LUTON -8
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For easyJet to double capacity at Luton the airport would need further expansion unless another Luton airline reduced or stopped its Luton operation.
The reason the new taxiway extensions are not going to the ends of the runway was to save money and the fact that if they did the runway would have had a greater capacity than the rest of the airports infrastructure.
While the airport makes no mention of saving money it did talk about a balanced capacity that matched the rest of the airport. In fact on one of the early plans the taxiways were connected to the runway from the runway threshold thus giving both ends of the runway starter strips.
The reason the new taxiway extensions are not going to the ends of the runway was to save money and the fact that if they did the runway would have had a greater capacity than the rest of the airports infrastructure.
While the airport makes no mention of saving money it did talk about a balanced capacity that matched the rest of the airport. In fact on one of the early plans the taxiways were connected to the runway from the runway threshold thus giving both ends of the runway starter strips.
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For easyJet to double capacity at Luton the airport would need further expansion unless another Luton airline reduced or stopped its Luton operation.
The existing facilities were supposed to offer capacity up to 10 million as they stated in press releases in 2000's, and then all new press releases stated the terminal had reached its 12 million capacity.(?!)
I think the current runway with these new extended taxiways will be sufficient. With fewer and fewer flights backtracking, and is already happening from the existing taxiway.
Flew off to Krakow (Via Katowice) at the weekend, we took off from the taxiway point on runway 26, while a DHL A300 in-front backtracked down to the end of the runway to turnaround... Loving how LTN ATC are currently maximising the runway usage!
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London Luton Airport Scheduling Declaration for Summer 2017
But we all know when he airport states the new facilities will have capacity up to 18 million, we all know that really means 20-22 million before these expand
South terminal, 160,000 sq m
North terminal 98,000 sq m
combined total 258,000 sq m
143 stands
Half those totals gives a terminal of 129,000 sq m and 71 stands
London Luton Airport Scheduling Declaration for Summer 2017
Link to downloadable PDF here
https://www.google.co.uk/url?sa=t&rc...-NW7kA&cad=rja
Luton after the upgrade will have a terminal of 85,960 sq m. and according to the capacity declaration PDF for 2017 there will be 37 stands which is 3 more than 2016. This will grow next year and again in 2019 but we are not talking big numbers here.
Runway capacity is set at 31 movements per hour for most hours or 114 movements in any 4 hour period but peaks at 34 movements for 6am which is the same as last year.
Number of gate available for simultaneous boarding 22.
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Giles: Re your departure from the intersection on Rwy26: It seems most departures are from this point. Of course it depends on the type of aircraft, loads etc.
Yesterday, I watched the best choreographed game of Jenga or Tetris with aircraft.
A couple of Wizz Air were departing, with 1 backtracking to the end and the other preparing to go from the intersection. Around the same time, Blue Air wanted to go so trundled along the taxiway and was then shunted into the engine test area to allow another Wizz Air and a Ryanair flight to go ahead of him in the queue. The Wizz Air flights were still holding. Added into this mix was an Embraer Phenom, stuck somewhere between the Wizz
Meanwhile, 1 of the Easyjet new A320 wanted to go so was sent along another intersection and back tracked down Rwy 26. So, now there was something like 6 or 7 aircraft in a queue on the taxiway, with Wizz Air at the far end of the runway, Wizz Air at the intersection but not yet on the runway and an Easyjet also at the intersection. The Easyjet did a nice U turn at the intersection and was able to get going.
By now, I was losing track of who was where in the queue when along comes another Easy A320 and repeated the manouevre of the previous one. Then, bit by bit, the Wizz Airs were filtered out and took off, with the Embraer going somewhere in the middle of all this. Eventually as the queue cleared, the Blue Island 737 was allowed out of the engine test bay and got going after sitting there for over 15 minutes.
Hats off to the controllers who organised and managed all that!
Yesterday, I watched the best choreographed game of Jenga or Tetris with aircraft.
A couple of Wizz Air were departing, with 1 backtracking to the end and the other preparing to go from the intersection. Around the same time, Blue Air wanted to go so trundled along the taxiway and was then shunted into the engine test area to allow another Wizz Air and a Ryanair flight to go ahead of him in the queue. The Wizz Air flights were still holding. Added into this mix was an Embraer Phenom, stuck somewhere between the Wizz
Meanwhile, 1 of the Easyjet new A320 wanted to go so was sent along another intersection and back tracked down Rwy 26. So, now there was something like 6 or 7 aircraft in a queue on the taxiway, with Wizz Air at the far end of the runway, Wizz Air at the intersection but not yet on the runway and an Easyjet also at the intersection. The Easyjet did a nice U turn at the intersection and was able to get going.
By now, I was losing track of who was where in the queue when along comes another Easy A320 and repeated the manouevre of the previous one. Then, bit by bit, the Wizz Airs were filtered out and took off, with the Embraer going somewhere in the middle of all this. Eventually as the queue cleared, the Blue Island 737 was allowed out of the engine test bay and got going after sitting there for over 15 minutes.
Hats off to the controllers who organised and managed all that!
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Arrivals link for the new pier
New metal work going in for the new arrivals link from under the departure lounge to the new pier.
That's going to be one hell of a walk from stand 48 all the way though the pier, under the terminal and into border control.
I saw (and heard!) a 737-200 take off from LTN this afternoon. A quick check on plane finder showed it to be a CJ version carrying a Cayman reg, which is perhaps why it is allowed to operate into the UK, though I thought they'd been banned for evermore. Can anyone comment on this?
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Barry; I believe it came right over my house, on its way into Lasham around 13:20 and at a couple of thousand feet (poss 2,000). I take it this was VP-CAQ you are referring to?
I had seen this one at Luton last October.
I had seen this one at Luton last October.
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That's going to be one hell of a walk from stand 48 all the way though the pier, under the terminal and into border control.
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I have seen nothing about travelators at Luton so I guess it is the long walk but a long walk at Luton is nothing compared to Copenhagen where I almost had to be treated for exhaustion.
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LTN long term growth?
In 2016 LGW handled 43,119,628 million pax. It handled 280,666 A/C movements.
As LTNman stated it has 143 stands. That means on average 769 flights a day, or 5.4 aircraft movements per stand.
LTN handled 14,645,619 million pax. It handled 128,519 A/C movements. That means on average 352 flights a day, or 10.4 movements per stand.
If we have 3 new stands being built this year then that equates to 31.2 extra capacity a day. If next year another 3 are built then we have 62.4. In effect just 6 stands will cater for reaching the 18 million target.
Now imagine a travelator from the main terminal to the Eastern side of airfield connected to a satelite building with between 15 and 18 stands. The current long term car park being re-positioned to the new development zone with several multi storey buildings to double parking capacity. Further imagine an extension of the new rail link to the new zone. In effect the new road proposed could vastly reduce the amount of cars coming into the CTA?
Even if there are no plans for any of the above now, I am sure it will be the future expansion project...
Based on a maximum of 114 movements in any 4 hour period and with fewer night flights the airport could easily handle 500 flights a day.
As LTNman stated it has 143 stands. That means on average 769 flights a day, or 5.4 aircraft movements per stand.
LTN handled 14,645,619 million pax. It handled 128,519 A/C movements. That means on average 352 flights a day, or 10.4 movements per stand.
If we have 3 new stands being built this year then that equates to 31.2 extra capacity a day. If next year another 3 are built then we have 62.4. In effect just 6 stands will cater for reaching the 18 million target.
Now imagine a travelator from the main terminal to the Eastern side of airfield connected to a satelite building with between 15 and 18 stands. The current long term car park being re-positioned to the new development zone with several multi storey buildings to double parking capacity. Further imagine an extension of the new rail link to the new zone. In effect the new road proposed could vastly reduce the amount of cars coming into the CTA?
Even if there are no plans for any of the above now, I am sure it will be the future expansion project...
Based on a maximum of 114 movements in any 4 hour period and with fewer night flights the airport could easily handle 500 flights a day.
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It handled 128,519 A/C movements.
I just can't see a satellite terminal with 15 to 18 stands as all those passengers would have to pass though the main terminal and CTA and with just 62 check-in desks that would no be enough.
Any extra expansion involving 15 to 18 stands would require its own terminal, road network and car parking.
Last edited by LTNman; 16th Mar 2017 at 13:11.
No it would NOT require a brand new terminal. Remember the terminal was originally built to open in 1999 and designed many years before that, before passenger baggage habits changed significantly. Airlines and airports are becoming far more innovative; surprisingly the Luton based carriers are a bit slow on the uptake.
I recently took a SAS aircraft from both LHR and ARL. Both ends you have an automatic check in; very little human staff input. If you use KLM at AMS, there's a very similar system in place.
Having long check in concourses are a thing of the past. Yes, there may need to be a slight terminal extension to the north or south (probably south), but finding the capacity for an extra 10 million passengers perhaps could easily be achieved. The check in area should be reconfigured into zones.
A 12-18 stand "Pier D" should be the goal for 2030-2040.
I recently took a SAS aircraft from both LHR and ARL. Both ends you have an automatic check in; very little human staff input. If you use KLM at AMS, there's a very similar system in place.
Having long check in concourses are a thing of the past. Yes, there may need to be a slight terminal extension to the north or south (probably south), but finding the capacity for an extra 10 million passengers perhaps could easily be achieved. The check in area should be reconfigured into zones.
A 12-18 stand "Pier D" should be the goal for 2030-2040.