THE MASTER PLAN — TEN STEP SEQUENCE
The following sequence should be followed when developing a master plan for a typical international or domestic airport passenger terminal and apron airport operation. Step 7 and step 10 should be exchanged in sequence when a predominantly cargo and express processing facility is proposed, as the commercial and provisional bias switches accordingly.
Step 1 Determine the peak aircraft movements and resulting peak passenger movements required in the final master plan design year (Refer to Section C2 for Forecasting Techniques).
Step 2 Collect via survey: geographical, geological, meteorological and environmental data pertaining to the proposed airport site location.
Step 3 Select the runway configuration(s) which best matches the aircraft type and movement requirements, ATC capability, geological limitations and meteorological conditions, and which satisfies the environmental requirements as closely as possible.
Step 4 Align the proposed runway(s) to coincide with the prevailing wind directions.
Step 5 Determine and locate the number of aircraft stands required and the stand type (remote or gate serviced) needed to meet the service standard.
Step 6 Provide the correct configuration and quantity of taxiways, ensuring that the runway(s) and stands are serviced adequately, with due consideration to the dynamics of the aircraft on the apron.
Step 7 Size and position the ultimate terminal building(s), pier(s) and control tower within the appropriate development zone(s) (refer to Figures C1-1 to C1-6 inclusive). The space requirement for the terminal building will be heavily dependent on the processes required as defined within Chapter T, and the functional space requirements defined within Chapter F — Airport Capacity, Section F9 — Passenger Terminal Facilities, and Chapter U — Airport Baggage Handling.
Step 8 Align the ultimate terminal building and piers to service the aircraft stands accordingly. Position fire services within the apron complex appropriately.
Step 9 Size and position airport support processes such as (but not limited to) rail, bus, coach and passenger car access and parking facilities. See Chapter T for potential processes to be considered and included.
StepIO Position secondary Cargo and Separate Express Facilities Terminal and stands, aircraft maintenance hangars as required within the surplus development zone(s) (refer to Figures C1-1 to C1-6 inclusive).
Historically, few airports worried about running out of space. Airfields were often located in relatively isolated countryside positions and had multiple runways occupying vast tracks of land. The jet age placed a reduced need on crosswind runways and as a result runways made way for aprons, small finger piers and terminals. Development tended to be piecemeal and lacked co-ordination Terminal buildings and airport support facilities merely spread out as required, with little or no thought for the future. Expansion of existing facilities was not normally considered, so newer, multiple terminal solutions were added. This situation, rather surprisingly, lasted until the late eighties. It is for these reasons that the ten point master planning sequence described above should be adopted by airport developers, so that logical airport developments can be designed and implemented in the most appropriate and efficient manner.