r2rho wrote:Can anybody post a link to this master plan and/or a relevant presentation? Otherwise it's more difficult to follow the discussion.
Right now, they seem to be focusing on cheaper extensions of existing piers.
r2rho wrote:If the current terminals are handling 22 million pax, and designed to take 25 million pax, I do wonder how some relatively minor extensions will push that to 35 million pax, as the Master Plan claims...
overseas flying, it will require considerably fewer gates than comparable passenger growth on the domestic side. Some may also come from upgauging of existing routes
Regardless of its actual environmental impact, the perception of the environmental impact of the foreshore runway option is going to be very severe. A rendering of a giant runway sticking straight out into the ocean is going to be a very difficult sell in Vancouver.
r2rho wrote:OK, but gates are not the only limiting factor in airport growth. Terminal facilities such as baggage belts, security checkpoints, check in areas, etc are as well. It looks likely that the eastern extension might add a bit of that, but not for a whole 10 million pax extra.
So why chase that route (which is likely also very costly), when the Master Plan makes clear that a south close parallel can be built, and when there is space for a north close parallel as well (though ignored in the master plan).
I'm not sure either, but I think the idea is that the eastern extension will accommodate most of the needed landside capacity.
it will have a higher capacity, since the spacing would allow at least partly independent operation, but I agree that close parallels are more realistic.
r2rho wrote:To be picky, it's the staggering, not the spacing, that provides the capacity. But yes, that is correct. You could handle three more or less independent flows, if all runways can be used for all types of ops. To achieve equivalent capacity to the foreshore runway you would have to build both close parallels, north and south.
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