|Quoting SYDSpotter (Reply 73):|
John Borghetti was refusing to shift VA's operations to T1 as it is geographically further away from the CBD vs T2/T3.
/SQ pushed VA into this choice as QF
's international flights would also be closer to the city.
|Quoting RyanairGuru (Reply 74):|
Geographical location clearly wasn't an issue in PER, and the incremental distance is much, much smaller at SYD than PER.
Distance may be smaller at SYD
but travel time difference (according to google maps) is almost the same. At SYD
, T1 is about 3 minutes drive longer than T2
/3 from the city. At PER
is about 4 minutes longer drive from the city than T3
I would say that VA having domestic operations separated between T2
gave them enough incentive to move. At SYD
they already have one terminal for domestic ops.
|Quoting QF2220 (Reply 75):|
Aside from passenger convenience, what are the benefits of doing such a co-location?
Benefits for who - the airport or the airlines?
SACL can more efficiently allocate gates when international or domestic is busier. 6-7am is extremely busy for international arrivals, not so for domestic arrivals. Similarly 4-5pm is very quiet for international departures, but domestic is far busier.
For the airlines, they can consolidate ground services and have staff work both international and domestic. At the moment, QF
for example needs to have ground staff available at the gate for QF41 at 1350 and QF1 at 1600. What do these staff do in between these departures? With a combined terminal these staff can work domestic departures in the meantime.
|Quoting DeltaB717 (Reply 76):|
Saves on towing 'common' aircraft across 16R/34L between domestic & intl, ie the 737s of both carriers (and JQ A320s), some of QF's A330s.
don't tow any 737s from international to domestic, the NZ
flights are ZK
aircraft and turn around to another NZ
and VA do this occasionally but it seems to be only a couple each day.
[Edited 2015-08-18 17:18:11]