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Planning for a New Airport in Thessaloniki, Greece

Planning for a New Airport in Thessaloniki, Greece. Nikolas Pyrgiotis Yannis Simaiakis 12/11/2007. Project Outline. Current airport review Forecasts Location and New Airport Benefits Planning Considerations Airfield Design Passenger Building Layout Overall Layout

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Planning for a New Airport in Thessaloniki, Greece

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  1. Planning for a New Airport in Thessaloniki, Greece Nikolas Pyrgiotis Yannis Simaiakis 12/11/2007

  2. Project Outline • Current airport review • Forecasts • Location and New Airport Benefits • Planning Considerations • Airfield Design • Passenger Building Layout • Overall Layout • Possible Expansion Plans N. Pyrgiotis/ I. Simaiakis

  3. SKG Airport • Serves Thessaloniki • Metro area population over 1.2 million (2006 est.) • 3.7 million PAX: • Highly Seasonal (60% Summer Traffic) • Constant share of domestic pax: 1.5 million/year 120000/month • 75% Domestic & Schengen Flights • Airfield Configuration: • 2 crossing runways: 16/34 & 10/28, each 2500 meters long • One taxiway parallel to each runway • 22 remote stands • Landside Configuration: • 1 terminal building 32,000 m2 • Cargo buildings 10,000 m2 • Public Ownership & Management N. Pyrgiotis/ I. Simaiakis

  4. New Passenger Terminal Runway expansion SKG Master Plan and Limitations • Master Plan: • Runway 10/28 expansion • New terminal building • 115,000 m2 surface, 14 contact stands • 8 million pax/year at service level B 4200 pax/peak-hour • New apron: 22 remote stands • Limitations: • Crosswinds • Heavy Fog (ILS II not always sufficient) • Mountainous pattern to the SE • Ground access • Rapidly developing surrounding area • No available land for further expansion (e.g. new runway) N. Pyrgiotis/ I. Simaiakis

  5. New Airport • Necessity for a new airport based on the problems that cannot be overcome by SKG’s master plan • Weather, Environmental Issues, Urban Development, Transportation • Annual Traffic Growth Forecast based on a exponential fit of historical traffic data due to lack of sufficient data on population growth and GDP. N. Pyrgiotis/ I. Simaiakis

  6. Forecasts • Analysis based on: • Peak Hour of the 2nd busiest day during the average week in a peak month (Tuesday, 1st week of Aug 07) • Scheduled flights in 2007 (lack of data for hourly passenger traffic) • 1st Stage of Development Planned to start operations in 2022 (7.5m PAX) and reach capacity by 2032 (12m PAX) • Assumed A/C mix for this period based on experience in AIA and similar European Airports N. Pyrgiotis/ I. Simaiakis

  7. Planning Approach • Very Uncertain Forecast • Uncertainty regarding master plan materialization in current airport • Unstable Greek Airline Industry (OA and A3) • Infant state of LCC operations • Traffic dependency on dynamic tourism • Uncertain prospects of Thessaloniki as a business center • Flexible and Adaptable Planning • Dynamic response to changes in traffic, aircraft mix and traffic type • Option to accommodate low cost traffic • Option to use land for other purposes • Environmental/ Noise Issues • Airport as Part of a Multi-Modal Transportation System N. Pyrgiotis/ I. Simaiakis

  8. New Location • Improved Transportation Access • Undeveloped Farm Land • Far from Populated Areas • Proximity to Industrial Area and Seaport N. Pyrgiotis/ I. Simaiakis

  9. New Catchment Area • 8 cities under 130km • Total Population more than 400,000 • Good Access to all Cities • Potential Emergence of New Markets (Source: www.viamichelin.com) N. Pyrgiotis/ I. Simaiakis

  10. Airfield Design • Produced runway capacity envelop of a single runway: 56 movements per hour • Adjusted the capacity based on ATM limitations in Greece and an average delay of 4 minute: • 46 movements per hour • A single runway can serve 4300 pax/hr based on the a/c mix of 5%H, 70%L, 25%S • Adequate until 2032 (4200 pax/hr) • Based on the windrose for the area the runway should be built in a N-NW to S-SE direction • Runway length based on the reference field of a 777-300 • Airfield design based on ICAO requirements for design group E: • Taxiways, Taxilanes, Aprons, Runway Exits N. Pyrgiotis/ I. Simaiakis

  11. Landside Design • A Single Centralized, Linear Terminal Parallel to the Runway • Small Terminal • Avoid Inefficient Duplication of facilities • Small Number of connections • Large number of remote stands → Short Terminal • Provides the most options for expansion • Simple and adjustable division between Schengen/ Non-Schengen zones • Centralized facilities for ground transportation and parking • Considered other designs and configurations: • Linear, Perpendicular to Runway • Radial • Low-cost terminal • Analysis of terminal configuration performed based on DPH and a/c mix forecast for 2032: • Use of planning factors to deduce area requirements for different facilities • Emulating the design of AIA while making some modifications and improvements N. Pyrgiotis/ I. Simaiakis

  12. Departures Level • 12 contact stands, 12 departure gates (3 NS, 9 S) • 130 check-in counters • 2 Security Checkpoints, 1 Border Control Area Arrivals Level • Additional departure gates for 24 remote stands (S and NS) • 1 entrance for NS arrivals (with Immigration facility), 2 for S arrivals • Baggage Claim Area adequate to serve at least 12million annual PAX (2 belts for NS, 8 for S/ 2x70m and 8x40m belts)

  13. N Direction of operations Overall Layout • Overall Airport Configuration designed to reach capacity in 2032 serving 12m PAX (stage 1) • Accommodates Airfield and Landside Plans previously presented • ICAO reference code: 4-E (FAA E-V) • 3,600m runway 33/15 • 2 taxiways (1 short) • Passenger Terminal and Cargo Facility N. Pyrgiotis/ I. Simaiakis

  14. Expansion Alternatives

  15. Land Banking • Buy the area now while still not constructed and cheap and built the airport when appropriate • Requires an area of 6,500,000m2 N. Pyrgiotis/ I. Simaiakis

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