticed the Masterplan link on the Airports website is now disabled.
Seems strange that they don't want to promote it anymore given that the 2001 development brief is still there and they are still taking representations!
Wonder what LBCs position is regarding Albertis offloading its Airport assets having signed an extension to the lease.What are their options?
Seems strange that they don't want to promote it anymore given that the 2001 development brief is still there and they are still taking representations!
Wonder what LBCs position is regarding Albertis offloading its Airport assets having signed an extension to the lease.What are their options?
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I would think it all depends how the contract was written. I have read here in the past that Luton had the option to cancel the contract in I think 2015. When this was threatened Abertis said they would demand £300m in compensation.
So does the contract allow Abertis to sell their concession seeing that they did not buy it but gained it when they took over TBI? If it does is it written into the lease that the new operator has to be approved by the owners of the airport first? What if the new operator does not want to expand the airport could the council block it by invoking the 2015 rule? I think lawyers will be carefully reading the small print in this one.
So does the contract allow Abertis to sell their concession seeing that they did not buy it but gained it when they took over TBI? If it does is it written into the lease that the new operator has to be approved by the owners of the airport first? What if the new operator does not want to expand the airport could the council block it by invoking the 2015 rule? I think lawyers will be carefully reading the small print in this one.
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What pathetic reporting, even announcing the death of the wrong local councillor!
Anti-noise groups to field candidate in election bid - Business - Luton Today
Anti-noise groups to field candidate in election bid - Business - Luton Today
Well I live almost next door to that candidate and I hear barely anything. Some days when the wind is blowing in the right direction, you hear nothing at all.
On Saturday a leaflet came through the door, no doubt from one of these anti-noise groups, concentrating mainly on the doubling of night noise. I threw it in the bin without reading the full leaflet.
What I want to know is - what do these people want? Would they rather the airport knocked down for housing?!
On Saturday a leaflet came through the door, no doubt from one of these anti-noise groups, concentrating mainly on the doubling of night noise. I threw it in the bin without reading the full leaflet.
What I want to know is - what do these people want? Would they rather the airport knocked down for housing?!
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Solution:
Close ASDA, TUI HO, Vauxhall and in fact most of Wigmore who commute to the M1, job done - what a plonker!
It does make me laugh, first miss reporting by a reporter who works for Watford Observer and gets spin from St.Albans rag, now even Luton reporters cannot get their facts right.....
Close ASDA, TUI HO, Vauxhall and in fact most of Wigmore who commute to the M1, job done - what a plonker!
It does make me laugh, first miss reporting by a reporter who works for Watford Observer and gets spin from St.Albans rag, now even Luton reporters cannot get their facts right.....
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Competition Time!
Dear all,
There is currently a competition in a newspaper for Welwyn and Hatfield to guess the correct number of routes from Luton by Easyjet. There is a choice of 33, 66 or 99 routes.
But from my studies there should only be 32 which includes routes up to and including the end of this month (March). Once all routes are operating and taking into account seasonal summer routes there are in fact 38 routes in total? Can someone enlighten me how it is supposed to be 33 routes? I can not work it out...
There is currently a competition in a newspaper for Welwyn and Hatfield to guess the correct number of routes from Luton by Easyjet. There is a choice of 33, 66 or 99 routes.
But from my studies there should only be 32 which includes routes up to and including the end of this month (March). Once all routes are operating and taking into account seasonal summer routes there are in fact 38 routes in total? Can someone enlighten me how it is supposed to be 33 routes? I can not work it out...
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The completion of building work is in sight for the RSS Jet centre / Ocean Sky’s new FBO located around the former flying club. Temporary fences are still in place but permanent fences have now been erected. The good news is that they are the wire mesh type and not the wooden sound barrier fences that are installed around the cargo apron.
Work is still taking place on the new aprons and concrete is still being poured.
I will post some photos when the temporary fences located on the new aprons have been removed thus bringing the aprons into the airside part of the airport. Also there are still temporary fences around the entrance to the FBO and across the old access road
There was speculation here that this work would all be completed for the Olympics but it has been a slow old slog getting this far.
Work is still taking place on the new aprons and concrete is still being poured.
I will post some photos when the temporary fences located on the new aprons have been removed thus bringing the aprons into the airside part of the airport. Also there are still temporary fences around the entrance to the FBO and across the old access road
There was speculation here that this work would all be completed for the Olympics but it has been a slow old slog getting this far.
Last edited by LTNman; 12th Mar 2013 at 06:52.
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LTNman - It wasn't speculation that the new facilities would be completed in time for the Olympics; I recall that the claim was made in Ocean Sky's Press Release at the time