Chisinau Airport Master Plan

Transcription

1 Chisinau Airport Master Plan May, 2010

2 Disclaimer This document was prepared in by HOCHTIEF AirPort GmbH, Essen, Germany, ( HTA ) under a contract with S.E. Chisinau Airport, Chisinau, Moldova, dated 29 May 2009 (the Contract ). This document includes certain statements, estimates and forward looking projections. Such statements, estimates and forward looking projections reflect various assumptions that may or may not prove correct and involve various risks and uncertainties. HTA do not take any responsibility for these statements, estimates or projections. HTA takes only such representation or warranty as to the accuracy or completeness of any statement or any information contained in this document and will be liable for any loss or damage suffered as a result of any omission, inadequacy, incompleteness or inaccuracy whether arising from any negligence or otherwise as defined in the Contract. HOCHTIEF AirPort GmbH Page 2

3 Content List of Abbreviations Executive Summary Introduction Purpose of the Master Plan Methodology of the Master Plan Planning objectives and criteria Background and History of Chisinau Airport Inventory of Services, Facilities, Zoning and Restrictions General Airfield Runway Taxiways Apron Navigational, Visual Aids and Airfield Lighting Obstacle Limitation Surfaces Airfield Fencing and Perimeter Road Airside Capacity Terminal Passenger Terminal VIP Terminal / Delegation Terminal Landside access and parking Secondary buildings Fuel Farm Petrol Station Vehicle Maintenance Aircraft Maintenance Fire Brigade GSE and heavy Airfield Equipment HOCHTIEF AirPort GmbH Page 3

4 4.5.7 Tower / ATC / Administration Catering Parking Medical Centre Building Maintenance Old Terminal Building Utilities Water supply and Fire Fighting Surface Water Drainage System Sewage System and Waste Water Electric Energy / Power Supply Natural Gas Supply Heating Plants / Central Heating Environmental Situation Climate Site geology, topography and seismicity Regulatory compliance summary Soil and ground water Noise Aircraft noise Ground noise Minimizing aircraft and ground noise Safety and Noise Zoning Air quality Water Supply and Wastewater Discharges Sewage system Wastewater from the airplanes Surface Water Drainage System De-icing HOCHTIEF AirPort GmbH Page 4

5 Waste Management Dumps Hazardous waste and materials Operational Nuisances Heritage Energy and Resource Efficiency Flora, Fauna and Wildlife Hazard Control Emergency procedures Occupational and Health Safety Training and Emergency Community Liaison and Consultation Traffic Forecast for Chisinau Airport Introduction Socio-economic impacts Traffic development at Chisinau Airport Traffic forecast approach Forecast assumptions Passenger forecast results Aircraft movements forecast Cargo forecast Scenarios Design day profile Stakeholders characteristics, the airport role and its commercial strategy Demand / Capacity Analysis Airfield Runway Taxiway System Apron Configuration HOCHTIEF AirPort GmbH Page 5

6 7.2 Terminal Landside Access and Parking Cargo terminal Utilities Facility requirements and concepts as well as support services and utilities Airside Navigation Aids Air Traffic Control Tower Weather Criteria Passenger Terminal Cargo terminal On-airport ground access and car parking Ancillary Facilities Utilities Power Supply Surface Water Drainage Water Supply De-icing Airport heating supply, natural gas supply Real Estate and Retail Development Alternatives and options Airside Development Options Landside Development Options Existing Terminal Phasing Plan and prioritization of phases Phase Phase Phase HOCHTIEF AirPort GmbH Page 6

7 11. Land-Use Plan Land-Use principles Airfield Development Concept Terminal Development Concept Design Parameters Functional Requirements Space and Equipment Requirements Draft Terminal Design Development Concept and Phasing Landside Access and Car Parking Ancillary Facilities Utilities Safety and Security Financial Planning Detailed Options for Further Commercialization of the Airport Cost Revenues Hotel Offices Car parks Terminal Environmental Impact Noise Aircraft Noise Noise Contours Noise results Interpretation of noise results and conclusions Safety and Noise Zoning Noise monitoring HOCHTIEF AirPort GmbH Page 7

8 14.2 Air Quality Background Air Quality Future Air Quality Assessment Emission Inventory associated with the Operational Phases Assessment of Impacts on Air Waste Management Soil and Groundwater Contamination Water Supply and Wastewater Discharges Wastewater sewer system Surface water drainage system Flora, Fauna and Wildlife Hazard Control Energy Efficiency and Fuel Resources Material Assets and Cultural Heritage Social and local economic impacts Public and Airline Consultation References Appendix Land Use Maps for Chisinau Airport Maps of air pollutants dispersion for the two scenarios: 2015/2016 and 2030 selected for Chisinau Airport Overlap noise maps (Lden and Lnight) for 2009/ 2010, 2015/2016 and HOCHTIEF AirPort GmbH Page 8

9 List of Abbreviations a annual ATC Air Traffic Control ACI Airports Council International ATM Air Transport Movement AAGR Average Annual Growth rate ACN Aircraft Classification Number APUs- Auxiliary Power Units ARR Arrival Arriv. - Arrival Approx. Approximately BHS - Baggage Handling System Capex - Capital Expenditures CBR California Bearing Ratio CIS - Commonwealth of Independent States cm - centimetre Dep Departure Dom Domestic Des. Live Design Live e.g. for example ETV Elevating Transfer Vehicle EWC- European Waste Catalogue F+B - Food and Beverage FSNRMS Federal Supervisory Natural Resources Management Services HOCHTIEF AirPort GmbH Page 9

10 GSE Ground Service Equipment GDP Gross Domestic Product GA General Aviation h Hour HTA HOCHTIEF AirPort IATA International Air Transport Association ICAO International Civil Aviation Organization ILS Instrument Landing System Incl. Including Int International Immig Immigration KDP Commander dispatcher point KIV IATA Code for Chisinau International Airport km kilometer KW Kilowatt l Liter LDA Landing distance Available LV- Limit Value m Meter (m² - square meter; m³ - cubic meter) M&E Mechanical and Electrical MAC Maximum Admisible Concentration max Maximum Mio Million HOCHTIEF AirPort GmbH Page 10

11 MNR Ministry of Natural Resources MIDT Market Information Data Tapes mppa - Million Passengers per Annum MVA Mega Volt Ampere MW Megawatt No. number NMHC Non-methane hydrocarbons OAG Official Airline Guide OAO Open Joint Stock Company p.a. per annum PAX Passenger Pass Passport PP Passport PCN Pavement Classification Number PCC Portland Cement Concrete PM10 Particulate matters with diameter of 10 µm RWY Runway s Second SNiP Construction Standards and Rules Sqm square metre SW South West t tons HOCHTIEF AirPort GmbH Page 11

12 THC Total Hydrocarbons TO take off TOG Total Organic Gases TORA Take Off Runway Available TSP Total Suspended Particles TWY Taxiway UTC Coordinated Universal Time VIP Very Important Person VOC- Volatile Organic Compounds VSN Industrial construction standard vs. versus WEEE Waste Electrical and Electronic Equipment HOCHTIEF AirPort GmbH Page 12

13 1. Executive Summary Chisinau Airport is Moldowa s main gateway to Europe and the world and the nation s premier airport. The airport provides access to all the benefits of the global aviation network. The airport is ideally located 14 km south of the city centre of the capital Chisinau and is a vital economic hob and a major job creator for Moldova. This Master Plan is the first comprehensive Master Plan prepared for Chisinau Airport. The wider audience and stakeholders are invited to comment on this Draft. The comments will be considered in preparing a final version of the Master Plan for Chisinau Airport, which will be completed in The airport intends to update the Master Plan every 5 years. The Master Plan covers a planning horizon of 20 years until The Master Plan presents the airport s vision for the sustainable operation and development of Chisinau Airport for the next 20 years. There will be no major changes to the operation of the airport over the 20 year period, including - No new runways - No change to the runway length or orientation - No major expansions to the airfield - Passenger terminals and airport support facilities will be located in the northern part of the airport The updated traffic forecast prepared in connection with this Master Plan indicates that by 2030 Chisinau Airport will be handling 3.2 million passengers, 8,200 tons of air cargo and 40,000 aircraft movements. Compared to the results of 2008 of 850,000 passengers, 2,400 tons of air cargo and 12,000 aircraft movements this represents average annual growth rates of 6.9% for passengers, 6.3% for air cargo and 6.2% for aircraft movements. This Master Plan demonstrates that Chisinau Airport can sustainably accommodate the forecast growth in airline travel. To achieve this, there will be improvements and expansions to a range of facilities including aprons, passenger terminal, car parks, support facilities and commercial facilities. The improvements and expansions are foreseen to be implemented in phases. Three phases have been defined for this Master Plan: - Phase 1, meeting the forecast demand for the years 2015 / 16 - Phase 2, meeting the forecast demand for the year Phase 3, meeting the forecast demand for the year 2030 In addition, a high level expansion concept has been prepared for the years after Works in Phase 1 will focus on rehabilitating most of the existing airfield. The majority of the Phase 1 works will be carried out under the Modernization Project II, funded by the European banks EBRD and EIB. HOCHTIEF AirPort GmbH Page 13

14 Works in Phase 2 will focus on developing a new passenger terminal, which is foreseen to be built west of the existing passenger terminal. In addition, the airport land south of the runway should be expanded to ensure full compliance with applicable international ICAO regulations with regard to the runway strip. Works in Phase 3 will focus on limited expansions to both the airfield and the terminal and support facilities to meet growing demand. No major changes will be necessary for the road access to the airport. A shuttle bus connection to the railway line bypassing north of the airport can be implemented at some time in future. All expansion works are defined through trigger criteria like defined peak hour numbers of passengers or aircraft. Therefore, these expansions can be flexibly preponed if traffic develops faster or postponed if traffic develops slower than forecast. Integral part of this Master Plan is a comprehensive analysis of the environmental impact of the implementation of the Master Plan. Implementation of the Master Plan is expected to not have a potential for significant environmental impacts. Implementation of the Master Plan is expected to require financial resources in form of the following Capital Expenditures: Phase 1 Phase 2 Phase 3 EUR 52 million EUR 90 million EUR 57 million Note: All figures are real values, price basis In preparing this Master Plan, consultation has been carried out with a series of different stakeholders. The views have been collected and considered in preparing this Master Plan. Consultation included: Community representatives; Airline representatives; Representatives of Authorities and Governmental Agencies; and Business partners of the airport. A draft version of this Master Plan has been made available in December 2009 for review by the airport management and other stakeholders, including the general public. This included a publishing on the airports web page, inviting interested parties to comment by the end of January Approximately 100 comments from different stakeholders were received. The comments were analyzed and discussed with the airport management on February 05, 2010 and decisions were taken how to consider each individual comment. This Master Plan takes into consideration the comments received as agreed on February 05, HOCHTIEF AirPort GmbH Page 14

15 In line with international best practice it is recommended to review and update this Master Plan in intervals of five years, i.e. to carry out a first update in The preparation of this Master Plan was financed by a grant provided by the EU Neighborhood Investment Facility (NIF), channeled via EBRD. The authors of this Master Plan wish to thank to all those stakeholders and experts that contributed to preparing this Master Plan. HOCHTIEF AirPort GmbH Page 15

16 2. Introduction 2.1 Purpose of the Master Plan The Master Plan is an essential management strategic tool for Chisinau Airport for coordinating the phased spatial development of the airport and areas of interest beyond the airport boundary. The Master Plan shall provide long term planning reliability for all parties concerned (i.e. airport management, city authorities and real estate developers). It is therefore designed for a time horizon of 20 years. The Master Plan shall comprise the development of the airport in three development phases. The first phase will be the short term future (design year 2015/2016) 2015; second phase the medium term future until 2025 and third phase the long term future (design year 2030) Further, an ultimate vision describing ultimate development opportunities of the airport is being presented. According to ICAO, Doc 9184, Pat 1, Master Planning, a Master Plan presents the planer s conception of the ultimate development of a specific airport. It effectively presents the researched logic form which the plan was evolved and artfully displays the plan in a graphic and written report. However, the Master Plan is a guidance only and nothing more. It is not an implementation program. The development of an implementation program follows the development of the guidelines of the Master Plan. A Master Plan does not develop specifics with respect to improvements; it is only a guide to the types of improvements which should be undertaken. The Master Plan shall serve as a quick reference guide for all parties directly and indirectly affected by the airport development, including those that are less familiar with the precise aviation procedures and airport needs. It aims to reach a common understanding between S.E. Chisinau Airport and its stakeholders on strategic outlook for the future development of Chisinau Airport based on sustainable outcomes. Further, it creates long term planning clarity for customers, internal business units in relation to land use, infrastructure development and operational matters. The Master Plan is prepared to give a long-term outlook on the development of the airport and will thus be a stable basis for individual projects. A regular review of the Master Plan should therefore be conducted in an interval of not less than 5 years or when the design parameters have been rendered obsolete by sudden and unforeseeable circumstances. This document contains a chapter with an investment program for each phase of the Master Plan. It includes the refurbishment of airport facilities and the construction of a new terminal. The financial figures should support Chisinau Airport to foresee the budget required and to initiate the necessary actions to obtain funds. The Moldovan legislation does not require an approval of the Master Plan. However, this Master Plan shall be endorsed by the management of Chisinau Airport and forwarded to Chisinau Proiect Institute in order to consider the Chisinau Airport Master Plan in the general layout of Chisinau City. HOCHTIEF AirPort GmbH Page 16

17 2.2 Methodology of the Master Plan The Master Plan has been prepared in close collaboration with management and experts of Chisinau Airport. For the purpose of the Master Plan project, Chisinau Airport set up a dedicated Project Implementation Unit (PIU), which was responsible for the coordination and management of the Master Plan project within the airport company. The close liaison gave the airport management the opportunity to align the Master Plan with its own business goals and to consider its operational experience. The elaboration of the Master Plan was carried out in parallel to the Detailed Technical Design Project for the rehabilitation works. The objective of the Detailed Technical Design Project is to provide a detailed planning for a short-term rehabilitation of the airfield pavement, airfield lighting and drainage and a preliminary design for a limited terminal expansion. Since the two projects interact, it was very important from the beginning of the project that the ideas and assumptions contained in the Master Plan and the Detailed Technical Design are congruent and reasonably reflected in both designs. The preparation of the Master Plan was structured in phases. Each phase was concluded by a workshop presenting a milestone in the process of the Master Plan elaboration. These regular workshops structure the process and put deadlines on intermediate results. In the workshops, the key deliverables and findings of the respective phase were presented and discussed with PIU and major other airport stakeholders. In addition, major strategic airport development decisions were be commonly elaborated and the next steps of the project defined. The following figure summarizes the Master Plan elaboration process: HOCHTIEF AirPort GmbH Page 17

18 Master Plan elaboration process After a project Kick-Off meeting, an analysis of the technical and functional condition of the airport assets was conducted. In parallel, the traffic forecast update based on the NACO traffic forecast was prepared. The first phase was concluded by a workshop, where the results of both activities were presented. In the second phase the future requirements for the three phases with the design years 2015/2016, 2025 and 2030 were elaborated based on the annual figures and design figures from the traffic forecast. Development options for the airside and landside facilities were prepared and presented in the second workshop. Taking into account the comments received in the second workshop, a development concept for each of the key infrastructure elements was drafted and discussed during the third workshop. The Draft Master Plan considers the comments received during the Master Plan process and reflects the results of the third workshop. The Draft Master Plan is forwarded to Chisinau Airport for comments and will be amended accordingly. The final Master Plan takes into consideration the comments received from interested parties, including the wider audience. The Master Plan has been forwarded to Chisinau Airport for final approval before being submitted to Chisinau Project Institute for consideration in the general layout of Chisinau city. HOCHTIEF AirPort GmbH Page 18

19 2.3 Planning objectives and criteria The planning objectives and criteria taken as a basis for the preparation of the Master Plan aim to define an optimal layout of the airport infrastructure facilities, whilst taking into account the environmental impacts and financial viability of the measures. The Master Plan acknowledges then need for a balanced approach to development, based on the following objectives as stipulated in the terms of references: Ensure provision of capacity to meet future demand; Social progress which recognizes the needs of the airport stakeholders and community; Effective protection of the environment; and Maintenance of high and stable levels of economic growth and employment. These and additional objectives and planning criteria have been elaborated in more detail and jointly with Chisinau Airport: Ensure provision of capacity to meet future demand: Chisinau Airport provides sufficient capacity to serve the projected growth. Its airside facilities and terminal shall be sized and configured to handle Code D type of aircraft. In planning and designing facility improvements, Chisinau Airport is adaptable to the changing needs of its customers, tenants, federal and local requirements. New investments are thoroughly reasoned and implemented. Planning and design allows a modular expansion of the assets according to the traffic development and provides sufficient flexibility to react to unexpected events. Social progress which recognizes the needs of the airport stakeholders and community: Chisinau Airport must continue to provide a safe and secure operating environment for passengers and their baggage. Airport facilities are planned and designed to move passengers efficiently. The airfield s facilities will be equipped with navigation equipment and lighting systems necessary for operating in poor weather conditions. It ensures a safe and efficient environment for all stakeholders of the airport. Effective protection of the environment: Chisinau Airport continues its proactive approach for planning future facilities that meet specified needs, while at the same time minimizes impacts on the environment. In the best way possible, airfield improvements are planned that accommodate aviation demand and minimize noise impacts on adjoining communities. Maintenance of high and stable levels of economic growth and employment: Chisinau Airport is critical for attracting and retaining businesses in Moldova. The airport is a vital part of the infrastructure that supports economic growth. The airport takes a lead role in supporting economic development efforts. The airport operation is financially self-sustaining. The airport s HOCHTIEF AirPort GmbH Page 19

20 development is conducted in a financially feasible manner, balancing the need for new facilities with maintaining reasonable user charges. Chisinau Airport acknowledges the importance of nonaviation revenues and pursues a strategy to attract potential investors. Due to their attractive location adjacent to the airport, commercial and property opportunities are developed. Provides high quality journey experience Chisinau Airport shall offer a pleasing experience to the users and customers. Its facilities are intuitively laid out, enabling hassle-free use by the air travelers and accommodate the special needs of the elderly, disabled and families traveling with children. The airport s facilities will be sufficient to maintain a high level of convenience and efficiency. Operates the airport in order to maximize the efficient use of infrastructure Chisinau Airport manages its asset in an efficient way by well-defined procedures, new technologies and equipment and highly qualified staff. It uses the best practices from the industry to service the air traveling public and the community with good value. Remain main gate to the country Chisinau Airport will remain the main gate to Moldova and the region s premier passenger service airport. Chisinau Airport is an international airport, with all the required facilities necessary to process international passenger arrivals and departures. It is configured to accommodate aircraft that fly intercontinental routes. The airport meets the increasing travel needs generated by the region s growing economical activity and accommodates future growth in charter and travel group activities as well. Objective is to achieve a well balanced concept taking into account the need of each of the stakeholders. Chisinau Airport is the main gateway to Moldova, plays a significant role in the development of economy, social, tourism. To the greatest extent possible, the Master Plan applies the planning objectives and criteria to meet the airport s future demand. The Master Plan for Chisinau Airport establishes a program for the improvement of existing facilities and the development of new facilities at the airport over the next 20 years. The Master Plan aims to provide an overall strategy for sustainable development of the Airport based on economic efficiency, quality facilities and services, social importance. ICAO and IATA standards The proposed development of Chisinau Airport is based on international standards and recommended practices of the following aviation organizations: International Civil Aviation Organization (ICAO); and International Air Transport Association (IATA) The ICAO, an agency of the United Nations, codifies the principles and techniques of international air navigation and fosters the planning and development of international air transport to ensure safe HOCHTIEF AirPort GmbH Page 20

21 and orderly growth. The ICAO Council adopts standards and recommended practices concerning air navigation, prevention of unlawful interference, and facilitation of border-crossing procedures for international civil aviation. The IATA is an international trade organization set up to promote co-operation between airlines around the globe. The main aim of IATA is to promote safe, scheduled and inexpensive air travel worldwide. These organizations provide diverse aviation publications. In addition to the ICAO Annexes to the Convention on International Civil Aviation, multiple manuals provide important guidelines, basic requirements and recommendations for airport development, planning, design, operation and services. In implementing developments at Chisinau Airport, specific attentions need to be given to the standards defined by ICAO. Wherever practicable, these ICAO standards should be applied. In case the standards can not be applied in a practicable way, coordination with Moldavian Civil Aviation Authority (CAA) shall be undertaken by the airport with the aim to finding a solution for such specific aspects. HOCHTIEF AirPort GmbH Page 21

22 In relation to airport Master Planning, the following documents have been used for preparing the development concept until the year 2030: ICAO: Airport Planning Manual Part 1 Master Planning ICAO: Airport Planning Manual Part 2 Land Use and Environmental Control ICAO: Aerodrome Design Manual Part 1 Runways ICAO: Aerodrome Design Manual Part 2 Taxiways, Aprons, and Holding Bays ICAO: Airport Services Manual Part 1 Rescue and Fire Fighting ICAO: Annex 14 Aerodromes Volume I Aerodrome Design and Operations ICAO: Annex 16 Environmental Protection Volume I Aircraft Noise ICAO: Annex 16 Environmental Protection Volume II Aircraft Engine Emissions IATA: Airport Development Reference Manual NACO: Chisinau Airport Modernisation Airport Project, May 28, 2008 Dorsch Consult: Chisinau Airport Project II, Moldova, Feb 26 28, 2007 Ic Consulenten: Assessment of the bearing capacity and status display of runway 08/26 and of taxiways alpha, bravo and charlie, AEA: Chisinau International Airport Modernization Project II Environmental Due Diligence: Environmental Analysis Report, August 2008 ICAO Consultant Jamal Chaykhouni Technical Review, March 2007 HOCHTIEF AirPort GmbH Page 22

23 3. Background and History of Chisinau Airport Chisinau International Airport (IATA code: KIV, ICAO code: LUKK) is the main international airport in the Republic of Moldova, located approximately 14 km away from the capital and largest municipality of Moldova, Chisinau. The Airport has good road connections with the city and the regions. The immediate area served by the airport has a population of some 1.5 million including the capital city, with a population of approximately 800,000. Chisinau Airport serviced 850,000 passengers in 2008 and 688,000 in Passenger traffic generates the major revenue stream for the Airport. It is used by traditional regular passenger airlines. It is also the hub of flag carrier Air Moldova. The airport area is located on a raised plateau, approximately 100m above sea level in an urban/light-industrial/semi-rural area. The airport is surrounded by privately owned land used for agricultural cultures as well as by four populated zones. Three of the four zones are semi-rural (with light-industrial residences), namely Bachioi village (20,000 inhabitants), Revaca and Singera villages (each 10,000 inhabitants) to the south of the airport. The fourth zone consists of an urban district with approximately 4,000 inhabitants to the north of the airport. A relatively large forest area borders the northern side of the airport. Behind the forest there is the Revaca Industrial Area, including the Chisinau Industrial Free Zone. The closest residential areas to the airport are 750m southeast from the eastern-end of the runway in Singera village and 900m southwest from the western end of the runway in Bachioi village. However, recent house buildings on the outskirts of Bachioi have encroached closer to the western threshold of the runway. S.E. Chisinau International Airport is a fully corporatized legal entity in compliance with Moldovan Law on State Enterprises. The founder and single shareholder of the Airport has been the Transport Agency of the Republic of Moldova ( the TA ). In 2009, the TA has been closed and their responsibilities have been transferred to the Ministry of Transport. HOCHTIEF AirPort GmbH Page 23

24 Location of Chisinau Airport History of Chisinau Airport Chisinau Airport was first located at its present site in A new terminal building was built in 1974 and a new reinforced-concrete runway was built in The earlier runway is now used as a taxiway D, almost parallel to the new runway and between the new runway and the apron. A major terminal expansion has been carried out in In 1995, the independent Republic of Moldova established the present State Enterprise of: Chisinau International Airport under airport administration order for administration of the airport; and Moldavian Air Traffic Services Authority MoldATSA for control over the airspace and the air traffic In 2008, Chisinau Airport recorded almost 850,000 passengers (PAX), more than 12,000 air traffic movements (ATM) and around 2,400 t of cargo (freight and mail). Passenger air transportation is mainly served by two national companies, which have a share of 65% of the total passenger transport market at the airport. The largest share (50%) is held by the state airline Air Moldova, followed by Moldavian Airlines (15%). The remaining 35% of the passenger market is mainly serviced by foreign airlines, which include Turkish Airlines, Austrian Airlines, Meridiana, Tarom, S7, Air Baltic and Carpatair. Total the total land area of the airport covers approx. 334 ha. HOCHTIEF AirPort GmbH Page 24

25 4. Inventory of Services, Facilities, Zoning and Restrictions The following chapter describes the existing airport infrastructure including airside, landside facilities and utilities with regard to physical condition and functionality. The main infrastructure elements are compared with ICAO requirements. Furthermore, the existing airport services and restrictions are presented. 4.1 General Chisinau Airport operates 24 hours a day and is only used for commercial regular operations. It is located 14 km south of the city centre of Chisinau. It consists of one single operational runway in east-west alignment (RWY 08/26), a system of in total eight taxiways and a linear apron located in the north of the airport. Chisinau has in total three terminals consisting of a passenger terminal, VIP terminal and delegation terminal. The VIP and the delegation terminal are located in one single combined building west of the main passenger terminal. The VIP and delegation terminal building is controlled by the Government of Moldova directly and not by the airport company. The terminals are located in the north and aligned linear parallel to the apron. The airport land is State Property. The control of the airport land is disrupted. Based on Law Nr. 121 of regarding administration and denationalization of public property the airport company, S.E. Chisinau International Airport, has the right to use the majority of the land. The administration of the land is under the municipality, which approves developments on site. Some areas of the apron in the west are controlled by the state carrier Air Moldova and Agroavia, local companies providing air transportation and specialized aviation services. Few land plots like the fuel farm and administration areas on the landside are controlled by third parties. The following figure shows the airport boundary and the control of the airport land: HOCHTIEF AirPort GmbH Page 25

26 Please insert A3 Fold Out Here 1_Ownership Airport Land pdf HOCHTIEF AirPort GmbH Page 26

27 4.2 Airfield The airfield consists of a runway, a well-developed a nearly parallel taxiway system, and a large apron. Geometrical conditions partially deviate from standards and recommendations as of ICAO Annex 14 for Code D airports. Existing pavement of runway, taxiways and apron areas are mainly at the end of their design life time. Cracking at all pavement sections is maintained carefully with crack filling by the airport maintenance team on a regular basis Runway Chisinau Airport has one runway in a west-east alignment. The runway 08/26 has a length of 3,590 m and a width of 45 m without shoulders. The length of the runway is sufficient to serve current and future destinations. In summer 2009, the runway operated at maximum 8 movements per hour. According to ICAO guidelines, a realistic maximum number of movements for one single runway would be 48 movements per hour provided that the runway is supported by an effective taxiway system. The traffic forecast arrived at 21 movements per hour in 2030; therefore there is by far sufficient physical runway capacity for the foreseeable future. HOCHTIEF AirPort GmbH Page 27

28 ILS landing system The distribution of the landing direction of the runway is relatively balanced. The runway is equipped with an ILS CAT II system from landing direction 08 and CAT I from landing direction 26. The ILS system has been implemented in 2000 to 2008 and is in good condition. To make full use of the benefits of the CAT II capability of the ILS system, it is necessary to upgrade the taxiway lighting system as currently there is no taxiway centre line lighting available. Runway threshold 08 is equipped for ILS CAT II with 870m length approach lighting system, mounted on poles, and a 899 m long touch down zone lighting. The ILS for threshold 08 is equipped with a DVOR. Runway threshold 26 is equipped for ILS CAT I with a 899 m long approach lighting system, mounted on poles. A small area of the ILS critical and sensitive area at threshold 08 is exceeding the current airport boundary and perimeter fence (area exceeding the red line in the figure below). To avoid interference of the ILS system with moving or fixed objects on ground within the critical and sensitive area, it is recommended to extend the airport boundary accordingly. ILS Critical Area / Sensitive Area Technical characteristics Runway 08/26 was constructed in 1987 in its current length of 3,590m. The runway consists of reinforced concrete slabs with joint of asphalt. Since initial construction no major refurbishment was conducted. The runway pavement has reached its lifespan and is characterized by a number of cracks, which need to be maintained on regular basis. HOCHTIEF AirPort GmbH Page 28

29 Runway pavement (slab 157) According to the Moldovan Aeronautical Information Publication (AIP) the pavement bearing strength is PCN 59/R/A/X/T. The bearing strength number summarizes the following information: PCN number: The PCN number indicates that an aircraft with an aircraft classification number (ACN) equal to or less than the reported PCN can operate on the pavement subject to any limitation on the tire pressure, or aircraft all-up mass for specified aircraft type(s). Presently, the maximum aircraft operating regularly at Chisinau Airport are Airbus A 320 (ACN between 40 and 46) and Boeing 737 (ACN between 37 and 43). With maximum take-off weight (MTOW), these aircraft types reach already the limit of the runway bearing strength. The Tupolev TU 154, which had been frequently used in the last decades, has a lower ACN number (~ 25) on subgrade B and thus is less critical for the existing airfield pavement; Pavement type: R describes that the pavement type is rigid; Subgrade strength category for runway: The stated subgrade value is A that the subgrade strength is high. During the preparation of the Master Plan, a geotechnical survey was conducted as part of the in parallel prepared Technical Design. As a result, the subgrade value of the runway was evaluated to lower and to be categorized as medium strength or B ; Code letter X is indicating the maximum allowable tire pressure category medium (pressure limited to 1.50 MPa); Code letter T is indicating a technical evaluation method representing a specific study of the pavement characteristics and application of pavement behavior technology. The existing runway width meets the requirements for the ICAO Aerodrome Reference Code 4D. To be fully compliant with the standards and recommendations as for Code letter D, it is necessary to add shoulders so that the overall width of the runway (45m) and its shoulders (2 x 7.5m) is not less than 60m. HOCHTIEF AirPort GmbH Page 29

30 In line with ICAO recommendations, runway end safety areas (RESA) in direction 08 and 26 are available. The following table summarizes the main technical and geometrical characteristics of the runway: Length Width 3,590 m 45 m Slope 1% Pavement Strength Pavement Type PCN 59 R/A/X/T reinforced concrete Shoulders - Safety Strip 3,710m x 234.5m RWY 08 max. TORA 3,590m RWY 26 max. TORA 3,590m RWY 08 LDA 3,590m RWY 26 LDA 3,590m RWY 08 max. TODA 3,590m RWY 26 max. TODA 3,590m RWY 08 ASDA 3,590m RWY 26 ASDA 3,590m The runway is located parallel to the main apron and has a relatively wide spacing from the apron of approximately 600m. HOCHTIEF AirPort GmbH Page 30

31 Runway strip area The existing runway strip covers a total area of 3,710m x 234.5m. In line with ICAO standards as for Code number 4, the runway strip extends longitudinally 60 m from each threshold. North of the runway the strips extends 150m as per ICAO Annex 14, whereas south of the runway the strip partially extends to 84.5 m. To be in full compliance with the recommendations of Annex 14 related to the runway strip, the southern part of the runway strip should be extended to the south by 65.5m. Runway Strip Taxiways The current taxiway system consists in total of seven taxiways of which five taxiways (A1, B1, B2, C1, C2) are aligned rectangular to the runway and two taxiways (A2 and D) are located parallel to the runway. Taxiways A1, B1 and C1 are connecting RWY 08/26 to an old runway, which now serves as taxiway (TWY D). Taxiways A2, B2, E and C2 connect TWY D to the apron. The number of taxiways is sufficient for the current level of air traffic. The following figure shows the location of the taxiways: Chisinau Airport - Taxiway System With regard to their geometrical characteristics the taxiways have deviating non standardized widths. This is due to the fact that the taxiway system has developed gradually according to the size of typical Soviet type aircraft operating regularly at Chisinau Airport in the past. Current dimensions and pavement strengths of some of the taxiways do not allow unrestricted operations at all taxiway. The PCN value of taxiway A2 is too low to allow unlimited operation of all type of aircraft currently operating at Chisinau Airport. HOCHTIEF AirPort GmbH Page 31

32 The following table summarizes the geometrical and technical characteristics of the existing taxiway system: Taxiway Width Shoulder width PCN Surface A1 22.5m 2 x 5m PCN 42 R/B/X/T Concrete A2 31.0m - PCN 38 /F/D/X/T Asphalt B1 22.5m 2 x 5m PCN 42 R/B/X/T Concrete B2 21.0m 2 x 5m PCN 31/F/D/X/T Asphalt C1 22.5m 2 x 5m PCN 42 R/B/X/T Concrete C2 21.0m 2 x 5m PCN 38/F/D/X/T Asphalt D 42.0m - PCN 40 /F/D/X/T Asphalt E 21.0m 2 x 5m PCN 61 /F/D/X/T Asphalt Taxiway A1 Taxiway A1 is located rectangular at the eastern end of runway 08/26. It connects the eastern end of runway 08/26 and taxiway D and is surfaced with concrete. The current width allows operations of aircraft with an outer main gear wheel of less than 9m at maximum. In order to gain ICAO classification 4D, the pavement width need to be widened to 23m and shoulders should resulting in an overall width of 38m. Taxiway A1 Taxiway A2 Taxiway A2 extends from eastern end of taxiway D to the eastern end of main apron in front of the passenger terminal. The taxiway is aligned parallel to taxiway D passing the airfield maintenance area and the unfinished aircraft maintenance hangar. The existing pavements strength is too low to HOCHTIEF AirPort GmbH Page 32

33 allow taxiing of most Code C (e.g.b737; A320; CRJ 700/900) type of aircraft currently operating at Chisinau Airport. Taxiway A2 at aircraft maintenance area Taxiway B1 Taxiway B1 connects the middle part of the runway with Taxiway D. Together with Taxiway B2 it is the most frequently used taxiway on the Airport. The taxiway is surfaced with concrete and has a bearing strength of PCN 42 R/B/X/T. The current pavement width of 22.5m and additional shoulders of 2 x 5m is sufficient for the current operations of up to Code C aircraft. Taxiway B2 Taxiway B2 connects taxiway D with the main apron. It is one of the most important taxiways since it is the main access point to the apron. The current width amounts 21m and additional shoulders of 2 x 5m. The geometrical dimensions are sufficient for current operations of Code C aircraft. Taxiway B2 as seen from intersection with taxiway D towards main apron HOCHTIEF AirPort GmbH Page 33

34 Taxiway C1 Taxiway C1 connects the western end of taxiway D with the runway. The length of the taxiway is approximately 500m. Taxiway width is 22.5m and additional shoulders of 2 x 5m. The taxiway consists of concrete and has a bearing strength of PCN 42 R/B/X/T. The taxiway is mainly used by landing aircraft from landing direction 26. The size of the taxiway is sufficient for the current operations. Taxiway C2 Taxiway C links the western end of taxiway D with the cargo apron. Due to the low volume of freight, the cargo apron is currently not being used frequently and thus taxiway C2 is not regular in use. Taxiway D Taxiway D was formerly used as a runway, before the existing runway was constructed. The pavement width of the taxiway amounts 42m and allows unrestricted operations of Code D aircraft. The taxiway is surfaced with asphalt and has bearing strength of PCN 40 /F/D/X/T. The taxiway extends almost parallel over ¾ of the existing runway. The eastern part of taxiway D between taxiway A2 and taxiway B2 is closed for taxiing due to low cracks on the surface. This part of taxiway D is not being maintained. East part of taxiway D Closed for Operation Taxiway D (east part being closed) Taxiway E Taxiway E is located rectangular to the middle of the western part of taxiway D and leads to the western end of the main apron. It serves as the second access point to the apron. The taxiway has a width of 21m and additional shoulders of 2 x 5m, which is sufficient for the current operations of up to Code C type of aircraft. The taxiway is surfaced with asphalt and the bearing strength is PCN 61 /F/D/XT. Compared with the others taxiways the technical condition of the taxiway can be stated as relatively good. HOCHTIEF AirPort GmbH Page 34

35 4.2.3 Apron The apron is located north of the western part of runway 08/26 and is extending parallel along the western part of taxiway D. The development of the existing apron can be divided into three steps. The first part was constructed on the western side along the old passenger terminal. The second apron in front of the current terminal area was developed in the 70 s. Both aprons haven been connected afterwards by a middle part in front of the VIP/delegation terminal. Today the apron can be divided into four categories: Main passenger apron, cargo apron, maintenance apron and apron owned and operated by third parties such as Air Moldova. The passenger apron is the mainly used apron of the airport. It is used regularly for daily operations or for layover positions. The maintenance apron is predominantly used as storage area for older, out of use aircraft. The same accounts for the cargo apron and the apron in control of third parties. If need arises, the closed part of taxiway D is used for parking of larger type of aircraft (Code D). The following illustration shows the existing apron layout of Chisinau Airport: Apron Layout of Chisinau Airport The present apron declared bearing strength parameters are as follows: Apron area initially designed for TU 154 parking positions: PCN 38 /F/D/X/T; Apron area initially designed for TU 134 parking positions: PCN 28 /F/D/X/T; and Apron designed for smaller or uncritical aircraft parking positions only: PCN 19 /F/D/X/T. Generally, the apron offers low PCNs and geometrical dimensions, which has been sufficient for most former Soviet aircraft types but does not cope with the requirements of modern Boeing or Airbus aircraft. The old fleet is constantly being replaced by new modern and efficient aircraft. As an example, Air Moldova is operating three modern A320 and has ordered a new Embraer 190 which is subject to delivery in March HOCHTIEF AirPort GmbH Page 35

36 The apron can be structured in the following parts: Passenger Apron: The passenger apron in front of the terminal is well located and offers sufficient space for current aircraft parking demand. The apron configuration is characterized by geometrical limitations and dependencies between the aircraft positions. The apron accommodates in total 30 aircraft stands. The configuration is characterized mainly by Roll-In, Roll-Out positions. The following table summarizes the size and the pavement strength of each of the aircraft stands: HOCHTIEF AirPort GmbH Page 36

37 Stand Pavement strength Max. Wingspan Max. Length ICAO Code 1, 3, 5, 10 PCN 38/F/D/X/T 38m 48m C 16, 18, 20, 22, 24, 26, 28 (all push-back) PCN 19/F/D/X/T 29m 24m C 2, 4 PCN 38/F/D/X/T 29m 24m B 27, 29, 31, 33, 35 15, 17, 19, 21, 23, 25 (all pushback) PCN 19/F/D/X/T 29m 24m B PCN 28/F/D/X/T 29m 37m B 7 PCN 38/F/D/X/T 29m 37m B 17A, 21A PCN 28/F/D/X/T 34m 37m C 9, 11, 13 PCN 28/F/D/X/T 20m 20m B 12, 14 (all pushback) PCN 28/F/D/X/T 35m 37m B The following figures give an impression of the current pavement situation at passenger apron: Passenger Apron Maintenance Apron The apron area along TWY A2 is dedicated to aircraft maintenance. It is however mainly used to park old and out of use aircraft. HOCHTIEF AirPort GmbH Page 37

38 Cargo Apron The western part of the apron is announced as cargo apron accessible via TWY C2. However, the apron is in poor condition and there are only few freighters handled at Chisinau Airport. As this apron is rarely used only, it is possible to operate cargo aircraft on the passenger apron. Cargo Apron Apron not belonging to Chisinau Airport The apron located between taxiway C2 and taxiway E belongs to Air Moldova. Many old Soviet and non-operational aircraft are being parked on this apron. The condition of the apron is poor with frequent damages of the surface and growing grass. Old and out non-operational aircraft on pavement in bad condition Navigational, Visual Aids and Airfield Lighting Navigational Aids, Visual Aids HOCHTIEF AirPort GmbH Page 38

39 Chisinau Airport is equipped with a new ILS system CAT II in landing direction 08 and CAT I in landing direction 26. The ILS system consists of a glide path, localizer and a DVOR, which is used instead of a marker. Additionally, a PAPI system is installed in each landing direction. The navigational aids and meteorological equipment are owned and operated by MOLDATSA, the local navigation service provider. The current critical and sensitive areas of the glide path 08, as recommended by the ILS-system provider exceed the existing perimeter fence. This may cause disturbance by the presence of the moving object like vehicles. It is recommended to extend this area and to prohibit the entry of vehicles to protect the areas against disturbance to the ILS signals. Airfield Lighting The airfield lighting system can be grouped into three categories according to their condition. The runway lighting system was upgraded in the years 2000 to 2008 by Siemens/ADB and is in an excellent condition. The following components were upgraded in the past five years: Approach lights for landing direction 08; Touchdown lights 08; RWY end light 26; RWY edge light; RWY centre-line lights; touchdown zone lights 08 guidance signs; and constant current regulators and associated primary and secondary AFL cable approach lights for approach 26 threshold lights 26; RWY end lights 08 RWY guard lights guidance signs constant current regulators and associated primary and secondary AFL cable Airfield Lighting control system (SICOMOS) The airfield lighting for approach 26 is acceptable for CAT I operations subject to preparation of a notification of differences to ICAO (refer to ICAO recommendation: missing approach mast No. 8 and non frangible mast top). The AFL for approach 08 is acceptable for CAT II operations subject to preparation of a notification of differences to ICAO (refer to ICAO recommendation: non frangible mast top). According to ICAO Document 9157, Part 6, Section , elevated approach lights and their supporting structures should be frangible. For the height of the supporting structure exceeds 12m, the frangibility requirement applies only to the top 12m. For CAT II operations in direction 08, runway guard lights are required at taxiway/runway intersections. Stop bar lighting shall be provided at entries from TWYs onto RWY. The existing taxiway lighting system has no centre lights and does not comply with ICAO standards for CAT II operations (TWY centre-line lighting shall be provided from intersections HOCHTIEF AirPort GmbH Page 39

40 RWY/TWY till the apron to comply with ICAO regulations). The lighting system dates from the 1980 s and is in need of replacement. An operational solution is applied by Chisinau Airport to allow CAT II operations on the taxiway system by providing follow-me car services on dedicated transition points between runway and taxiways. The power supply for TWY/RWY lighting is old but well maintained. However, it should be refurbished in short to medium term. Priority shall be given to the upgrade of the TWY lighting in order to comply with ICAO and CAA requirements for CAT II operation. The apron lighting is operational and well maintained but inefficient. Therefore, the improvement of the apron lighting shall be considered in short to medium term. All Airfield Lighting systems the old TWY lighting and apron lighting and the new RWY lighting are well maintained. The power supply for the Airfield Lighting except from equipment of TP-2, TP-23 and TP-22 is old but also well maintained. For reliable CAT II operation the upgrade of power supply for the Airfield Lighting is recommended including transformer substations TP-2, TP-22, TP-23, TP-19 and main distribution point DP-44 (phased) Obstacle Limitation Surfaces The airport land lies on a plateau and is surrounded by hilly land. No airspace restrictions or obstacles restrict the expansion of the airport. The following drawings show the Obstacle Limitation Surfaces for Take Off and Approach on a larger scale as well as the Approach Surfaces for the airport land area. ICAO Document 9137, Part 6, sections and state that the relevant authorities shall determine a datum for calculating the inner horizontal surface. Such definition is not available at Chisinau Airport. In line with ICAO s recommendations as per section of document 9137, Part 6, the inner horizontal surface has been calculated from the height of the lower threshold of the runway. On the south side of the runway, within the runway strip and in the vicinity of the substations TP22 and TP23, there are two old start-control buildings controlled by MoldATSA. These buildings are not in use any more and should be removed as they do form obstacles. There are no further incompliance s on the airport area with the Obstacle Limitation Surfaces. Due to the fact that the landside buildings north of the runway are relatively far away from the runway, future landside buildings can be set up in line with this Master Plan without infringing the Obstacle Limitation Surfaces. HOCHTIEF AirPort GmbH Page 40

41 Insert A3 Fold Out here 2_OLS Take-Off 1_100,000.pdf HOCHTIEF AirPort GmbH Page 41

42 Please insert A3 Fold Out here 3_OLS_Approaches_1_100,000.pdf HOCHTIEF AirPort GmbH Page 42

43 Please insert A3 Fold Out here 4_OLS_Approaches_1_20,000.pdf HOCHTIEF AirPort GmbH Page 43

44 4.2.6 Airfield Fencing and Perimeter Road The airside area of the airport is surrounded by an airport fence with a total length of approximately 11.5 km kilometers. The fence consists mainly of marsh-wire. Some parts of the fence consist of concrete. The technical condition of the airport fence fulfills ICAO standards and is in good condition. South of RWY 08/26 the fence is located at a distance of 86 m from the centre line of the runway. This distance does not fully comply with ICAO recommendations for airports with aerodrome reference code 4D. Within the airport boundary there is a perimeter road which allows fast inspection of the airport area along the perimeter fence. The access roads to the airside are guarded and access is only possible after personnel inspection of the car and/or person by the airport own security. There are in total two landside-airside access gates around the airport territory. The main access gate is located next to the administration building. The check point is controlled 24 hours a day and is secured by airport security staff. The second and less used access gate is located in the technical area at the eastern end of the airport land. The staff, the crew members and vehicles go through the access point mentioned above. The representatives of different airlines and also governmental employees, who are working for passengers processing in the terminal or on the apron, use the security installations in the terminal. The terminal check point is controlled by police to prevent access of non authorized personal to the airport airside property Airside Capacity As further explained in sections 7 and 8, the airside capacity is sufficient for the current number of traffic. For example, the apron capacity of 30 aircraft stands is well in excess of the current demand of eight active and four contingency aircraft stands. Likewise, the capacity of the runway and the corresponding taxiway system is in excess of current demand of six aircraft movements / hour. There are no legislative regulations such as night curfew or hourly movement cap limiting the number of aircraft movements. There are no airspace limitations due to adverse geographical conditions. There is no military air traffic operating at Chisinau Airport, which may be in conflict with the regular civil commercial traffic. HOCHTIEF AirPort GmbH Page 44

45 4.3 Terminal General Terminal Configuration Chisinau has in total three terminals (Passenger Terminal, VIP Terminal and Delegate Terminal) located north of the airport. The terminals are positioned parallel to apron and the runway. The main passenger terminal consists of a linear configuration with departures and arrivals located at one level. The passenger terminal is a stand-alone building, whereas the VIP/Delegate Terminal are connected with each other. The following figure shows the location and configuration of the terminals: Location and configuration of terminals Passenger Terminal The terminal was built in the 1970 s and reconstructed / expanded in The reconstruction and upgrade program was executed with EBRD financial support and the terminal now meets international standards for passengers handling services. The current Terminal is offering about 6,800m² on first floor and 3,200m² on the second floor. The terminal is approximately 160m in width and 45m in depth. This configuration is not ideal considering an optimized passenger flow in terms of allocation of passenger processing areas as well as passenger orientation. In 2008, approximately 850,000 PAX were handled. The terminal is a 1 level structure with all passenger related facilities organized at ground floor. Parts of the terminal have a basement, mainly used for technical facilities and storage areas for goods. A mezzanine level is offering about 3,200sqm utilized for offices, Food & Beverages and a land-side waiting zone. HOCHTIEF AirPort GmbH Page 45

46 Terminal layout, Source: Chisinau Airport The terminal gives a spacious impression especially in the public departure hall. This impression is supported by the various skylights and generous glass facades allowing for natural daylight in most of the terminal parts. As part of the Master Plan, the NACO study regarding the Chisinau Airport Modernization Project dated 28 May, 2008, Part 3.3 Architectural Evaluation was reviewed. This part deals with the terminal and its capacity as well as rough concepts for a future expansion. Since the report was issued, further measurements regarding optimization of terminal space utilization have been executed and installation of additional equipment has been realized. Only the recommended installation of CUTE is pending. New FIDS have been installed recently. The proposed development by NACO considers a modular expansion of the terminal. The area calculations are based on IATA standards and the equipment parameters are reasonable respectively coherent with HTA figures. The estimated terminal gross floor area is reasonable considering a combined PPH of ~ The proposed implementation of contact stands for terminal providing capacity for 3.5 million passengers is questionable and highly depending on the future operational strategy of the airport. The capacity constrains listed by NACO are verified by HTA findings. The proposed footprint would impact the VIP/CIP building and the included delegation hall. The passenger terminal is a modern, tidy and well maintained facility. The reconstruction was finished in 2000 and since the airport operator fulfilled a good job in terms of maintaining the facility. The chosen fit-out materials are adequate for such a building respectively utilization. HOCHTIEF AirPort GmbH Page 46

47 The structure of the terminal is in good condition. This applies for the recent expansion as well as for the original construction to be seen in the basement. Landside Departure/Arrival Hall Landside Departures and Arrivals Check-In counter area Landside departure hall The check-in queuing area has a size of 440 sqm. The Check-in is divided into two groups of 6 counters each. Both groups have an independent baggage belt system including an in-line screening after check-in. The feeding into the make-up hall is manually controlled by the person checking the baggage. Due to the short belt length between the Check-in in feed and the screening machine, the system is operating at capacity. The ground floor accommodates airline counters, shops, information desk, banks, F&B, Lost & Found, car rental and staff facilities, including staff entry to the airside, including screening. The first floor offers a café and a landside waiting zone. The offered space is generous and underutilized. Good access is offered to public offices of airlines etc. The departures customs section (60 sqm) and the departures passport control (40 sqm) as well as the security are operating at capacity. HOCHTIEF AirPort GmbH Page 47

48 The public arrival hall is 780sqm large and connected to the landside departure zone. Car-rental companies, a bank and several shops are located between both exits from the baggage reclaim hall. Meeters await arriving passengers immediately at the customs exit. Arriving passengers are confronted with taxi drivers offering their services. This situation should be reorganized e.g. in form of barriers at the exit from the baggage hall and centralized taxi desks including price tables in order to organize the choice and price of taxi transport. Airside Departures The airside departure holdroom is 720sqm large and has 4 departure gates. Various Duty-Free shops are located after the security, to be passed on the way to the common hold-room. A new duty-free outlet has been constructed on the first floor but is still to be opened (status November 2009). The new outlet will be accessible via an existing stair as well as by new escalators. No elevator is available which will limit the access for passenger with reduced mobility. Airside departure hall Offices of the border police and transport security are located adjacent to the security control area. The terminal does not provide an airline/business lounge. HOCHTIEF AirPort GmbH Page 48

49 Passenger Flow Departures The below figure demonstrates the passenger flow of departing passengers: Departure gates Passenger flow departures Check-In Terminal Entrance Passport Control Security Airside Arrivals On arrivals, 6 passport control booth are available. Size of the arrivals area in front of passport control is 150sqm. No lining or other way of organizing the stream of passengers is available. It is recommended to implement a common queuing for passengers in front of the passport booths. Baggage reclaim area Passport control (inbound) The baggage reclaim hall is 560 sqm large. There are two reclaim belts as well as one short roller bed for the oversized baggage. HOCHTIEF AirPort GmbH Page 49

50 One red and one green channel for customs are leading to separate exits. Occasionally, customs directs all passengers through the red channel. In such operations, the red channel is at capacity. The size of customs zone is 140 sqm. Passenger Flow Arrivals The following figure shows the arrivals passenger flows: Arrival Gates Passport Control Baggage Reclaim Passenger flow arrivals Customs Terminal Exit Transfer Process Transfer passengers have direct access from the airside arrival area to a stair leading to a transfer corridor ending in front of the departure screening area. Baggage Handling System The baggage make-up area is relatively small. The distance between the dollies and the belts is too large from an ergonomic point of view. The level of the workers is about 20-30cm above the level of the dollies. Due to this the layout of the baggage hall is not very sufficient and parking of the dollies closer to the belts is impossible. This is only limited room for parking of additional dollies to meet increased demand. HOCHTIEF AirPort GmbH Page 50

51 Baggage make-up area Building Condition The terminal was built being a frame construction with easy to move partition walls. The structure of the terminal is in good condition. This applies for the recent expansion as well as for the original construction to be seen in the basement. The building utility services are giving a good impression and are providing spare capacity. The roof cover is not fully satisfying. The guarantee period expires in 2010 and frequent repair works are already undertaken. According to the airport, the material was not sufficiently fixed to the roof respectively not according to the manufacturer s manual. Secondly, HTA had the impression that the insulation chosen seems not to be adequate for such a type of roof cover system. In general, however the material is a good solution considering a proper installation. Roof of passenger terminal HOCHTIEF AirPort GmbH Page 51

52 4.3.2 VIP Terminal / Delegation Terminal The VIP / Delegation Terminals are located between Tower / ATC and passenger terminal building. The terminals are not controlled by the airport company but by the Government of Moldova; the airport company has no authority with regard to these buildings. There is a dedicated landside access for the Delegation Terminal. The VIP and Delegation Terminals are integrated in one building construction and connected by a cafeteria, accessible from both terminals. The building has been renovated in 2001 and is well maintained. The condition of the terminals can be stated as excellent. Both terminals are equipped with passenger processing facilities such as screening and passport control. 4.4 Landside access and parking Chisinau Airport is situated 14km south of the center of the city of Chisinau. The airport is excellently linked to the main highway connecting Chisinau and Tiraspol. The highway leading to the airport is a dual carriageway with two lanes in each direction. The link consists of a double lane in each direction and divided in front of the terminal area. Two curbs lead to the VIP and delegation terminal area. The curbs are split just in front of these two terminals. The entrance to the delegation terminal curb is secured. The passenger terminal has a common at grade arrival and departure curb consisting of two drive-through lanes and one stop lane. The curb extends throughout the terminal façade and is 175 m long. The link to the terminal area and the curb is in good technical condition. The lanes are clearly marked and the surface is well maintained. Public transport services including mini-bus and bus services are regularly offered which provide a good access to the entire road network of the city. Next to the eastern end of the terminal, there is taxi storage area, but there is no taxi service with fixed and published prices available for arriving passengers. Approximately 200 m before the main link to the airport coming from the Chisinau city centre, there is a link to the administration area accommodating buildings of the CAA, Air Moldova and Chisinau Airport. The link consists of one lane in each direction and in terms of technical condition and traffic volume in an adequate condition. HOCHTIEF AirPort GmbH Page 52

53 4.5 Secondary buildings The secondary buildings of airports are supporting and complementing facilities for airports. Several of these facilities are essential for the operation of an airport. The purpose of the facilities can reach from a hotel or canteen to an ATC tower. There are two main areas accommodating secondary facilities at Chisinau Airport. One area is located eastern part of the airport consisting mainly of technical facilities such as airfield maintenance. The second area is located in the north-western part of the airport containing the services such as vehicle maintenance, building maintenance, administration building and others. Not all buildings are owned or operated by Chisinau Airport. Most of the buildings are either used for administrative purposes or used by third-parties at the airport. The buildings have been assessed for their necessity, condition and future role in the airport Master Plan. The purpose was to investigate the buildings with regard to their technical, structural condition and environmental influence; to determine their remaining lifecycle and requirement for construction; and to identify their future need. The following figure shows the buildings inspected: Overview of Secondary Buildings Despite most buildings being old and not meeting latest construction standards, they are well maintained by the airport and fit for current purpose. Included in the analysis is the ownership structure for each building to determine whether the airport has the ability and responsibility of the respective facility. HOCHTIEF AirPort GmbH Page 53

54 4.5.1 Fuel Farm The Fuel Farm is located on the western end of the airport. There are 7 tanks with a total storage capacity of approximately 5,000 m³. The capacity throughput is 1,200 liters per minute. The Fuel Farm is owned and operated by Luk Oil. The Fuel Farm is secured by a fence and technically in a good condition. There is no direct airside access from the Fuel Farm. Therefore fuel trucks take the road on landside and use the main airside access next to the administration building. Chisinau Airport does not have a hydrant refueling system; fuel to aircraft is provided by tankers. This system is in line with other airports of similar size (e.g. Tirana, Albania) and sufficient for current and future demand. Following images show the fuel farm including the administration building for the staff of Luk Oil. Aircraft Fuel Farm Aircraft Fuel Farm Petrol Station The petrol station is located landside next to the Fuel Farm and is operated by the Airport. The petrol station is mainly used by airport vehicles and is in good condition. HOCHTIEF AirPort GmbH Page 54

55 Chisinau Vehicle Fuel Farm Chisinau Vehicle Fuel Farm Vehicle Maintenance The vehicle maintenance facilities are located in the technical area east of the airport. Airport vehicle maintenance Airport vehicle maintenance The airport vehicle maintenance building is old but in good condition and functional. HOCHTIEF AirPort GmbH Page 55

56 Airside Vehicle Maintenance Aircraft Maintenance Currently at Chisinau Airport there is no aircraft maintenance hangar available. The construction of a hangar was commenced in the 1980 ies, however was never completed. One maintenance area is located on Air Moldova apron. The second are is located parallel to taxiway A1 between the passenger apron and the north-east technical area. Aircraft maintenance (mainly line maintenance) is done at the airport on the apron of the air carriers or in front of the unfinished hangar construction. Mainly these apron areas are used to park out-of-use aircraft. Air Moldova Aircraft Maintenance Area Aircraft maintenance area on TWY A Fire Brigade Chisinau Airport is classified as category 6, as per Annex 14 ICAO of the airport Service Manual, Part I, Firefighting. The equipment meets the requirements of category 7. It is recommended to upgrade the service to category 8, when regular Code D aircraft are introduced. The existing rescue and fire-fighting station is located north of the runway close to intersection between taxiways D and B2 and is in a good condition. The station is 2,600m away from runway HOCHTIEF AirPort GmbH Page 56

57 threshold 08 and 1,700m away from runway threshold 26 with direct access to taxiway D. The rescue team encompasses one ambulance, one medical kit, one technical kit and one emergency operation centre. The fire fighting team consists of two new and three old fire fighting tenders. Chisinau Airport does not have a dedicated fire training area. At present, apron areas are used for fire training in an ad-hoc manner. The use of apron areas for fire training means that firewater containing potential contaminants and fire fighting foams discharged during training activities are conducted into the general airside drainage system without pre-treatment. Fire Station GSE and heavy Airfield Equipment There are two ground handling agent companies operating at Chisinau Airport: Moldavian Aeroport handling Aeroport handling Aeroport handling HOCHTIEF AirPort GmbH Page 57

58 Moldavian Heavy Airfield Equipment Heavy Airfield Equipment HOCHTIEF AirPort GmbH Page 58

59 4.5.7 Tower / ATC / Administration The Tower / ATC is located between the new and the old passenger terminals. The State Enterprise Moldovan Air Traffic Services Authority MoldATSA is in charge of air traffic control as well as the buildings used for the tower and the ATC. MoldATSA s control responsibilities include the overflights, approach and departures as well as the maneuvering of aircraft on ground. Size and location of the tower and the ATC building is sufficient for the current air traffic volume. The tower is of sufficient height and has an uninterrupted view on the airfield, including the runway thresholds. Location of ATC facilities Catering There are two companies providing catering. They are in a good location, have got airside access and sufficient space in case of expansion. Catering HOCHTIEF AirPort GmbH Page 59

60 4.5.9 Parking At grade parking facilities are provided directly in front of the passenger terminal. 150 stands paid parking are provided immediately in front of the passenger terminal. Due to topography, the car park is configurated in two rows with a height difference of approximates 4 m from the passenger terminal level to the first car park row and a further 3 m to the second car park row. The car park is rented out by the airport company and currently operated by the veteran organization of Moldova. The airport intends to tender out a concession to operate the car park and intends to include as part of the concession an obligation to construct a multi storey car park at the existing car park Medical Centre The occupational health and safety management at Chisinau Airport is assured by a designated Airport Health and Safety Coordinator and works in close collaboration with the Aviation Hygiene Section, the Physical Factors Laboratory and the Sanitary Engineer. Chisinau Airport has a First Aid Unit to provide rapid-response medical services to passengers and other airport users Building Maintenance Building maintenance is organized at a large area, housing several buildings and workshops. The area is sufficient to meet future demand. The buildings should be either modernized or replaced during the planning period of this Master Plan. Building Maintenance Building Maintenance HOCHTIEF AirPort GmbH Page 60

61 Building Maintenance Old Terminal Building The old terminal is a historic building and not used for passenger handling any more. Currently, the building is providing office accommodation for airport stakeholders. The building is likely to be replaced by the new terminal, therefore only limited maintenance should be undertaken for this building. Old terminal building from airside 4.6 Utilities Water supply and Fire Fighting Chisinau Airport is supplied by water from the municipality (city water supply network, Company Apa-Canal Chisinau ). The water is supplied by a 150 mm diameter pipeline installed underground to the main water station in the operational area. The water supply plant consists of a water tower (belonging to the airport but no longer in use), an office building, the pumping station and three reservoirs. HOCHTIEF AirPort GmbH Page 61

62 Administration building Water tower The reservoirs are underground tanks of 2 x 300 m³ and 1 x 1000m³ as shown in the pictures below. Underground water reservoir The pumping station is no longer under operation of the airport and belongs to Apa-Canal Chisinau. The interface to the airport water supply network is the outgoing pipework (two main feeder pipes) of the pumping station. The structures and the present pumping devices are quite old (from the 60ies) but functional. HOCHTIEF AirPort GmbH Page 62

63 Pumping devices This water is not only used as potable water for terminal and adjacent buildings but also for fire fighting. The annual supplied water volume is approx m3. According to the information provided by the Airport the water supply on the airport area generally is ensured under stability conditions. The quality of the potable water is regularly checked by a commissioned laboratory belonging to the Technical Inspection of the Apa-Canal Chisinau as part of a self-inspection process coordinated by Chisinau Airport. Mainly, the results of the analysis showed that all parameters meet the Moldavian standards. The main water supply networks consist of the original system of the older airport structures and the north western landside/operational area. The area of the new Terminal has been provided in the 70ies with further network parts finally also serving the eastern airport area. Firefighting water supply system is divided in two parts. For the entire landside area without the new Terminal building and VIP/Delegation terminal the water supply network is also used for firefighting purposes. Together with the refurbishment of the new terminal in a separate fire fighting water supply ring DN 150mm with hydrants has been constructed around the terminal structure extended to the central eastern area VIP/Delegation also serving the area around ATC building. To feed this system a separated pumping station and 2 x 750m³ underground reservoirs have been constructed. HOCHTIEF AirPort GmbH Page 63

64 The area east of the present Terminal, where the reservoirs are located is mainly filled and does not suit for future aprons or traffic loads without special measures and reconstruction of the reservoirs. The fire fighting supply ring is functional and operated with a standard pressure head of about 4.5bar. For future Terminal expansions it is recommended also to extend the fire fighting network with additional pipes and hydrants Surface Water Drainage System The existing drainage system is old and partly not sufficient. It should be refurbished with priority. During the site visits in May and June information on the existing surface water drainage system has been received through discussions and hardcopies of existing drawings. No detailed design information like layout drawings, longitudinal profiles, details, hydraulic calculations and co-ordinates for manholes with level information is available. The picture below shows the general airside surface water drainage backbone. Airside Surface Water Drainage System (main channels) HOCHTIEF AirPort GmbH Page 64

65 There are two main drainage routes. One starts at the new fuel farm and enters the airside besides the Air Moldova main building. This drainage main has been stated as a concrete pipe of Ø 400mm. The diameter increases at manhole 42 in front of the new terminal to Ø 600mm The routing leads to the eastern end of the central apron, crosses Taxiway A2 and goes along the taxiway D (former runway) towards eastern main connection structure where it is combined to the second drainage main. Drainage problems along this main route have been reported in the area in front of the VIP/delegation terminal. Due the stepwise development of the airport in the past decade, the drainage system was partially extended according to demand, without a comprehensive drainage concept being in place. The construction of the old terminal and apron on the western side was followed by the development of a separate new terminal and central apron in the seventies. The two aprons have been connected afterwards. From the level perspective a depression zone came into existence in front of the VIP/delegation terminal. In addition to this topographic fact there are only a few inlet points on the entire western apron area resulting in insufficient drainage and flow of the run-offs towards the depression zone. The following figure shows the depression zone in front of the VIP/delegation terminal area: Area of depression and flooding zone at heavy rainfall in front of VIP/delegation terminal The second drainage main was constructed together with the new runway 08/26 and collects the run-offs from the northern half of runway 08/26, the area between taxiway D and runway (relevant discharge / southern half of taxiway D) and the run offs from taxiways A1, B1 and C1. The diameter of the main channel varies from Ø 500mm, Ø 600mm up to Ø 800mm. From the main connection structure an outlet pipe Ø 800mm leads some 1 to 2 km to the main southern outlet. In the 80ies at the outlet area a surface water treatment facility has been constructed as a combination of sedimentation basins incl. separator devices. HOCHTIEF AirPort GmbH Page 65

66 Existing purification plant at southern outlet The plant was in operation only for couple of days. At present all discharge is led via the bypass open channel towards the further receiving waters. To obtain further approvals or permissions most likely this treatment facility has to be rehabilitated or reconstructed or to be replaced by adequate facility suiting the treatment requirements (e.g. sedimentation and light fluid separator). To avoid drainage problems around the eastern turn pad (threshold 28) of the runway a surface water drainage upgrade measure has been constructed as shown in the picture below. Threshold 26 Drainage Area The run-off from this area is directed towards an eastern outlet. HOCHTIEF AirPort GmbH Page 66

67 Eastern Drainage Outlet Eastern Outlet Sewage System and Waste Water Waste Water from the Airport Buildings The domestic wastewater from airport buildings is collected by a gravity sewer system and discharged into the city s (Apa-Canal Chisinau) sewerage network. The total length of the network is HOCHTIEF AirPort GmbH Page 67

68 estimated at approximately 3,000 m. Due to the various airport areas there are several connection points / interfaces to the municipality system. The airport pays for the volume and loading of wastewater discharged into the city s wastewater network. The local sewerage system collects all wastewaters from the terminal, air traffic, airline companies and from the airport administrative buildings including the canteen. Facilities such as terminals, canteens, workshops and aircraft maintenance area are not equipped with pre-treatment units consisting of grease traps and neutralization units for wastewater. Waste Water from Airplanes The lavatory water is removed from airplanes via vacuum trucks and discharged to the airport s tricherator located in the technical zone of the airport. Tricherator The unloaded aircraft waste water is discharged through a pipeline connection into the sewage system of Chisinau city. The tricherator is equipped with a grid separates solid waste contained in the aircraft wastewater. All these solid wastes is collected in an adjacent container, disinfected, naturally dried and transported to the landfill Tantareni. HOCHTIEF AirPort GmbH Page 68

69 Container De-icing Chisinau Airport uses biologically degradable de-icing agents (potassic and sodium acetates) for aircraft de-icing in accordance with international standards. These de-icing agents are currently stored in facilities that fulfill good required safety standards. Currently, there is no dedicated aircraft de-icing facility. Aircraft de-icing is performed on the general apron areas. Run-off fluids drain into the general storm water drainage system without any pre-treatment. According to information received from the airport during the site visit, there is a terrain belonging to Air Moldova Airlines, which was dedicated to be used as a specialized de-icing platform. This platform was designed but not completely endowed due to financial reasons. Adjacent to this platform, several facilities were designed and constructed. These facilities include a block wastewater purification plant, a de-icing agent storage building and a pumping house. However, as per information provided by the airport currently only the storage building is used while the other facilities need a basic upgrade. Dump sites There are several controlled dump sites on the airport, which should be removed or improved in the short term. The main dump sites are as follows: Controlled storage area for old tires located in an old used bus placed on the special vehicle area and accessed via the airport service road; the tires are stored on metal slabs. The storage area is roofed and sealed. According to airport officials, the old tires will be taken over by an authorized recycling company. Dump area for snow on the grassland close to the airside. This snow dump is an operational necessity because melting the snow masses with de-icing agents is unpractical and harmful to the environment. The water resulted from snow melting discharges directly into the soil. Old used aircraft parked on Air Moldova s platform to be disassembled HOCHTIEF AirPort GmbH Page 69

70 4.6.4 Electric Energy / Power Supply External Supply The Main Airport Power station Pk 44 is supplied by medium Voltage 10 kv from three different mainly independent sources supplied from nationwide/cross-border supply mains (Bulgaria- Rumania / Ukraine). From Main 110 kv/10 kv transformer station 16 Akademia / route 39 From Main 110 kv/10 kv transformer station 14 / route 7 From Main 110 kv/10 kv transformer station 14 / route 39 There is a 100% power supply existing as two redundant sources are available. Still it has been stated that from time to time there are some interferences within the external supply, but no major break downs. Main Power Station PK44 Current Equipment On Airport Power Supply From the main distribution point DP / TP 44 medium voltage 10 kv is distributed to the 22 substations on airport plus one transformer substation Air Moldova TP 17 and TP MPL Moldatsa. Most of the system components have seen a very long lifetime (from 1965 up to now), some have been replaced or relocated, but still the main system has 30+ years fulfilled the function and needs replacement/reconstruction (for some systems even spare parts are no longer available.) The following pictures show some ageing parts of the main power station. HOCHTIEF AirPort GmbH Page 70

71 40 year old systems / main distribution station TP-44 Beside of the substation for the new Terminal TP-13 and TP-14, which was equipped with adequate new equipment in 1999/2000, there is no other substation which can be classified as state of the art equipped. Due to the well done maintenance of the airport staff the system is running. In connection with the construction of the runway (1986/1987) the related substations for the airfield lighting were equipped with fairly used older components, meaning new airfield lighting building but old M&E equipment. The following pictures show some part of the power distribution in substation TP-1 (serving among others ATC / Moldatsa, CAA, Airport Administration). Taxiway AGL Station The CCRs in the taxiway substation (substation 2) need to be replaced. In substation 2 there is one new and one old generator (70 kva) located. The new generator is in good condition and replaces the old generator. Runway GL Stations Two AGL stations serve the runway 08/26 (substations 22 and 23). The CCRs and the control and monitoring equipment (Sicomos) were supplied by ADB-Siemens and were installed in The back-up generators date from 1986 (3x200 kva) and switching gear are still original. A nobreak installation is currently not present, although recommended for CAT II operations. However, it is also possible to use the generators for power during CAT II conditions and to switch to the main supply in case they fail. The CCRs are in good repair and do not need to be replaced. However, the three 200 kw diesel generators do need replacement. The remote control system has been replaced in 2007 by ADB- Siemens equipment. HOCHTIEF AirPort GmbH Page 71

72 Due to the limited financial sources the entire system with main power station and 29 substations cannot be replaced in one go. Therefore some priority listing has to be established. The following list is only an assumption and needs careful verification during the next steps of the Master Plan. Priority should be given to upgrading the following substations: Replacement of equipment of 10 kva, 0.4 kva and the transformers of the main distribution substation TP-44 TP 22 and TP 23, dedicated substations for runway 08/26 (e.g. airfield lighting) TP 2, dedicated for taxiway lighting TP 15 and TP 19 for passenger apron area TP 1 for ATC / Moldatsa, CAA, Airport Administration Emergency power There are three power feeder mains to the airport, providing a high level of redundancy in case of power breakdowns. However, some critical items needing special consideration and are equipped with back-up generators. Runway: Emergency back-up generator in TP 23 1 x 200 kva (CAT I / threshold 26 + runway lighting) Emergency back-up generator in TP 22 2 x 200 kva (CAT II / threshold 08 + runway lighting) Taxiways: Emergency back-up generator in TP 2 1 x 60 kva Aproach lighting (by Moldatsa): Emergency back-up generators in TP 9 and TP 10 HOCHTIEF AirPort GmbH Page 72

73 ATC/Moldatsa: separate generator units for ATC, tower Terminal: new emergency back generator (located airside of Terminal/substation) Natural Gas Supply Chisinau Airport does not have an internal gas supply network, but several structures are served with natural gas by public supplier. In the north eastern area there are main gas connections to the central heating plant and the canteen (kitchen and independent heating). Another gas supply main leads to the new terminal area and serves the terminal, the power station and other facilities Heating Plants / Central Heating In the north western area is the central heating plant for the original airport area. This plant is owned and operated by the municipal service provider Apa-Canal-Chisinau and not by the airport but serves nearly the entire north eastern airport area (beside canteen, catering and central airport area including ATC building, power station, terminal, VIP/Delegation Terminal). Heating Plant The central heating plant as well as the district heating supply network is under operation of the public supplier and the airport is only paying for service and is not responsible for maintenance and reconstruction. HOCHTIEF AirPort GmbH Page 73

74 4.7 Environmental Situation Chisinau International Airport has implemented and certificated a Quality Assurance Management System. This System is in conformity with ISO 9001:2001 standards. It comprises policies, procedures and manuals that the Airport is implementing to achieve quality objectives Climate Typical temperatures and precipitation for each month for Chisinau region Weather averages for Chisinau Month Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Year Chisinau International Airport belongs to the continental climate, characterized by hot dry summers and cold windy winters. Winter temperatures are often below 0 C, although they rarely drop below - 10 C. In summer, the average temperature is approximately 25 C, however, temperatures sometimes reach C in mid-summer. Although average precipitation and humidity during summer is low, there are infrequent yet heavy storms. Spring and autumn temperatures vary between C, and precipitation during this time tends to be lower than in summer but with more frequent yet milder periods of rain. Typical temperatures and precipitation for each month are presented below: Record high C Average high C Daily Mean C Average low C Record low C Precipitation mm Snow HOCHTIEF AirPort GmbH Page 74

75 fall cm % Humidity Avg. rainy days Avg. snowy days Avg. precipitation days Source: Pogoda.ru.net; based on observations of more than 100 years Site geology, topography and seismicity The plot of Chisinau International Airport is located in the boundaries of the upper part of the valley of the River Buk. The area of this valley is flat, with an insignificant slope to east-south east of about 2 0. The land area is mostly used for agriculture, due to the favorable soil and relief conditions. The intensive use of the land area keeps current the application of a set of agricultural works: improving territory drainage, improving the physical characteristics of the soils through deep soil aeration. Geotechnical surveys executed in the area have revealed that the lithological profile does not include fertilized soils such as humus, chernozem. The water table was encountered in superficial layers at circa m, in contraction cracks of the clay terrain, sometimes rising up to 0.12 m due to rainfall. The first water table was located at a depth up to 1.5m. The flow direction of the water table, east and south-east, is towards the Buk River, which represents a natural collector. The second depth aquifer layer can be found at m between the bars m, the third depth can be found at circa m between the bars m and the fourth depth aquifer can be found at various horizons between m deep between the bars m. HOCHTIEF AirPort GmbH Page 75

76 As regards seismicity, according to the map Global Seismic Hazard from 1999, Chisinau International Airport is located in a zone between peak ground acceleration a=1,6m/s² and high hazard a= 3,2m/s². Regarding running and/or open water within the perimeter of Chisinau International Airport as informed by the airport and observed during the reconnaissance site visits there are no natural water streams in the airport area Regulatory compliance summary The environmental policy of the Republic of Moldova is based on the polluter pays principle meaning the any polluting party should pay penalties for the damage caused on the environment. This principle was transposed into Moldavian Law no.1540-xiii/1998 on Payment for Environmental Pollution which establishes the charges for regular discharge or emission of pollutants into the environment and penalties for cases of breaches of the maximum admissible limits. Other key environmental regulations of relevance to the airport activities encompass the following Moldavian framework laws: Land Code, Law no.828-xii/1991 and the Water Code, Law no.1532-xii/1993 and the Law no.851-xiii/1996 on Environmental Review and Environmental Impact Assessment Assessment as well as Law 1515-XII/1993 on environmental protection, as modified by Law no 59-XV/2003, Ministerial Order no.20/2005 on permitting the activities related to natural resources use and environmental pollution prevention. For regulatory compliance the Airport has elaborated and internally agreed Regulations for Observance and Compliance with the Moldavian environmental legislation. This regulation is in force from 2006 and it stipulates specific measures for protection of the pavements and environment Soil and ground water Based on the personnel interviews and official information provided by the Airport there are currently no obligations or liabilities deriving from past operations. As per information received from the Airport, no soil and ground water quality investigations were conducted on airport site. This kind of monitoring was not requested by the authorities. The only soil and ground water investigations have been undertaken by Ceproserving for the construction of the new runway. These investigations are currently amended by new examination of soil and water chemical analysis. The old chemical analysis of groundwater in the runway area indicates that this water is fresh water, unpressurised and with a moderate water hardness. It has no aggressive characteristics according to building standards and Moldavian regulations In addition, this analysis presents the following chemical composition for groundwater drilled from different HOCHTIEF AirPort GmbH Page 76

77 bore holes of runway area: hydrogen carbonate-sodium, Ca 2+, Mg 2+, NH4, sulfate-sodium, etc.. The measured ph level showed a slow alkaline reaction. Overall, the visual inspections performed around and on airport site during the site visit found the airport facilities to be in good condition with no visible evidence of contaminated groundwater or land identified. Nevertheless, some areas with the potential for contamination of groundwater and land have been identified as follows: Leakage from underground diesel-oil tanks (especially single-skin tanks), e.g. from: AGL transformer stations Vehicles filling station Terminal heating plant Air traffic building boiler plant An abandoned vehicle filling station at the disused military facilities Noise Noise protection is a prerequisite for the continuous development of the airport and the harmonious co-existence with the authorities and local communities. In consequences, the airport management accords a special importance to negative impact due to noise and its reduction. Noise from aircraft taking off and landing is the most significant source of negative impact at the airport compared to other sources such as noise of aircraft on the taxiway and aprons, the ground noise produced by vehicles such as tow trucks, buses, cars, auxiliary power units, etc. using on the airside (e.g. on the aprons), the noise resulting from maintenance and airfreight operations and other noise emissions such as road traffic noise Aircraft noise Aircraft noise is a key issue for airports. This also applies to Chisinau International Airport, which is located nearby the villages Bachioi and Singera and features relative high traffic volumes compared to other Moldavian airports but very small compared to other big European airports such as Fraport (Frankfurt, Germany), Heathrow (London, UK), etc. Chisinau International Airport gives some consideration to fighting aircraft noise through undertaking noise monitoring once every five years together with the National Center of Preventive Medicine. Routine aircraft noise monitoring is undertaken on the sites established by the authority in charge of. The airport pays for the performance of noise measurements. Last monitoring was performed in November, 6-11 of 2003 during the day and in the nighttime in 9 measurement points of the Bachioi village. Noise measurements recorded at that time indicated that the maximum noise levels (LA,max) during individual aircraft take-off and landing operations ranged up to 85dB(A) in the most affected residential area (streets Vasile Lupu and Dacia placed in the N,NV of HOCHTIEF AirPort GmbH Page 77

78 Bachioi) and up to around 72 to 78dB(A) in other parts of locality. The results of the monitoring showed that both the maximum permissible noise levels for day and night (70dB(A) and 60dB(A) respectively) were exceeded in many parts of village. These noise limits are maximum noise levels (LA,max) during individual aircraft take-off and landing operations. The airport identified the main reason for the breaches of the maximum permissible noise levels as a lack of adherence by aircraft to the arrival and departure route corridors and the presence of older, noiser aircraft in the aircraft mix such as Tu-134 (LA,max: 85-93dB(A)), SF-34 (LA,max: 73-83dB(A)), IAC-42 (LA,max: 62-78dB(A)) and An-24 (LA,max: 80-81dB(A)). In the period of time August, June, 2009 no noise complaints were recorded. However, as an airport operator the airport can only indirectly influence aircraft noise nuisance. Aircraft are owned by airlines and arrival and departure routes are established and controlled by MOLDATSA. Furthermore, take off and landing slots at the airport are not allocated by the airport but by the relevant Moldavian authority. However, the airport is responsible for aircraft noise nuisance in immediate neighbors. A constructive approach to curbing aircraft noise nuisance is an integrated aircraft noise management system, which includes all those involved in air traffic. Large and noisy aircraft which do not meet the standards of ICAO Annex 16 Chapter 3 or FAA FAR part 36 Stage 3 (commonly referred to as Chapter Three aircraft) are not permitted to operate on EU airports from April 1, Those aircraft that meet the Chapter Three standards are allowed at EU airports. From April 1, 2002 aircraft that do not meet the specifications set out in the ICAO recommendation (Resolution A28-3), so called Chapter 2 aircraft have been banned in EU airports. In consequence, the aircraft types are operating at Chisinau International Airport are mainly aircraft Chapter 3, type B: Embrear 120, Canadair CRJ200 and type C: Airbus A320, Boeing B737 and Embrear 190. There are also older, noisier aircraft in the fleet (e.g. Tu-134 resulting in the highest received noise levels, Yakovlev and Antonov aircraft, etc.) but analyzing historic aircraft movement trends, the presence of these aircraft types is relatively reduced, the phase-out of CIS-made aircraft and the grounding cargo aircraft following the implementation of EU inspired aircraft licensing requirements. Noise abatement procedures at airports in the Republic of Moldova are used pursuant to ICAO Doc Volume 1, Part Ground noise Ground noise refers to noise generated by all sources at the airport excluding noise generated by aircraft in flight, taking off or landing. The main ground-based noise sources at Chisinau International Airport are: HOCHTIEF AirPort GmbH Page 78

79 Aircraft taxiing between the runway and aircraft stands this includes all holding, engine startup and shut-down procedures during taxiing, rolling on the runway before take-off and decelerating along the runway after landing, which includes the use of reverse thrust Mobile ground equipment such as ground power units (GPU, etc.) which provide power supplies to aircraft on stand Auxiliary power units (APU) on aircraft for air conditioning the aircraft cabin while on stand, for supplying electrical power and other aircraft services and for engine start-up Ground running of aircraft engines during maintenance and testing Static building plants such as air conditioning equipment Road vehicles, both airside and those traveling to and from the airport Construction activities Currently, to avoid the use of APUs on aircraft electrical power is supplied by 400Hz aircraft ground power supply equipments. These equipments are installed on each aircraft stand (25 remote aircraft stands) but generally just those installed on the main stands (approx. 5 main stands) are used. Consequently, once electrical power is not longer being delivered by APUs no ground noise is generated by these units contributing to the reduction of airport noise. Frequently, aircraft landings at Chisinau International Airport use idle reverse thrust to help slow down just after touch-down, thus reducing wear on the brakes and enabling the aircraft to reduce runway occupancy time, to use shorter runways. The engines do not actually spool up, but the reversers are activated. This use of the reverse thrust is an important safety procedure (determined by the weather conditions), which contributes to fuel save and improves engine life. However, in cases of emergency higher reversed thrust levels than idle thrust can be used. On the other hand, limits on the use of thrust reversal can reduce noise impacts especially during night time - sideline to the runways, although they would not significantly reduce the size of noise contours. Airport ground noise has to be considered in the context of off-airport noise sources, termed background noise. Generally, the most dominant contributor to the noise climate in adjacent residential areas is road traffic. Studies have shown that the majority of airport traffic does not coincide with the commuter peaks in the local area of Bachioi and Singera villages. As informed by the airport, Air Moldova Airlines has a specialized engine test run platform but it is seldom used. No clear information was available during the site visit regarding use of existing engine test run stand. HOCHTIEF AirPort GmbH Page 79

80 Minimizing aircraft and ground noise As a result of noise monitoring undertaken in 2003, the National Center of Preventive Medicine proposed to the Mayor of Bachioi village and Chisinau International Airport a number of noise mitigation measures to manage aircraft and ground noise. These measures include the following (as provided by the airport): To the Mayor of Bachioi village: Ban the construction of houses in the directions NE, NV and E of Bachioi village Any future construction in the Bachioi village to be coordinated with CMMP Chisinau Commission the Design Institute to elaborate a general plan of development of Bachioi village To Chisinau International Airport: Comply with established air corridors for aircraft landing and starting on the new runway Urge the renewal of aircraft fleet with modern low-noise aircraft Commission the project on elaboration of sanitary protection zone for Chisinau International airport Perform the certification of existing aircraft and those which will be purchased in the future In addition to the aforementioned measures, the airport included in the own Environmental Action Plan for the following noise mitigation measure: Elaboration of criteria on influencing the vibration-acoustic factor and those concerning the noise produced by the transportation means on the environment The positive effects of substituting a fleet of vintage aircraft by modern low-noise aircraft will be significant: studies developed at the international level show that aircraft movements with modern low-noise aircraft can increase tenfold without putting additional noise burden on the neighborhood. In consequence, Chisinau International Airport intends to strive to find the best possible measures to reduce the noise taking into account advances in aircraft technology and local housing development. The airport is working in partnership with a cross section of stakeholders including its airline customers to make further progress in managing the noise impacts of their operations. In addition, through modernization of the runway including provision of shoulders and pavements strength allowing operations of aircraft according to ICAO Code D, old aircraft will be replaced by more new modern low-noise aircraft Chapter 3 (e.g. B , B ER, A F, etc.) Safety and Noise Zoning No current sanitary protection zones have been established around the airport. Consequently, new residential buildings were constructed within the existing noise zones. In the apparent absence of enforceable protection, noise and safety zones the construction of buildings is difficult to control and the legality of the construction of such residence hard to confirm HOCHTIEF AirPort GmbH Page 80

81 (although we note that these residences appear to be within the existing noise zones). In order to ensure that land use planning around the airport is properly controlled and the noise and safety risk levels to local residents appropriately managed, the Airport has included the establishment of this noise zoning as measure in the own Environmental Action Plan for An airport master plan is currently being prepared outlining the phased and coordinated development of the airport infrastructure. In compliance with the Moldavian legislation, sanitary protection zones should be established around the airport including inter alia noise limits and monitoring regimes that should be established to ensure that these limits are met. In line with ICAO standards such as ICAO Doc 9184, 2002, Airport Planning Manual, Part 2: Land Use and Environmental Control, noise and safety risk zones should be developed around the airport to adequately control the nature of land use planning while noise impacts and safety risks on local residents will be maintained to acceptable levels Air quality The main sources of local air pollution around Chisinau International Airport are: Aircraft operations close to and on the ground Road vehicles at the airport including ground handling services and landside commuter traffic Commuter and private road traffic to and from the airport Production of energy, heating and hot water for the airport facilities Construction works associated with airport development Traffic on the public roads outside the airport The main pollutants are emitted by: aircraft: CO, CO 2, NO x, SO 2, unburned hydrocarbons vehicles: CO, CO 2, NO x, SO 2, particulate matters, unburned hydrocarbons Local air quality in the immediate vicinity of the airport is not monitored by either the airport or the local authorities. Air quality is periodically measured in Chisinau City by the authority. Although these results are not directly applicable to the airport vicinity, the more rural surroundings of the airport would suggest that background air quality conditions around the airport are likely to be lower than in Chisinau city centre. The air emissions of the airport s vehicles are not significant compared to the pollution caused by other aforementioned sources. The vehicle fleet of Chisinau Airport is in average 7 years old whilst new vehicles already meet EURO 3 and Euro 4 emission standards. It must be mentioned that in order to reduce air emissions from the vehicle fleet, the airport included in the own Environmental Action Plan for some measures such as competent check of airborne pollutants in line with the maximum permissible limits and if necessary the ban of their use. HOCHTIEF AirPort GmbH Page 81

82 The airport is authorized by the Ministry of Ecology and Natural Resources of Moldova, through the State Ecological Inspectorate, to discharge air pollutants into the atmosphere, from existing stationary sources (Authorization IES no /2007). This authorization was issued in 2007 for a three years period and expires on the 30 th. It encompasses an inventory of the accepted solid, liquid and gaseous pollutants for which the airport has been granted permission to discharge, and their maximum instantaneous loading (g/s) and also the total annual accepted emissions (t/year). The authorization includes the total amount of money that the Airport has to pay for the permitted limits of pollutants and loadings. In the case of an exceedance of the limits the airport will be penalized proportional to the overloading. The Ecological Agency of Chisinau City, together with the Airport environmental officers compute emission concentrations quarterly and verify compliance against the maximum permissible limits. Thirty seven stationary sources of emissions into the atmosphere (from the building services) which are considered to be charged, were identified at the airport, including the following: Metal and timber repairing workshop Vehicles repairing workshop and special vehicles area (open space activities) Apron maintenance area (open space painting activities) Canteen boiler Terminal building boiler Air traffic control building boiler Aircraft fuel farm Vehicles filling station and mechanical engineering workshop. The typical airborne pollutants for which emissions are calculated and charges paid are: Gaseous pollutants: hydrocarbons, carbon monoxide, nitrogen dioxide, gasoline, sulfur dioxide, benzene, toluene, methane Solid pollutants: timber dust, metal dust, lead aerosols, paint aerosols, cement powder, sand powder, gravel powder, iron oxide, soot, calcium oxide Following the latest calculations of airborne pollutant loadings undertaken by Chisinau Ecological Agency in September 2007, the quarterly charges to be paid by the airport for air emissions were established. Review of the emissions data by HTA revealed no exceedances of pollutant emission concentrations recorded in To generate heating and hot water for the airport facilities Chisinau International Airport operates an own heating system (technology of , which includes a heating plant, distribution network and radiators). The heating plant is located in the terminals technical area, between the passenger terminal and the VIP hall and provides hot water for washing purposes and to heat all these buildings. The heating plant consists of two high-efficiency dual fuel (gas and diesel) boilers (see figure 1). During normal operations, the boilers runs on gas (supplied, through an underground pipe, from the city gas network). Diesel fuel is used for back-up purposes, for example, in periods of low gas pressure (such periods occur mostly in the winter). HOCHTIEF AirPort GmbH Page 82

83 All installed equipments belonging to this heating plant are in very good shape and very well maintained. According to the information provided by the airport the boilers are operated in full compliance with the relevant emission limits. The diesel fuel for the boiler is stored in an underground double-skinned tank close to but outside of the boiler house and supplies the boiler via a short underground pipe. Heating Plant equipment In addition to this heating plant there are a canteen boiler and an Air Traffic control building boiler. The Air Traffic Control building heating plant includes one high efficiency boiler operating on gas (supplied from the city gas network) and, when there is low gas pressure, uses diesel-oil which is supplied through a short underground pipe from an underground tank situated in the front of the heating plant. According to the information provided by the airport, there were two days in winter of 2009 when the gas natural delivery to the airport was interrupted, i.e. this heating plant was functioned with oil. Using both kinds of fuel, gas and oil, the boiler plants do not produce any ashes to be disposed off. As the regular fuel is natural gas, the cleanest of all the fossil fuels, the combustion of the natural gas releases very small amounts of sulfur dioxide and nitrogen oxides, virtually no particulate matter, and lower levels of carbon dioxide, carbon monoxide, and other reactive hydrocarbons. The air-cooling and ventilation system is located on the roof of the heating plant and consists of several large air-conditioning machines. The use of water-cooling in the air conditioning system is contrary to the statement made in the Environmental Impact Assessment for the terminal refurbishment prepared by Halcrow, DOC No. MOL/71/R004, 1997 for EBRD in 1997 (which stated that water-cooled air conditioning systems would be avoided). The air conditioning system is used for hours per day, from May to October Water Supply and Wastewater Discharges Chisinau International Airport is supplied by water from the municipality (city water supply network) through the Contract No , dated , on the water supply and sewerage services, concluded with the Company Apa-Canal Chisinau S.A. The water is supplied by a 150 mm HOCHTIEF AirPort GmbH Page 83

84 diameter pipeline installed underground. This water is used not only as potable water for terminal and adjacent buildings but also for fire fighting. The annual supplied water volume is approx m 3. According to the information provided by the Airport generally the water supply on the airport platform is ensured under stability conditions. The quality of the potable water is regularly checked by a commissioned laboratory belonging to the Technical Inspection of the Company Apa-Canal Chisinau as part of a self-inspection process coordinated by Chisinau International Airport. Mainly, the results of the analysis showed that all parameters meet the Moldavian standards. To improve the water management on the airport site, the airport included the following measures with permanent character in the own Environmental Action Plan for : Compliance with the limit volume of water consumption and keep records and evidences on consumption and quality of water used. Do not allow water-damage situations and incidental water leakage on the terminal site Sewage system The used domestic wastewater from airport buildings is collected into a local underground sewer (a 100mm diameter pipeline) and discharged into the city s sewerage network through the Contract No , dated , on the water supply and sewerage services, concluded with the Company Apa-Canal Chisinau S.A. The evacuation connection to the city sewage network is made of polypropylene and steel. The total length of the network is estimated at approximately 3,000 m. The airport pays for the volume and if necessary advanced treatment and finally loading of wastewater discharged into the city s wastewater network. The local sewerage system collects all wastewaters from the terminal, air traffic, airline companies and from the airport administrative buildings including the canteen. As established by the Chisinau Ecological Agency (decision 18/10-6/ ) and approved by Chisinau City Council (decision 2/4/ ), the main requirements for the wastewater discharged into the municipality sewage is that the ph is between and that the temperature is between C. Other maximum emitted loads refer to: suspended solids of 145mg/l, dried residuum of 1000 mg/l, BOD5 of 150mg/l, sulphates of 160mg/l, sulphurs of 1mg/l, greases of 20mg/l and anionic detergents of 0.45mg/l. The Chisinau city s water and wastewater operator Apa-Canal together with Chisinau Ecological Agency and with the support of the airport environmental officers monthly monitor the wastewater loading from the airport before it is discharged into the municipality s sewerage network. Some surcharges were paid in 2008/2009 due to exceedance of the maximum allowable concentrations (especially for aircraft wastewater overloading). HOCHTIEF AirPort GmbH Page 84

85 As informed by the airport facilities such as terminals, canteens, workshops and aircraft maintenance area are not equipped with pre-treatment units consisting of grease traps and neutralization units for wastewater Wastewater from the airplanes The lavatory water is removed from airplanes via vacuum trucks and discharged to the airport s tricherator located in the technical zone of the airport. Further, the aircraft waste water is discharged through a 100 mm diameter pipeline into the sewage system of Chisinau city. The tricherator is equipped with a grid separates solid waste contained in the aircraft wastewater. All these solid wastes is collected in an adjacent container, disinfected, naturally dried and transported to the landfill Tantareni. HOCHTIEF AirPort GmbH Page 85

86 Surface Water Drainage System The picture below shows the general airside surface water drainage backbone. Airside Surface Water Drainage System (main channels) There are two main drainage routes. One starts at the new fuel farm and enters the airside besides the Air Moldova main building. The routing leads to the eastern end of the central apron, crosses Taxiway A2 and goes along the taxiway D (former runway) towards eastern main connection structure where it is combined with the second drainage main. Drainage problems along this main route have been reported in the area in front of the VIP/delegation terminal. Due to the stepwise development of the airport in the past decade, the drainage system was partially extended according to demand, without a comprehensive drainage concept being in place. The construction of the old terminal and apron on the western side was followed by the development of a separate new terminal and central apron in the 70ties. The two aprons have been connected afterwards. From the level perspective a depression zone came into existence in front of the VIP/delegation terminal. In addition to this topographic fact there are only a few inlet points on the entire western apron area resulting in insufficient drainage and flow of the run-offs towards the depression zone. HOCHTIEF AirPort GmbH Page 86

87 The following figure shows the depression zone in front of the VIP/delegation terminal area: Area of depression and flooding zone at heavy rainfall in front of VIP/delegation terminal The French manufacturer Prefaest provides a wide range of special drainage channels with wide experience on airports up to load class F900 as demonstrated in the following figures: HOCHTIEF AirPort GmbH Page 87

88 Laying recommendations for drainage channel The second drainage main was constructed together with the new runway 08/26 and collects the run-offs from the northern half of runway 08/26, the area between taxiway D and runway (relevant discharge / southern half of taxiway D) and the run offs from taxiways A1, B1 and C1. The diameter of the main channel varies from Ø 500mm, Ø 600mm up to Ø 800mm. HOCHTIEF AirPort GmbH Page 88

89 From the main connection structure an outlet pipe Ø 800mm leads some 1 to 2 km to the main southern outlet. In the 80ies at the outlet area a surface water treatment facility has been constructed as a combination of sedimentation basins incl. separator devices. Existing purification plant at southern outlet The plant was in operation only for couple of days. At present all discharge is led via the bypass open channel towards the further receiving waters. To obtain further approvals or permissions most likely this treatment facility has to be rehabilitated or reconstructed or to be replaced by adequate facility suiting the treatment requirements (e.g. sedimentation and light fluid separator). To avoid drainage problems around the eastern turn pad (threshold 28) of the runway a surface water drainage upgrade measure has been constructed as shown in the picture below. Surface water drainage east The run-off from this area is directed towards an eastern outlet. HOCHTIEF AirPort GmbH Page 89

90 Outlet of airside storm water drainage system Regarding existing pre-treatment units for surface and rainwater, the airport owns only a stormwater treatment plant for vehicle filling station, which is currently operated by the contractor PE- TROL. According to the information provided by the airport the quality of the surface and rainwater is quarterly checked by the environmental authorities. The water samples are taken from the rainwater discharging outlets of the rainwater treatment plant outside the airport. As informed by the HOCHTIEF AirPort GmbH Page 90

91 Airport, in the last months no analysis were performed by the authorities as there were no precipitations in this region and consequently no water in the outlets. Nevertheless mainly, the old results of the analysis showed that all parameters met the Moldavian standards. Regarding the volume of surface and rainwater collected from the airport area and discharged into the River Singera, this volume is quarterly calculated by the airport staff in charge of and submitted to relevant environmental authorities ( Apele Moldovenesti National Authority, as national administrator of Moldavian surface waters and Chisinau Environmental Agency) to be approved. Based on these evidences, the environmental authorities follow up the compliance with Moldavian requirements. To improve the water management on the airport site, the airport included the following measure in the own Environmental Action Plan for : Monitoring the quality of exploitation of sewerage systems Prevent the formation of sludge into the airport sewerage network, which can produce malfunctions or other functional deficiencies Regularly perform the cleaning of wastewater pipelines of airport sewerage system Replacement of used wastewater pipelines Verification of technical status of wastewater outlets De-icing The handling agents of the airport use biologically degradable de-icing agents (potassic and sodium acetates) for de-icing of aircraft and airside areas (runway, taxiways and aprons) in accordance with international standards. This helps to protect the environment. These de-icing agents are currently stored in facilities that fulfill good required safety standards. At present there is no specialized aircraft de-icing facility and when aircraft de-icing is required this is performed on the general apron areas without any appropriate unit to collect spills. Thus the run-off fluids drain directly to the general storm water drainage system without any pre-treatment and possibility to remove the used de-icing fluid On the other hand, the water containing de-icing fluid from the deicing of paved areas discharges also directly to the general storm water drainage system and further to the River Singera without any pre-treatment. As informed by the airport during the site visit, there is a terrain belonging to Air Moldova Airlines, which was dedicated to be used as a specialized de-icing platform. This platform was designed but not completely endowed due to financial reasons. Adjacent to this platform, some facilities were designed and constructed. These facilities include a block wastewater purification plant, a de-icing agent storage building and a pumping house. According to the information provided by the airport currently only the storage building is used while the other facilities need a basic upgrade. HOCHTIEF AirPort GmbH Page 91

92 Waste Management Chisinau International Airport has no detailed waste management concept aiming at minimizing waste through recycling according to the relevant legislation. Due to economic and practicable reasons waste separation should take place at several sites where waste is generated. Since there is no production activity occurring on site, the waste comes from complementary activities. The domestic waste produced on the airport s territory is gathered without selective aggregation system along with the rest of the waste coming from the tenants and collected in containers. The quantity of waste is not measured. Thus, without available information regarding the quantity and the composition of the waste it is impossible to estimate the quantity of waste broken down on waste types. The types of waste that the airport generates are not classified according to the Catalogue of Wastes defined in the EU regulation European Waste Codes. Nevertheless, based on the waste characteristics and its environmental, health and safety effects, the waste is differentiated as hazardous waste and non-hazardous waste (including those intended for recycling). The airport has developed a list of waste resulting from all activities within the airport. Two main waste types were identified namely: Waste from the Terminal and the Administrative Buildings this is mainly domestic waste (residual food waste, plastics, cans, paper, cardboard and wrapping foils) Waste from the aprons and the Technical Support and Maintenance Area this is mainly oily contaminated waste (used solvents and lubricants) and used materials (batteries and fluorescent lamps, plastics, cans, paper or cardboard, glass, ferrous and non-ferrous metals, tyres, electronics and other waste) Both the domestic waste (non-recyclable) produced in the terminal and administrative buildings and waste from airplanes (residual food waste, plastics, cans, paper, cardboard and wrapping foils) and the Technical Support and Maintenance Area are temporarily stored near the terminal building and collected twice per day by licensed contractors who transport the waste to the Chisinau city landfill (30km away). Regarding the hazardous waste, an inventory of the used materials stored including their types and quantities and a record of material recycling and reuse is kept by the environmental engineer of the airport. Amongst hazardous waste, used solvents and lubricants, discarded metal, batteries and fluorescent lamps are significant components. To process this hazardous waste Chisinau International Airport has concluded different services contracts with several authorized companies. Hazardous waste and substances that the airport generates are temporarily stored in workplace collection points according to the legal requirements on administration of hazardous waste. The waste storage area is placed within the special vehicles area; in-between the vehicles repair workshop and the timber and metal workshop. The area is a small grass plot, which consists of a used oil tank. The used oil tank area is fenced and covered and placed on four small concrete slabs. The ground area is not insulated and there is evidence of oil spills with possible underground infiltration. HOCHTIEF AirPort GmbH Page 92

93 Dumps There are several controlled dump sites on the airport, which should be removed or improved in the short term. The main dump sites are as follows: A controlled storage area for old tires. It is located in an old used bus placed on the special vehicle area and accessed via the airport service road. The tires are stored on metal slabs. The storage area is roofed and sealed, so that there are no adverse impacts on the environment. According to airport officials, the old tires will be taken over by an authorized recycling company. Dump area for snow on the grassland close to the airside. This snow dump is an operational necessity because melting the snow masses with de-icing agents is unpractical and harmful to the environment. The water resulted from snow melting discharges directly into the soil. There are visually no adverse impacts which altered the flora and fauna around this site. Old used aircraft inappropriately are parked on Air Moldova s platform to be disassembled Hazardous waste and materials Management of dangerous goods and hazardous materials is an important component of pollution prevention and airport health and safety obligations. According to information provided by the airport hazardous materials use and storage mainly include the storage of kerosene, fuel for vehicles and machinery, lubricants and oils associated with the maintenance of machinery and paint, as well as janitorial and maintenance chemicals. An inventory of the used materials stored including their types and quantities and a record of material recycling and reuse is kept by the environmental engineer of the airport. The waste records for last year include: Old vehicle tyres 44 pieces Fluorescent lamps pieces delivered to an agreed company for recycling Iron scrap delivered to a recycling licensed company Used motor oil 1200 l delivered to a specials recycling company. Based on their characteristics and their environmental, health and safety effects, the hazardous waste and materials can be classified as follows: Generally prohibited materials: asbestos and asbestos based products, lead piping/fittings, carcinogenic substances, fluorescent lamps, material containing CFCs (chlorofluorocarbons), materials containing PCBs (polychlorinated biphenyls), lead based paints and substances to be deleterious at the time of use Generally accepted materials, some of them under strict usage and storage: non prohibited construction and building materials, metal, timber, glass, tires, aircraft and vehicle fuel and other auto lubricants, batteries and radioactive materials. HOCHTIEF AirPort GmbH Page 93

94 All these materials are generally handled according to their Material Safety Data Sheets. Most of the storage buildings are endowed with inappropriate containment facility of hazardous materials. There are several underground and aboveground storage tanks containing hazardous materials (e.g. kerosene, diesel oil, used oil) with different capacities on the airport s territory. According to the information provided by the Airport all storage facilities are built and maintained in conformity with Construction Standards and Specifications on Oil and Petroleum Product Storage Facilities, Fire Prevention Standards. Regarding the presence of asbestos containing materials on the airport site, as informed by the airport all old buildings could contain these hazardous materials in roof or in cement, in old cargo depots, isolation of old pipes, etc. Because of this, it is recommended to make an asbestos survey before start of any demolition works for airport expansion. Chisinau International Airport is responsible for power supply on the airport area. It owns and operates the transformer stations and associated switchgear. As informed by the airport, most of transformers are over 20 years old and probably in their oil fillings there are polychlorinated biphenyls (PCBs). In consequence, appropriate disposal routes and arrangements need to be made for their disposal as part of the replacement program. Additionally, according to the Guideline 2037/2000 on ozone-depleting substances (ODs) the chillers and air conditioning units in the airport facilities could use the cooling agent R 22. The Fire Fighting Department has used and is still using only chemical powder for extinguishing metal fire and concentrated fluoroprotein foam. The airport uses lead-based paint (LPB). These paints are stored in special hermetic recipients stored on specialized sites without inflammable sources. Taking into account the use of all these hazardous materials, the airport included in the Environmental Action Plan for the following specific measures: Perform controls and site inspections on the exclusion of using prohibited substances (asbestos and its products, lead and its compounds, chlorofluorocarbons, fibers containing minerals and fuels, PCBs, etc.) Assess work conditions under the action of chemical factor Comply with the rules on maintenance, technical service, use and control of ventilation and air conditioning systems Assess adverse impacts of hazardous materials on the environment in the Terminal area Monitor allowable unionized magnetic fields and level of radiation from the installations located on the Terminal site Monitor aerosol and dust concentrations on the airport site The airport is acting according to this Environmental Action Plan. To clean inside the airport facilities (terminals, offices, etc.) green chemicals and cleaning agents (detergents) are used. HOCHTIEF AirPort GmbH Page 94

95 Operational Nuisances Operational nuisances typically occur in relation with the noise of aircraft operation. Employees working near planes with running engines are requested to use ear protection devices. In 2008 and June, 2009 no complaints from the public residents living close to the airport about the noise level have been received Heritage According to information provided by the airport no protected architectural monuments or natural protected zones are at Chisinau International Airport Energy and Resource Efficiency The main sources of energy are electricity supplied from the national grid and own airport electricity system and heat and hot water produced in the own boiler plants. The consumption of electric energy at the airport is generally rather high compared e.g. to industrial plants as extensive areas need to be lit for safety and security reasons. Based on international experience the modernization of airport lighting systems will lead to modest gains only. According to airport information the main electric loads are compensated resulting in reduced burden on transmission systems and meters. The boiler plants are running on natural gas with oil as backup energy source. The boiler plants are operated as a profit centre providing thermal agent to other consumers consisting of contractors and subcontractors of the airport. The energy efficiency of the boilers can therefore be regarded as good. The distribution system for the heat and hot water is not very extensive related to airport facilities and its energy consumers sites as furthest point of the network is in a short distance from the boiler plants. Consequently, there is not considerable heat loss which can be mitigated through upgrade. The energy efficiency of most existing airport buildings is low in international comparison. Most old buildings lack external insulation. Windows have usually double glazing, but old window panes and defect window frames can be presented in the old buildings that follow to be renovated. Steel doors in workshops and hangars very often lack insulation altogether. This is not the case at new buildings such as the terminal buildings, administration building, canteen, etc. The runway has a modern lighting system installed fully renovated in The taxiway lighting system is old and does not comply with ICAO standards for CAT II operations. The runway above ground lighting (AGL) supply is provided via two transformer stations placed south of the runway, near the runway edges. Each transformer comprises constant current regulators and recently installed remote control and monitoring equipment. There are also three back-up generators HOCHTIEF AirPort GmbH Page 95

96 (200kVA) placed by the transformer stations, one generator for TP-23 and two generators for TP- 22, dating from Flora, Fauna and Wildlife Hazard Control Characteristic for an airport are big green areas. As such, Chisinau International Airport occupies a big surface of green land. A part of this land is a park with trees (resinous, leafy), bushes, flowers, grass and lawn. Additionally, there is grassland of sparse grasses close to the runway, taxiways and aprons and semi-arid grassland especially in the technical zone of the airport and the airport boundaries. The large grassland areas of the airport provide a natural habitat for bees, butterflies and plant species normally found in semi-arid grasslands as well as an excellent biotope for rodents (gophers, hamsters, ferrets, field mice, field rabbits, etc.) and birds of prey. Certain populations of species use the extensive grassy areas as a place for gathering and eating. As there are no running and/or open water within the perimeter of Chisinau International Airport there are no aquatic ecosystems designated for their nature conservation value. As informed by the State Environmental Inspectorate there is no study on fauna and flora on the airport site and its surroundings. In terms of aviation safety, measures to monitor and control the bird and other wildlife hazards have been implemented. Thus, to minimize the risk of bird strike and similar aviation safety risks areas adjacent to runways are planted with sparse grasses that do not appeal to them. Furthermore, the airport is developing methods to frighten them away in a safe way trying to prevent bird strikes and other wildlife hazards by aircraft. Nevertheless, these preventive measures are not sufficient to minimize the potential risk and further aircraft collisions with bird and other wildlife occuring at the airport especially on the manoeuvring area, which constitutes a serious economic and safety problem. This situation is amplified by the presence of open garbage or illegal landfill as well as of the agricultural cultures including orchards of walnut and fruit trees in the vicinity of airport, which represent a good food source especially for crows and rodents. In consequence, it is recommended an assessment of bird and other wildlife hazard to be elaborated at the airport and if needed based on the assessment the implementation of a wildlife hazard management plan so as to alleviate the hazard of the strike. An important component of the wildlife hazard management plan is the prevention of habitats and land uses on or in the vicinity of the airport that are attractive to hazardous wildlife. Generally, wildlife hazard management at airports is a complex, public-sensitive action governed by various international and state regulations. Therefore, the airport should employ professional biologists trained in wildlife damage control to assist in the development, implementation and evaluation of wildlife hazard management plan. Such professionally developed and implemented management plan will minimize the likelihood of majordamage wildlife strikes on the airport and provide crucial support during litigation in the repercussions of any significant strike event that might occur. HOCHTIEF AirPort GmbH Page 96

97 Landscaping of Chisinau Airport Emergency procedures The existing rescue and fire-fighting station is situated north of the runway close to intersection between taxiways D and B2. The station is 2,600m away from runway threshold 08 and 1,700m away from runway threshold 26 with direct access to taxiway D. The rescue team encompasses one ambulance, one medical kit, one technical kit and one emergency operation centre. The fire fighting team consists of two new and three old fire fighting tenders (1 MAZ 7310, 1 MAZ 7313 and 1 KAMAZ 43105). Chisinau International Airport does not have a dedicated fire training area and at present apron areas are used for fire training in an ad-hoc manner. The use of apron areas for fire training means that firewater containing potential contaminants and fire fighting foams discharged during training activities are conducted into the general airside drainage system without pre-treatment Occupational and Health Safety The occupational health and safety management at Chisinau International Airport is assured by a designated Airport Health and Safety Coordinator and works in close collaboration with the Aviation Hygiene Section, the Physical Factors Laboratory and the Sanitary Engineer. Chisinau International Airport has a First Aid Unit to provide rapid-response medical services to passengers and other airport users. One very important task is awareness raising and provision of advice to employees regarding the problems of health and safety at work, in order to prevent accidents and work-related illness, as well as to promote the entire issue of health protection and safety. Thus, the periodic verification of the employees health and safety conditions is performed. The occupational health and safety system includes an examination of the employees working conditions along with laboratory research and measurements of noise levels, vibration, electro- HOCHTIEF AirPort GmbH Page 97

98 magnetic and electrostatic fields, micro-climate, illumination and the concentration of noxious chemical substances in the workplace air. The airport makes sure that its staff is provided with Personal Safety Equipment in accordance with European standards. As a result of the constant occupational safety management at Chisinau International Airport no major accidents have been recorded. In the interviews and discussions with Health and Safety Inspectors held during the airport site-visit it was determined that the present working sites and conditions within Chisinau International Airport are compliant with health and safety indicators. This compliance is at least in part determined by the development and implementation of a Health and Safety Action Plan and an Environmental Action Plan for as well as the periodical monitoring of airport activities. In addition, special epidemiological measures against flu pandemic were implemented at the airport. In this way, the airport has collaborated and cooperated and is further cooperating with the health and safety institutions in Moldova Training and Emergency According to regulation regular trainings are held for the employees on safety of work, work-related healthcare, fire protection and fire fighting. Beside these, specific trainings are held e.g. on risk awareness. The airport has an occupational, health and safety management system based on assuring the conditions of all works places in the airport. In this respect, manuals and procedures concerning airport operations safety have been elaborated. In addition, an Airport Emergency Plan has been established. The airport has set up an Airport Security Committee composed of the representatives of airline custom services, police, border guard service and other bodies with a responsibility for security that meets four times a year and analyses the airport security issues. The airport has also implemented a new integrated airport security system (similar to the Israel system) including a video surveillance system, a new integrated airport access control system and a centralized emergency information system. Additionally, the airport tested its capacities to handle emergencies during Airport Civil Emergency Exercises along with the Fire and Rescue Department Community Liaison and Consultation Currently, the airport does not have a formal management plan for community liaison and consultation. The community consultation with the local residents is undertaken in an ad-hoc manner. Issues with the residents of Bachioi village still persist in terms of the encroachment of residential building close to the airport. Nevertheless, complete information and open communication of any airport development plan to the local public and other interested parties are necessary. Regardless of the rehabilitation landside and airside works the airport should properly respond to any issues HOCHTIEF AirPort GmbH Page 98

99 arising and should establish partnerships with the municipal governments of the communities around the airport. Furthermore, the airport should continue to inform the local communities about its efforts to mitigate noise pollution through organized community forums. HOCHTIEF AirPort GmbH Page 99

100 5. Traffic Forecast for Chisinau Airport 5.1 Introduction The traffic forecast is an essential part for the process of developing a Master Plan. Basis is the understanding of the potential of the respective region (relevant catchment area). The growth of passengers, cargo and aircraft movements drives the capacity needs and therefore triggers investments needed to cope with the demand. Based on the projected traffic are the various areas of the airport assessed and analyzed. Bottlenecks need to be identified in order to be increased to match the maximum (possible) demand. Generally, the peak hour demand determines the requirements for the buildings (i.e. passenger and cargo terminal), runways, taxiways, apron, ATC, curbside etc. Basis for the traffic forecast is the analysis of past trends, economic (e.g. GDP) and socioeconomic (incl. demographic) developments. In addition market interviews with relevant parties (airlines, airports, authorities etc.) are conducted in order to get a detailed picture of the strategies and plans of the stakeholders of the airport. It ensures that the planning of the airport improvements considers all requirements of its customers. Additionally a competitor analysis has been accomplished with the result that there is no airport, which can be considered as a real competitor for Chisinau Airport. At Chisinau Airport, the airfield is not a constraining factor for future growth. This lead to the decision to prepare an unconstrained traffic forecast. It acknowledges that there are no apparent physical or technical limits for the growth of the airport. All relevant facilities can be expanded in line with growing demand. 5.2 Socio-economic impacts Geographic overview of Moldova The Republic of Moldova, independent since the collapse of the former Soviet Union in 1991, is located in Eastern Europe between the Ukraine and Romania. Moldova is the second smallest country of the former Soviet states and remains a predominantly rural country, with less than 40% of the inhabitants living in towns and cities. Moldova is divided into 32 districts, three municipalities (Balti, Chisinau, Bender) and two autonomous regions (Gagauzia in the south and Transnistria in the east). The final status of Transnistria is still disputed, the central government does not control that territory. The cities of Comrat and Tiraspol, the administrative seats of the two autonomous territories, also have municipality status. The following map illustrates the location of Moldova: HOCHTIEF AirPort GmbH Page 100

101 Geographical overview of Moldova Source: Economist Intelligent Unit (EIU) Chisinau is the capital and largest municipality of Moldova. With a population of 800,000, it is also Moldova s main industrial and commercial centre. The economy of Chisinau is mainly centered on industry and services, with the latter particularly growing in importance in the last ten years. The main service fields are banking and shopping/commerce. Chisinau is located in the middle of the country and is surrounded by rural agricultural lands. Economically, the city is the most prosperous in Moldova and is one of the main transportation hubs of the region. Moldova has four operational airports in Chisinau, Balti, Cahul and Marculesti. Additional there is one airport in Tiraspol in the autonomous Transnistria region, which is not controlled by the Moldovan authorities. Chisinau Airport (KIV) is the only airport in Moldova handling regular air traffic. The airport is located in the south of the city, 14 km from the city center. A detailed traffic analysis of Chisinau Airport is the subject of the following chapter. HOCHTIEF AirPort GmbH Page 101

102 Population development Moldova s population decreased significantly since 1995 and recorded 3.57 million inhabitants in 2009 (excluding Transnistria). Taking into consideration the population of Transnistria (540,000 inhabitants), the total population amounts 4.1 mill people in The traffic forecast assumes a total population of 4.1 million in the catchment area of Chisinau Airport, as Chisinau is the only national airport handling scheduled traffic. Since 1995, the population development of Moldova has decreased, which is mainly based on a high level of emigration abroad. The population has shrunk by 10% since independence. Since 1995 the population decreased by 0.8 million people or -1.4%pa (excluding population Transnistria). Population Development Moldova Population in ' % 5% 0% -5% -10% -15% -20% Population growth Population Population growth Population development Moldova Source: National Statistical Office Moldova A significant proportion of population has left the country in order to work abroad. Official statistics show legally emigrated people of approximately 65,000 between 2000 and 2008, mainly to Russia, but also to the EU. However, it is well recognized that the real number of emigrants abroad represents approximately mill people in An IMF survey published in 2005 estimated that almost 400,000 Moldovans were working abroad at that time, which is over 10% of the total population. HOCHTIEF AirPort GmbH Page 102

103 Emigration from Moldova to country of destination total people Russia Ukraine USA Germany Israel Belarus Others Canada Kasakstan Romania Austria Czech Republic Bulgaria Poland Australia Netherlands Emigrants from Moldova Source: National Statistical Office Moldova Economic development Until the collapse of the Soviet Union in 1991, Moldova was one of the well-developed Soviet republics, but the economy contracted dramatically following the fall of the Soviet Union. Since independence, Moldova has made progress in economic liberalization and privatization reform toward developing a viable free-market economy. The government has liberalized most prices and phased out subsidies on most basic consumer goods. Other successes include the privatization of nearly all of Moldova's agricultural land from state to private ownership and the privatization of nearly 2,000 small, medium, and large enterprises. Since 2000, the economy recorded positive GDP growth rates. In 2006 and 2007, the real GDP growth decelerated and recorded 4.8% in 2006 and 3% in 2007, before returning to 7% growth in In the last ten years the Moldavian economy grew by an annual average growth rate of 4.8%. The GDP is estimated to decline by -9% in 2009 due to the effects of the global financial crisis. The following graph illustrates the past GDP development including an estimation for HOCHTIEF AirPort GmbH Page 103

104 Real GDP growth Moldova % 0% -10% -20% -30% GDP growth % %-5.9% 1.6% -6.5%-3.4% 2.1% 6.1% 7.8% 6.6% 7.4% 7.5% 4.8% 3.0% 7.0% -9.0% GDP development Moldova ( ) Source: Global Insight; Economist Intelligent Unit (EIU) According to the World Bank's Migration and Remittances Factbook, remittances of Moldovan emigrants represent a significant amount on top to the real GDP (up to 36.2% of Moldova's GDP in 2007). Moldova enjoys a favorable climate and good farmland but it has no major mineral deposits. As a result, the economy heavily depends on agriculture, featuring fruits, vegetables, wine, and tobacco. As a result of Moldova s role as a regional supplier of fruit and vegetables during the Soviet era, agriculture and related industries remain extremely important components of Moldova s economy. Agriculture and forestry accounted for around 18% in 2007, down from 22% of GDP in 2003 and one third in former years. The industrial sector, which is dominated by food-processing, contributed 22% of the GDP in the year The share of services has been growing steadily since independence, to 61% in Moldavian economy by sector 2003 Moldavian economy by sector 2007 Services 54% Agriculture 22% Industry 24% Services 61% Agriculture 18% Industry 22% Moldovan GDP by sector Source: Economist Intelligent Unit (EIU) HOCHTIEF AirPort GmbH Page 104

105 Despite making an economic recovery since 2000, Moldova remains one of the poorest countries in Europe. In 2008 the GDP per capita amounted to 2,500 US$, which is four times lower than the world average, as the following benchmark shows. GDP per capita 2008 (at PPP in USD) GDP per capita in USD 16,000 14,000 12,000 10,000 8,000 6,000 4,000 2,000 0 Russia Belarus Kazakhstan World average Azerbaijan Ukraine Armenia Turkmenistan Albania Georgia Uzbekistan Moldova Kyrgyzstan Tajikistan GDP per capita benchmark Source: CIA Worldfactbook Tourism Moldova The number of outbound tourists has grown significantly in the last years, while the number of inbound tourists is declining. In 2007, almost 82,000 Moldovans visited foreign countries. Moldovan tourism development ,000 80,000 70,000 60,000 50,000 40,000 30,000 20,000 10,000 0 Inbound Tourism Outbound Tourism Tourism in Moldova Source: National Statistical Office Moldova HOCHTIEF AirPort GmbH Page 105

106 90% of the outbound tourists are travelling for holidays, recreation and leisure. The main outbound destination is Turkey as the main holiday destination. Further three countries play the leading role in terms of departures from Moldova: Ukraine, Romania and Bulgaria. The majority of foreigners arrived from Romania, followed by Russia. The main purpose for inbound tourists is business with a share of around 60% in 2007, while 40% are travelling for holidays, recreation and leisure. According to the high number of emigrant workers abroad it is assumed that the share of visiting friends and relatives (VFR) traffic is significantly high. 5.3 Traffic development at Chisinau Airport Passenger and aircraft movements development Chisinau Airport showed a development with partly strong growth rates in the last years. Since 1998 passenger numbers tripled, representing an average annual growth of 12.3%p.a. In 2008 Chisinau Airport recorded almost 850,000 passengers, thereof around 94% as scheduled traffic and 6% as non-scheduled traffic. Nearly all passengers are international passengers as domestic traffic does not exist; the transit share is low with less than 1%. Passenger development KIV , , % 25.6% 23.1% 30% 25% Passenger 700, , , , , , % 9.0% 8.0% 7.9% -12.3% 14.7% 13.6% 20% 15% 10% 5% 0% -5% 100,000-10% 0-15% % growth Total pax growth Chisinau Airport historic passenger development Source: KIV Airport In 2008, Chisinau Airport s main destination in terms of passenger volumes transported was Turkey as the main holiday destination with almost 95,000 annual PAX. Russia with 90,000 PAX is ranked second, followed by Italy and Romania. All the four destinations experienced increasing passenger volumes during the last years. However, Russia and Italy grew faster and underline their status as important destinations. Based on the socio-economic analysis it can be assumed that a HOCHTIEF AirPort GmbH Page 106

107 majority share of traffic on this top markets is related to the purpose of visiting friends and relatives (VFR). Passenger movements by destination 2006 and Turkey Russia Italy Romania Germany Hungary Austria Greece/Cyprus Israel Spain France/UK Latvia Czech Rebublic Lithuania Bulgaria Ukraine Chisinau Airport passenger by destination Source: Chisinau Airport In the last ten years the air traffic movements (ATM) have increased by an annual average growth of only 3%p.a. compared to a 12% passenger growth p.a. This difference is the result of growing aircraft sizes and increasing load factors over the last years. The average number of passenger per aircraft movement increased from 27 in 1998 to 66 in ATM development KIV , % 11.3% 15% Aircraft movements 12,000 10,000 8,000 6,000 4,000 2, % 3.2% 3.6% 5.6% -8.8% 3.4% 8.5% -3.7% 10% 5% 0% -5% 0-10% % growth Total ATM growth Aircraft movements development Source: KIV Airport Airlines and aircrafts HOCHTIEF AirPort GmbH Page 107

108 In 2008, 11 airlines operated regular traffic at Chisinau Airport. The split of passenger movements by these airlines is illustrated in the following diagram. More than 50% of the passengers are flying by national carriers. The home carrier Air Moldova carried 403,000 passengers in 2008, which represents a market share of 47.5%. In 2008, the airline operated with four aircrafts, based in Chisinau: 3xA320 with 173 seats and 1x E120 with 30 seats. Passenger movements by airline 2006 and Passenger movements by airlines Source: Chisinau Airport Over the years more international carriers started to operate into Chisinau: Bulgaria Air and Air Baltic started operations at KIV in 2007; in 2008 Siberia S7 started to operate at KIV which stimulated traffic growth to Moscow significantly. Even with a declining market share over the last two years, Air Moldova still represents a main contributor to growth. Air Moldova market share Chisinau Airport Market share Air Moldova by passenger movements 100,0% 90,0% 80,0% 70,0% 60,0% 50,0% 40,0% 30,0% 20,0% 10,0% 0,0% Air Moldova 52,0% 52,2% 52,2% 49,5% 47,5% Others 48,02% 47,83% 47,80% 50,55% 52,52% HOCHTIEF AirPort GmbH Page 108

109 Moldavian Airlines, the second largest Moldavian airline, handled in 2008 approximately 50,000 passengers. Moldavian Airlines expects that their passenger volume will remain stable for a period up to approximately The dominant aircraft type is the A320, mainly used by Air Moldova, with 30% market share. Generally, the ICAO code C aircraft size represents the dominant aircraft in KIV in 2008, followed by code B aircraft. 35,0% 30,0% 25,0% 20,0% 15,0% 10,0% 5,0% 0,0% Market share by aircraft type 2008 А-320 SB20 Е-120ЕR B738 MD 80 СRJ2 А-319 (20,10) F-100 B-MD-8 F50 ATR-42 B-737 ТУ-134 B BAe-146 DHC TU-134 ТУ-154 B B-737-8F2 BAe (QT) F-70 B A E-145 А-320(1) Market share by aircraft type 2008 Source: Chisinau Airport HOCHTIEF AirPort GmbH Page 109

110 Cargo development Since 2004, the cargo is growing at KIV to around 2,500 tons in 2008, mainly transported by belly cargo. In 2008, around 78% of the cargo was air freight; the remaining 22% were air mail. The following illustration shows the cargo development at KIV since ,000 Cargo development KIV % 24.5% 30% Cargo in tonne 2,500 2,000 1,500 1, % -28.6% -7.4% 7.8% 6.6% 7.1% 20% 10% 0% -10% -20% -30% % growth 0-40% Cargo development Chisinau Airport Freight Mail total growth HOCHTIEF AirPort GmbH Page 110

111 5.4 Traffic forecast approach The traffic forecast is the quantitative basis for the calculation of the required capacities in the individual functional areas of the airport at (pre-) determined points in time. The traffic forecast system is divided into two sections: the past analysis as well as the future prognosis of the traffic at the airport. The traffic forecast uses NACO traffic forecast of 2008 as basis. Past Historical traffic trends Available industry / regional forecasts Airlines capacity / network trends Airport competition Eagerness to use air transportation Tourism trends Macro-economic trends (economic factors, population) Aviation database Socio-economic database Forecast model Future Anticipated development of airline strategies for capacity development Bottom-up approach Traffic segmentation Reconciliation Top-dow n approach Econometrics Socio-economic development Tourism trends Shor t term forecast M id term forecast long term for ecast Long-term airline strategies Design day and schedules Airport infrastructure HTA traffic forecast model Source: HTA The elements, analyzed in the past section are incorporated into the traffic forecast model. The main elements, which are part of the analysis, are essential to understand the airport s current situation as well as the surrounding environment in which it is located in. Thereby, traffic forecast differs between aviation related information, socio-economic information and the eagerness to use air transportation (=propensity to fly), which are incorporated in the prognosis. The aviation related information is based on historical traffic trends of the airport itself as well as general trends in the aviation industry and the country in which the airport is located. The socio-economic data base includes tourism trends in the past to understand future potentials and influencing factors on this level. Macro-economic trends, such as population development, economic development, are main factors to recognize influencing factors on the future traffic. A combination of a bottom-up and top-down approach was used to reflect the changing elements over the forecast period. The top down approach takes into consideration the economic HOCHTIEF AirPort GmbH Page 111

112 development (GDP development) as well as future tourism trends, propensity to travel, long-term airline strategies and airport infrastructure. The bottom up approach takes into account short-term effects, which are known at the stage of preparation of the traffic forecast and which are likely to come in force, such as development of the airlines strategies and change of the framework. The bottom up approach is an offer-driven approach, while the top down approach is more demanddriven. This traffic forecast is an unconstrained and mainly demand-driven forecast based on key assumptions which are described in the following. 5.5 Forecast assumptions The development of air traffic is affected by a large number of factors, including external socioeconomic factors, government policies and regulations, technological developments and the operating economies of the air transport industry. The forecast assumptions have to cover all influencing factors on the air traffic demand. Therefore we select a span of data, define principal traffic growth drivers and their future values. The key assumptions, which consider being the most reasonable basis for the future development, can be divided into short term and long term forecast assumptions. The following traffic forecast presents an update of the figures resulted from NACO calculations, including verifications of some of the assumptions. The update, in particular, considers the following additional, newly known, circumstances compared to the NACO traffic forecast in the short term: Actual passenger development for the years 2008 and 2009 against the estimated figures on the date of the preparation of the NACO traffic forecast. This results in a change of the basis of the passenger forecast; The effects of the global financial crisis reflected in the decrease of the traffic until October 2009 compared to the previous period; Based on the airport statistics as well as on planned schedules and by incorporating airlines information about future capacity and frequency could be calculated by an airline route modeling for the next years. According to the aircraft type the number of passengers could be calculated by load factor estimations. The main capacity increase in the short-term is the expansion of Air Moldova fleet by acquisition of a Embraer E190 aircraft early 2010 and will generate more traffic in the short term than only extrapolate actual capacity trends; According to bilateral agreements it is assumed that Moldova will be part of the European Common Aviation Area (ECAA) agreement in This agreement between the EU and some non-eu countries will liberalize the air transport industry by allowing any company from an ECAA member state to fly between any airports in all ECAA member states. It is assumed that this will have a positive effect on airlines route network resulting into in- HOCHTIEF AirPort GmbH Page 112

113 creasing capacity and frequency in 2012 to 2014 as the liberalization is a limited effect in time. With regards to total aircraft movements it is assumed that new traffic opportunities will push air travel by approx. 3% more than without this agreement. After 2015 traffic will come back to moderate growth. According to the aircraft movements the passenger number will also have a strong increase during that time; and The short term forecast also reflects the impact of the introduction of the European Emissions Trading Scheme by 2012/2013. The EU Emissions Trading Scheme means, that all airlines have to buy emission allowances if they land and start. According to a study by the European Commission it is likely that the price of a ticket will be more expensive up to nine Euros for short and medium haul flights. It is assumed that this might only slightly reduce air travel demand in Chisinau. For the long term forecast, economic indicators are the most important factors for the air traffic development at Chisinau Airport. In the past, the traffic growth had a strong correlation with the GDP growth. Therefore a regression based model was used. It is important to note that the regression model was only used in the long run since in the short term market development are typically poorly captured by broad economic drivers, especially under the rapidly changing air transport environment in Moldova. The economic regression of the Moldovan GDP and the passenger movements at Chisinau Airport provides a strong correlation result of R2= 92%. The regression formula is shown in the chart below. GDP Moldova vs. Pax KIV Linear regression Passengers 1,000, , , ,000 y = x R² = 92% 200, Real GDP in billion national currency Lei Linear regression model Source: HTA As economic development is a key driver for passenger growth, it is assumed that the strong correlation between passenger growth at KIV and the Moldovan GDP growth will continue in the future. On average, the ratio is around 1 to 2.5, for emerging markets like Moldova even higher. In HOCHTIEF AirPort GmbH Page 113

114 the last decade the ratio passenger growth KIV versus Moldovan GDP growth accounts 2.6, means 1% increase in GDP results in a 2.6% increase in air travel demand. During the course of the Master Plan preparation, which commenced in summer 2009 the effects of the global financial crisis became more obvious. Thus, the results of the traffic forecast which were based on the traffic and GDP development until July 2009 were updated taking into account the traffic development until October and the revised GDP estimation for The following graphs illustrate the GDP forecast as of November % 8% 6% 4% 2% 0% -2% -4% -6% -8% -10% Real GDP growth Moldova GDP forecast as November 2009 Source: IMF October 2009, Economist Intelligent Unit (EIU) November 2009, Global Insight 2009 In November 2009, the GDP is estimated to decline by -9% in 2009 as the global downturn leads to reduced exports and inflows of remittances and that economy will start to grow slightly by 1% in 2010 and 3% in From 2012, GDP will come back to stronger growth rates. As a result of increasing GDP in the long term the GDP per capita will grow and will stimulate outbound air traffic. The air traffic demand will be also stimulated by the ongoing emigration flow. Emigrants are in close contact with their families at home, and it is assumed that a significant proportion of them travelling home on a regular basis. 5.6 Passenger forecast results The total passenger number at Chisinau Airport is forecast to grow from 850,000 in 2008 to around 3.19 million in 2030, representing an average annual growth of 6.7%p.a between 2009 and HOCHTIEF AirPort GmbH Page 114

115 2030. In the short and midterm there will be a stronger passenger growth due to the rebound of traffic growth after the financial crisis. Passenger movements are estimated to record 1.3 million in 2014, representing an average annual growth of 7.2%p.a between 2008 and The following figures illustrate the updated passenger forecast. Passenger forecast KIV Passenger movements in million % 11.0% 7.5% 3.5% -4.2% 25% 20% 15% 10% 5% 0% -5% -10% growth passenger Growth Passenger traffic forecast Chisinau Airport According to a strong correlation between passenger growth and GDP growth in the past, a strong correlation is also assumed for the future, however on a lower level. The correlation ratio is expected to decrease slightly in the whole forecast period as an indication of a mature market at the end of the forecast period. KIV base case Traffic growth versus economic growth Pax growth Moldovan GDP growth Traffic vs. GDP correlation Base case Ratio % 4.9% % 4.6% % 4.5% Aircraft movements forecast The projection of the aircraft movements requires the construction of links between annual passenger movements and aircraft movements. The first link is between passenger movements and available seating capacity. From this load factors and average aircraft size were derived to estimate seats and aircraft movements for the whole forecast period. HOCHTIEF AirPort GmbH Page 115

116 Aircraft movements are estimated to grow in the short and mid term by an average annual growth rate of 6.5%p.a and will end up with nearly 19,000 in In the short term an increase in air traffic movements will occur in 2010, when Air Moldova will start operation with a newly acquired aircraft (E 190). In 2030 the ATM are forecasted with about 41,000 movements, representing an average annual growth of 6.2%p.a between 2009 and It is assumed that aircrafts Code C furthermore will dominate at KIV airport with 86% in 2030, while the share of Code B will be shrinking. Aircraft Code D are estimated to operate regularly at Chisinau Airport in the long-term. A typical Code D aircraft expected to operate into Chisinau airport is the Boeing B767 with seating capacities (depending on the model and the configuration) between 220 and 350 passengers. The following figures illustrate the aircraft movement forecast. Aircraft movement forecast KIV ,000 25% 50,000 20% ATM 40,000 30,000 20,000 10, % 10.2% 6.7% 2.7% -4.9% 15% 10% 5% 0% -5% growth 0-10% ATM Growth Aircraft movements traffic forecast Chisinau Airport The comparison of the HTA traffic forecast for the traffic development at KIV with other third party forecasts are shown in the following table. The traffic growth is much stronger than the estimated European average. This is an indicator for the underdevelopment air transport market in Moldova and the high potential in the future. Forecasts - Passenger growth Entity Period Pax growth HTA % ACI % Boeing % Airbus % Embraer % forecast region Moldova Europe Europe Europe Europe HOCHTIEF AirPort GmbH Page 116

117 5.8 Cargo forecast HTA generated a forecast for cargo volumes which is based on the economic growth in the future. From today s around 2,400 tons of cargo volume, around 8,400 tons of cargo in 2030 are foreseen being transported at Chisinau Airport. The AAGR for the whole forecast period is 6.3%p.a. ( ). The cargo traffic is dominated by belly cargo transportation, however it is estimated that the number of full freighter will increase in the mid- and long term. Additional to the trade with CIS countries, more EU-trade will be operated via Chisinau Airport. Cargo forecast KIV ,000 20% 8,000 7,000 6,000 5,000 4,000 3, % 12.0% 10.0% 7.1% 5.0% -5.1% 15% 10% 5% 0% 2,000 1,000-5% 0-10% Cargo in tonne growth Cargo Growth Cargo forecast Chisinau Airport 5.9 Scenarios Based on the updated passenger forecast, defined as HTA base case, HTA calculated also a high and a low case, taking into account a different traffic development at Chisinau Airport. For these scenarios a high level model has been used to reflect the changing elements only for annual passenger movements. The high case scenario is based on a generally stronger economic growth, considering the following assumptions: A positive effect on air travel demand and tourism development will have visa relaxation with the European Union. The full visa liberalization in Moldova is estimated to take place in 2017 and would stimulate additional air traffic growth at KIV. Moldova currently aspires to join the EU. On January, 12th 2010 in Chisinau, the European Union and Moldova launched officially negotiations on a new Association agreement. It is unlikely to become a full EU member in the short or mid term forecast, an entry date in 2020 at the earliest could be assumed. HOCHTIEF AirPort GmbH Page 117

118 The visa liberalization will create new opportunities for leisure, VFR travel and business cooperation with EU partners, pushing the economic environment and air travel demand significantly. As a result the economy is estimated to grow on a higher level than assumed in the base case. While the HTA base case based on the GDP forecast of independent economic institutes, we assumed a stronger real GDP growth in the mid term. In the mid to long term, it is expected that a new LCC will enter the market offering European destinations. Assuming one Boeing (189 seats) operates on a daily basis with a load factor of 85% will lead to an increase of around 120,000 passengers in one year. As a result the number of passengers is assumed to strongly increase after 2017 and come up 3.6 million passengers in The correlation between the high case traffic and higher GDP growth rates are shown below. high case Traffic growth versus economic growth KIV Moldovan Pax growth GDP growth Ratio % 4.9% % 4.7% % 4.8% 1.23 Traffic vs. GDP correlation High case The low case scenario based on a traffic development without any stimulating effects in the forecast period, taking into consideration the following assumptions: The bilateral regulations will not change significantly over the whole forecast period. It is also unlikely that Moldova joins the European Union in that time. So the economy is assumed to grow on a lower level than in the base case. As shown below the average GDP growth is estimated to decrease over time. As a result there won t be such a strong traffic growth, especially to European destination, as no other carriers enter the market. The existing airlines are not expected to expand their route network significantly. Based on the existing route network the airlines will increase their frequency as well as their aircraft size. In general, demand-based traffic development would still remain in the low case; however no significant stimulating effects will trigger more air travel demand. In 2030 the number of passengers is estimated to account 2.9 million people flying from or to Chisinau. HOCHTIEF AirPort GmbH Page 118

119 low case Traffic growth versus economic growth KIV Moldovan Pax growth GDP growth Ratio % 4.9% % 4.4% % 4.0% 1.10 Traffic vs. GDP correlation Low case The average annual growth rates is estimated at 6.3% in the low, 6.7% in the base and 7.4% in the high scenario. A comparison of the base case with the two scenarios is shown in the following. HOCHTIEF AirPort GmbH Page 119

120 Passenger forecast scenarios 5.0 KIV - Passenger Forecast Scenarios Passenger Movements in million Base case High case Low case Design day profile For the purposes of facilities planning it is essential to understand the likely requirements on an hourly basis. The intention is to ensure that airport facilities have adequate capacity to handle demand at a desired level of service practically throughout the year, while not being overdesigned just to handle a few instances when extreme peaks may occur. Annual or even weekly forecast figures can be almost meaningless in this respect. Therefore a design day has to be calculated for aircraft movements and passenger volumes. The aircraft movements are necessary for e.g. the number of aircraft stands at the airport s apron; the passenger volumes are necessary for e.g. adequate dimensioning of the terminal building. The design day has to be selected by the forecaster. It should reflect a typical busy day with a high traffic volume to make sure that the airport capacity is adequate, but it should not reflect the busiest traffic day. The relationship of annual traffic to peak period will depend on seasonal variations and passenger characteristics. Usually the peak period is in the summer, which means the period from June to August. Out of the design day profile, the peak hour can be identified for aircraft movements and passenger volumes to calculate e.g. the maximum aircraft stands and gates at an airport. HOCHTIEF AirPort GmbH Page 120

121 The design day represents the activities anticipated at the airport during a selected design day and provides the information relative to arrival time and departure time. The hourly profile of the design day shows a passenger peak at noon with 508 passengers and six aircraft movements. Based on the airport statistics and flight schedules 2008 and 2009, peak hour indicators for passenger and aircraft movements were extrapolated and forecasted in 5-years intervals, summarized in the following table. As total annual passenger volume and annual ATMs increase over the forecast period the ratio of the design day to annual passenger as well as the ratio of the peak hour to design day is decreasing slightly due to the de-peaking on the yearly basis and expanding of the season to edging months. However, passenger and aircraft movements within the design day and on the busy hour are increasing since overall traffic development. Additionally, new connections necessarily to fly on peak times are implemented. In 2030, the peak hour is estimated with 21 aircraft movements and more than 2,000 total passengers at Chisinau Airport, as shown in the following table: Peak hour indicators HOCHTIEF AirPort GmbH Page 121

122 6. Stakeholders characteristics, the airport role and its commercial strategy The role of airports has changed substantially in the recent years. Modern airports are no longer just an entity providing the infrastructure to handle aircraft, passenger and cargo, but also centers for communication, commercial and leisure activities. Chisinau Airport has an important economical, social and cultural role in Moldova. Chisinau is the main gateway for international passengers arriving to Moldova. Chisinau Airport has a key role both on the national level as well as within its surrounding region by insuring the necessary transport infrastructure so that economic and social activities take place in optimum conditions. The implementation of the Master Plan will be beneficial both for the airport and the airport stakeholders. Thus, the needs and objectives of the users should be summarized as follows. The users objectives have been identified during the Master Planning process as part of the stakeholder consultation and during the workshops. Passengers The group of passengers using Chisinau Airport mainly consists of expats working abroad who come home to visit friends and relatives, followed by business people. As a result of the future airport infrastructure investments comprised in the Master Plan, Chisinau Airport will reach level of service C, according to IATA classifications. This means providing an efficient terminal with a stable traffic flow, acceptable amount of delays and a good comfort level for passengers using the airport. The passengers expect a safe, convenient and fast process from entering the terminal to the boarding the aircraft. Passenger access to the airport will be facilitated and will offer modern parking facilities for those that opt for transportation by private cars. In addition, passengers will benefit from the extended space for commercial purposes, which will improve the overall passenger travel experience. Chisinau Airport should provide frequent services to domestic and international destinations. From Chisinau, air travelers should get anywhere. The airport should meet the increasing travel needs generated by the region s growing economical activity and accommodates future growth in charter and travel group activities as well. Chisinau Airport should easily and conveniently accommodates increasing air travel. Airlines Currently, Chisinau Airport has two main home carriers, which account for over two-third of the overall passenger traffic in Chisinau with Air Moldova being the strongest one. The objective of the airlines is to have adequate capacity to meet future needs. This includes the runway, taxiway system and in particular apron. The airlines preferably apply roll-in, roll-out operations to reduce turnaround times and save cost on ground handling-equipment. With regard to the passenger terminal, the airlines aim to provide premier passenger service with attractive dwelling facilities, convenient and quick process times. The Master Plan will be beneficial for airlines that will be able HOCHTIEF AirPort GmbH Page 122

123 to use modern facilities, with state-of-the-art equipment and technologies. In addition, airport extension will accommodate increased passenger flows while maintaining at the same time a high quality level of services provided to airlines Ground Handling Agents The objective of the ground handling agents is to provide quick and safe services related to handling of passengers, goods and aircraft. This requires sufficient storage space for ground handling equipment and for staff. Governmental Authorities Governmental agencies such as transport police, border police and customs are in charge of services mainly carried out within the passenger terminal. The Master Plan will facilitate the continuation of their airport security and other governmental activities in optimum conditions. Commercial companies Non aviation related revenues have become important source of income of an airport. Thus, the objectives of the companies providing commercial services at Chisinau Airport will be reflected in the Master Plan. For retail companies, the additional retail spaces and their improved mix and positioning within Chisinau Airport will contribute to the development of these companies while also allowing them to effectively address the target customers (passengers, meeters and greeters, employees within airport perimeter). Dedicated commercial areas will be reserved in the vicinity of the terminal for property development. Airports role The airports role within the Master Plan context is to provide and manage a sound basis for the development of the infrastructure and services at Chisinau Airport. This includes the provision of sufficient capacity to allow safe, quick and convenient passenger processing of international passengers and in line with European service standards, attract investors to make use of the attractive commercial location of the areas adjacent to the terminal. The implementation of the measures as defined in the Master Plan should consider the financial position of the airport and should mitigate the environmental impacts generated by the developments. Chisinau Airport intends to strengthen their non aeronautical potential by improving the retail and food & beverage component of the terminal, the car park revenues and income generated from property developments. Typically, the airport intends to involve external companies to carry out the non aeronautical business. The airport intends to decide on a case by case basis to act as a developer. The airport may generate revenues in form of concession fees. General Aviation and Business Aviation play currently only a minor role at Chisinau Airport. Although there is currently no strategy to actively expand this segment, sufficient areas at the airport should be identified that such business can be developed in future. HOCHTIEF AirPort GmbH Page 123

124 7. Demand / Capacity Analysis The following chapter describes the capacity-wise development requirements of the different airport infrastructure elements including airside, terminal and landside. The demand derives from the air traffic forecast and the capacity was developed based on facility requirements. The air traffic forecast is described in detail in chapter 5 and the developments are presented in more detail in chapter 8. This chapter compares the current capacity against the future demand. Three development phases were chosen for the development and expansion of Chisinau Airport after analyzing the traffic forecast. Currently capacity of Chisinau Airport is approximately 1 mppa and a corresponding passenger peak hour of approximately 500 php. Based on the air traffic forecast for Chisinau Airport, the following 3 phases were defined: Phase 1: Capacity of approximately 1.5 mppa and 1,045 php; Design Year 2015/16 Phase 2: Capacity of approximately 2.6 mppa and 1,935 php; Design Year 2025 Phase 3: Capacity of approximately 3.2 mppa and 2,323 php; Design Year 2030 Chisinau International Airport Masterplan Phases / Design Years Phase 1 Design Year Phase 2 Design Day Phase 3 Design Day Ultimate Version after 2030 All developments are connected to traffic triggers, providing the flexibility to pre pone developments in case traffic develops faster than forecast or to pot pone developments in case traffic develops less dynamic as forecast. In addition to the base case traffic forecast a low case and a high case traffic forecast has been developed as described above. HOCHTIEF AirPort GmbH Page 124

125 The design years would need to be adjusted as shown below in case the high or the low case forecast materializes: Traffic Forecast Scenario Master Plan Phase 1 Master Plan Phase 2 Master Plan Phase 3 Base Case 2015/ High Case Low Case Master Plan Phases Design Years For determination of spaces and units IATA defines 6 Levels of Service. At Chisinau Airport Level of Service C applies. This combines high functionality with efficient operation. Based on the air traffic forecast the functional requirements derive for each phase of the Master Plan. The table below summarizes the key parameters for the expected development of key traffic volumes and facilities at Chisinau Airport for the 3 phases of the Master Plan: Phase 1 Phase 2 Phase 3 Annual Passengers 1,412,677 2,643,959 3,190,153 Annual Aircraft Movements 20,459 35,705 41,674 Combined passengers per peak hour 1,045 1,935 2,323 Departures passengers per peak hour 750 1,304 1,562 Arrivals passengers per peak hour 750 1,319 1,580 Combined aircraft movements per peak hour Aircraft departures per peak hour Aircraft arrivals per peak hour Meeters / greeters per passenger HOCHTIEF AirPort GmbH Page 125

126 7.1 Airfield The current airfield consisting of one runway, a taxiway system and aprons and provides sufficient capacity for current demand Runway Chisinau Airport has one runway. According to IATA Airport Development Reference Manual the capacity of one single runway ranges between 36 and 55 movements per hour, depending on the traffic mix. The traffic forecast projects 21 movements per hour in The capacity of the runway meets the requirements at least until Taxiway System The current taxiway system consists of seven taxiways including a parallel taxiway, taxiway D, over approximately 2/3 rd of the runway length. Three taxiways, A1, B1 and C1 connect the runway with taxiway D, which in turn is connected by taxiways A2, B2 and E with the main passenger apron. For landing aircraft, a sufficient number and location of exit taxiways is available. Departing aircraft taking off to the east have to enter the runway via taxiway C1 and to taxi on the runway to the west to threshold 08. There aircraft use the turning pad to turn around before take off. This operation is the limiting factor of the capacity of the runway / taxiway system. At Chisinau Airport, this operation lead to runway occupancy times of 4 5 minutes per departing aircraft on runway 08. Capacity of the runway / taxiway system will be at capacity at the end of phase 2 and will need to be expanded in phase 3 as demonstrated in the calculation below: Phase 1 Phase 2 Phase 3 Aircraft departures / peak hour Aircraft arrivals in departing aircraft peak hour Runway occupancy time take-off [min / departure] Runway occupancy time landing [min / arrival] Resulting runway occupancy time at peak hour Capacity Utilisation 60% 100% 117% In Phase 3, an additional parallel taxiway connecting TWY C1 and threshold 08 should be developed to reduce the runway occupancy time for departing aircraft, which will increase the capacity of the runway / taxiway system to movements / hour, well in excess of the phase 3 demand. HOCHTIEF AirPort GmbH Page 126

127 Additional Taxiway Phase Apron Configuration Current apron capacity amounts to 31 aircraft stands including one aircraft stand on cargo apron. The picture below illustrates the current aircraft stand configuration at Chisinau Airport: Apron Layout of Chisinau Airport HOCHTIEF AirPort GmbH Page 127

128 The table below shows the current capacity of aircraft stands and the future demand of aircraft stands according to the traffic forecast and productivity rates for active and contingency aircraft stands. A distribution between ICAO code sizes has been made. Existing Demand Demand Demand Phase 1 Phase 2 Phase 3 Aircraft arrivals or departures during peak hour Productivity Rate Active Stands (Stands per peak hour arrival / departure) Productivity Rate Contingency Stands (Stands per peak hour arrival / departure) Active commercial aircraft stands 31* Contingency Stands 12** Total Aircraft Stands Thereof Code D Code C Code B *limited to certain aircraft types; includes one aircraft stand on cargo apron **stands on maintenance apron and on TWY D The number of contingency stands includes stands for aircraft undergoing maintenance, General / Business Aviation and allowances for exceptional peaks in excess of the design day. The airside capacity is sufficient for the current number of traffic. It is assumed that the apron will present the first bottleneck on the airside. Phase 1 foresees to rehabilitate a limited part of the main apron. This measurement allows flexibility for further rehabilitation of the apron and to place additional aircraft on the apron in Phase 2: HOCHTIEF AirPort GmbH Page 128

129 Phase 2 apron configuration The below picture shows proposed apron extension for Phase 3: Phase 3 apron extension HOCHTIEF AirPort GmbH Page 129

130 7.2 Terminal For the determination of necessary floor areas the IATA Airport Development Reference Manual defines 6 Levels of Service (LoS) with decreasing service quality. A design that meets LoS C during the busy hour balances economic terminal dimensions with passenger expectations. For the purpose of this document, LoS C is used. Designing all terminal facilities for LoS C means that LoS C will be met towards the end of each phase. This approach will facilitate that LoS B is being met upon opening of the new facilities. The IATA service levels are described as follows: LoS A B C D E F Description An excellent level of service. Conditions of free flow, no delays and excellent levels of comfort. High level of service. Conditions of stable flow, acceptable delays and high levels of comfort. Good level of service. Conditions of stable flow, acceptable delays and good levels of comfort. Adequate level of service. Conditions of unstable flow, acceptable delays for short periods of time and adequate levels of comfort. Inadequate level of service. Conditions of unstable flow, unacceptable delays and inadequate levels of comfort. Unacceptable level of service. Conditions of cross-flows, system breakdowns and unacceptable delays; an unacceptable level of comfort. Table: IATA Levels of Service Terminal inefficiently big Terminal efficiently & comfortable Terminal uncomfortably small Based on the air traffic forecast (see chapter 5) particularly on the peak hour figures facility requirements regarding the terminal derive for each phase. The parameters are based on IATA Airport Design Reference Manual 9 th Edition and HTA experience gained through operation of HTA ownership airports. The figures are being used for designing different elements of the terminal, i.e. for different terminal elements different traffic loads are relevant. IATA reference figures for LoS C HOCHTIEF AirPort GmbH Page 130

131 supplemented by industry benchmarks for a good level of service have been used to calculate the demand parameters. The following IATA Level of Service C figures were basis for the design parameters. Below encircled figure was used to determine space needed for check-in queuing: Observing the passengers behavior at Chisinau Airport it can be stated, rather few than a high percentage of carts is used at Check-In. Most of the passengers do not carry more than one to two pieces. The encircled figure below was used to determine space needed for airside circulation area, where no carts are used anymore. Airside waiting and departure area was calculated based on 1.5 sqm per passenger The encircled figure below was used to determine landside departure hall before queuing at checkin and arrival hall. As at Chisinau Airport observed, before check passengers use carts. Therefore 2.3 sqm/pax reflects landside space needed for both, departures and arrivals. HOCHTIEF AirPort GmbH Page 131

132 Landside circulation areas were calculated based on 2.3 sqm/pax The following table summarizes base figures the design parameters according to IATA Level of Service C: IATA LoS C Area Requirements (sqm / occupant) Landside Departure Hall 2.3 Check-In Area 1.3 Departure Customs Control 1.5 Departure Passport Control 1.0 Airside Departure Area 1.5 Arrivals Passport Control 1.0 Baggage Reclaim Hall 1.7 Arrivals Customs Control 2.3 Landside Arrivals Area 2.3 HOCHTIEF AirPort GmbH Page 132

133 The processing terminal areas required for each phase have been calculated as follows: Number of Occu- = Relevant Peak Hour Pas- x Dwell Times [hrs] pants in System senger Stream Area Required = Number of Occupants in System x Area Demand per Occupant The number of units required for each phase has been calculated as follows: Units Required = Relevant Peak Hour Passenger Stream x Unit Productivity [in Passengers / h] Applying above assumptions and formulas and in line with international practice, several dwell times and productivity rates are shown below in minutes (for Dwell times) and Passengers / h (for unit productivity): Average Dwell Times [min] Phase 1 Phase 2 Phase 3 Departure and Check In Customs Control Outbound Passport Control Outbound Airside Passport Control Inbound Baggage Reclaim Hall Customs Arrivals Hall Meeters Arrivals Hall Passengers HOCHTIEF AirPort GmbH Page 133

134 Processing times and further input data: Processing times and additional design parameter Phase 1 Phase 2 Phase 3 Meeters / Greeters per passengers Check-In processing time (average) [sec/passenger*counter] Screening average processing time [sec/passenger*unit] Passport control processing time [sec/passenger*desk] Flights per belt and hour [flights] HOCHTIEF AirPort GmbH Page 134

135 Facility Requirements for Passenger Terminal Based on above figures and assumptions following facility requirements for each phase of the development of Chisinau Airport derives: Year Existing 2015/ Unit demand Check-In Counter Departure Passport Control Passenger Screening Gates Arrivals Passport Control Baggage Reclaim Belts Area Requirement Landside Departure Hall 730 1,645 1,138 1,363 Check-In Area Departures Customs Control Departures Passport Control Airside Departures Area ,484 1,778 Arrivals Passport Control Baggage Reclaim Hall Arrivals Customs Control Landside Arrivals Area 780 1,353 1,000 1,198 Total terminal area will have to allow for further areas such as circulation, technical, offices etc in addition to areas for the specific functions as defined above. The demand on total terminal gross floor area requirement can be assessed by a ratio of terminal square meters per peak hour passenger. HOCHTIEF AirPort GmbH Page 135

136 The below table shows the development of the terminal gross floor area demand according to the traffic forecast until 2030: Capacity Demand 2007 Phase 1 Phase 2 Phase 3 Combined Passenger Peak Hour [Passengers / hour] Terminal Gross Floor Area Demand 500 1,045 1,935 2,323 10,200 sqm 20,900 sqm 38,700 sqm 46,460 sqm Terminal area provision at major international hub airports ranges between 35 and more than 50 sqm per peak hour passenger (Aerodrome Design Reference Manual, Section C.1.9.1). For less complex airports, e.g. requiring fewer facilities for transferring passengers and baggage, a lower benchmark figure should be applied. HTA recommends applying 20 sqm per peak hour passenger as a guidance for terminal designs. This parameter is in line with other, comparable airports like Tirana. The gross floor area needs to provide sufficient space for processing units and areas as well as for non aviation related facilities. Depending on architectural design and the airport s concept non aviation facilities form approximately 30% to 40% of the gross floor area. Depending on the architectural concept; lower areas may be possible or higher may be necessary. For designing the actual demand on areas and units for passenger processing a detailed calculation is carried out as part of this Master Plan. 7.3 Landside Access and Parking Based on the air traffic forecast, particularly on the figures of annual passengers, the demand on number of car parks stands derives. Analyzing the traffic forecast and assuming a certain modal split and productivity rate as described in chapter 8.7, the following car park capacities are needed for the different phases: Capacity Demand 2007 Phase 1 Phase 2 Phase 3 Annual Passengers [mppa] Passengers per peak hour [php] 508 1,045 1,935 2,323 Car Park Demand [stands] ,586 1,914 HOCHTIEF AirPort GmbH Page 136

137 Currently the airport is excellently linked to the main highway connecting Chisinau and Tiraspol. The link consists of a double lane in each direction and divided in front of the terminal area. On base of calculations described in chapter 8.7, in Phase 1 the size of the existing curb side is sufficient. In order to connect the additionally needed car park as well as the new commercial area connecting new roads will be required in Phase 1: In connection with the development of the new terminal in Phase 2, an access road to the new terminal needs to be provided. Further, a new curb in front of the new terminal and additional car parks in immediate vicinity to the new terminal need to be developed. The car parks should be built in a modular, easy to expand way. 7.4 Cargo terminal In 2008, Chisinau Airport recorded around 2,400 t of cargo (freight and mail). Thereof approximately 78% was air freight and 12% was air mail. According to the cargo forecast, approximately 5,600 tones cargo can be expected in 2020 and approximately 8,400 tones can be expected in Assuming an increasing productivity rate of currently 3 tons per sqm up to 7.5 tons per sqm, following demand on warehouse space has been identified. Phase 1 Phase 2 Phase 3 Forecast volume of cargo (thousand tones) Production rate in tones/sqm (yearly) Cargo terminal to handle all kind of goods / requires size in sqm ,440 1,120 Currently most of the airfreight is handled by passenger aircraft as belly cargo. HOCHTIEF AirPort GmbH Page 137

138 7.5 Utilities The electrical system on the airport area will be refurbished and replaced in a phased way. Main power station PK 44 Phase1 Phase 1/2 Phase 2/3 Phased refurbishment of existing equipment on airport Water supply, sewer system and surface water drainage will gradually be extended and reconnected. For major new structures like hotel, new commercial area and new terminal, independent thermical plants are recommended. External gas supply network is recommended to be extended to serve the new structures. Phase 1: TP-2, TP-22, TP-23, TP-19, DP-44 (phased) Phase1 / 2: TP-1, TP-7, TP-10, TP-11, TP-12, TP-15, TP-16 and DP-44 (if not completed in phase 1) Phase 2 / 3: Rest / others HOCHTIEF AirPort GmbH Page 138

139 8. Facility requirements and concepts as well as support services and utilities This chapter describes the base and assumptions made for estimation of size and number of facilities to accommodate the existing and future demand, based on the forecast presented in chapter 5 and on the demand parameters presented in chapter Airside Runway According to the traffic forecast, 21 aircraft movements are expected during peak hour in The capacity of one runway is sufficient to handle this amount of traffic. A second runway is not needed in the master plan horizon. Taxiways In Phase 1 and Phase 2, no additional taxiways are required at Chisinau Airport. As explained in chapter 7, the taxiway system will reach its limit by Phase 3. Currently there is no direct access to threshold 08, which is the main direction for both take off and approach. Also, there is no direct parallel taxiway at threshold 08, which would allow for queuing of aircraft. In order to meet the requirements and handle future air traffic on the runway and taxiway system a parallel taxiway connecting existing taxiway C2 with runway threshold 08 is recommended. The effect will result into decreased occupancy time and increased through put of the runway. In line with the apron extension, additional taxiways and taxilanes will be required as connecting taxiways between taxiway D and the apron. The below figure shows the proposed addition to taxiway connecting C1 and the runway in Phase 3: Additional parallel taxiway Distance of the taxiway to the runway shall be 182.5m, allowing for unrestricted operation of up to Code E aircraft on the taxiway and the runway, although not expected to operate into Chisinau Airport regularly during the planning period. HOCHTIEF AirPort GmbH Page 139

140 Apron For configuration of the apron and dimensioning the aircraft stands, the minimum stand spacing (D) equals wing span (S) plus required clearance (C): Spacing aircraft stands For Code C aircraft following wing span was assumed: Correspondingly, for Code D a wing span of 52 m has been assumed. For Code C, the following clearance was assumed: HOCHTIEF AirPort GmbH Page 140

141 Correspondingly, for Code D a clearance of 7.5 was assumed. Therefore, the distances of aircraft stand centerline to aircraft stand centerline for Code C aircraft amounts to D=40.5m (D=36m+4.5m) and distance from aircraft stand centerline to service road D=22.5m (D=36/2m+4.5m). Correspondingly, these distances amount for Code D aircraft to 59.5 m for aircraft to aircraft and to 33.5 m for aircraft stand centre line to road. The precise aircraft stand configuration for each phase is described in chapter Navigation Aids For Phase 1 and 2 it is foreseen to maintain CAT II operation. To comply with CAT II standards, centre line lights at taxiways B1 and B2 will be installed in Phase 1. According to MOLDATSA, Chisinau Airport is experiencing CAT II weather conditions only during maximum 25 days per year. This means that even with only a CAT I system a usability of more than 95% of the operational hours can be achieved. Due to the fact that the airport is used by two home carriers as well as several international network carriers, maintaining the CAT II standard significantly increasing the usability of the airport above 95% is viewed beneficial. Before implementing a CAT III system in Phase 3, a careful cost benefit analysis should be carried out. At this point in time it is viewed difficult that the limited benefit of a CAT III system would justify the investment into such a system. 8.3 Air Traffic Control Tower The air traffic control tower has a good location. The height is sufficient for an unobstructed view of the entire maneuvering area. A new air traffic control tower is not required within the Master Plan horizon. HOCHTIEF AirPort GmbH Page 141

142 8.4 Weather Criteria Chisinau Airport belongs to the continental climate, characterized by hot dry summers and cold windy winters. Winter temperatures are often below 0 C, although they rarely drop below - 10 C. In summer, the average temperature is approximately 25 C, however, temperatures sometimes reach C in mid-summer. Although average precipitation and humidity during summer is low, there are infrequent yet heavy storms. Spring and autumn temperatures vary between C, and precipitation during this time tends to be lower than in summer but with more frequent yet milder periods of rain. Prevailing wind direction is from the south-east as indicated below: Good visibility in Chisinau is given for most of the time during the year. Only on 20 to 25 days a year, CAT II operation is necessary. According to Moldatsa, during 2% of the year visibility falls below 300m horizontal visibility, i.e. below the CAT II visibility minima. According to Moldatsa, such low visibility conditions do not lead to a closure of the airport as they inform the flight crew on the visibility conditions who are subsequently taking a decision to either land or not to land at Chisinau airport. According to Moldatsa, low visibility does currently not have a significant negative impact on the operations of the airport. The current ILS category (CAT II) is adequate for the weather conditions at Chisinau Airport. To further improve the usability of the airport, a CAT III system could be installed. Installation of a CAT IIIa system would reduce the periods in which the visibility falls below the ILS visibility minima from 2% to 1% (i.e. below 150m horizontal visibility, based on Moldatsa data). A further improvement could only be obtained by installing a CAT IIIb system. From a pure economical point of view it would be difficult to justify an upgrade from CAT II to CAT IIIa or CAT IIIb. Implementation of such system would require: For CAT IIIa: Centre line lighting on the apron (cost app EUR 600,000) Higher quality generators (cost app. EUR 400,000) HOCHTIEF AirPort GmbH Page 142

143 Adjustments / Improvements to existing glide path to meet CAT IIIa standards (cost app. EUR 500,000 assuming that the existing system can be upgraded to CAT IIIa standards) For CAT IIIb: Centre line lighting on the apron (cost app EUR 600,000) Higher quality generators (cost app. EUR 400,000) Adjustments / Improvements to existing glide path to meet CAT IIIb standards (cost app. EUR 1,500,000 assuming that the existing system can not be upgraded to CAT IIIb standards and needs replacement) Investment of such upgrade would range at approximately EUR 1.5m (for the upgrade to CAT IIIa) and EUR 2.5m (for the upgrade to CAT IIIb). From a pure economical point, such investment would only be justified if this corresponds to additional annual revenues of EUR 150,000 (for the CAT IIIa system) or EUR 250,000 (for the CAT IIIb system), which corresponds to 30,000 or 50,000 annual additional passengers (i.e. passengers that arrive into Chisinau that would not have arrived at all without the system). It is viewed unlikely that installation of the CAT III system would have such direct effect on the airports revenues. On the other hand, there are advantages to airlines, especially network carriers, if the airport accessibility is improved. They may be prepared to pay a surcharge to the aeronautical to finance such system. It is recommended that before any decision to upgrade the existing CAT system is taken, a financial study shall be conducted on how the system can be financed. This Master Plan does assume that the existing CAT II system will remain. However, as the implementation of a CAT III ILS system will not require changes to the intended land use and the operation as described in this Master Plan, such system can be implemented within the framework of this Master Plan, once a decision to implement the system has been taken. HOCHTIEF AirPort GmbH Page 143

144 8.5 Passenger Terminal Check-In counters The demand of check-in counters is highly dependent on the operational concept of the different airlines. Parameters, such as the ones in the following list can have a significant influence on the amount of check-in counters needed: self service check-in (internet or terminal, with or without bag drop), opening times of the check-in counters, common check-in vs. flight check-in, airline alliances, specific security requirements for individual flights, efficiency of check-in staff: and airline product differentiation It is recommended to set up regular panels between the airport and the airlines to ensure that the check-in counters are managed efficiently, i.e. the airport is not providing excessive desk contingencies but allowing the airlines a productive use of the facilities. To define the number of check-in desks, the following assumptions have been used: Number of check-in desks is based on number of departing passengers of the peak hour Average processing time amounts to 60 seconds for Phase 1 and 45 seconds for Phase 2 and 3 design Conservatively, it is assumed that all passengers are using the Check-In counters (i.e. 0% internet or self check-in) Based on the above assumptions and the functional requirements, the demand for check-in counters has been calculated. Total demand is the number of check-in counters required to handle the peak hour. It is assumed that in future number of passengers checking in through internet in advance will increases up to 15%. This number of passengers is not considered in the calculations in order to allow a 15%contingency for operational adjustments by reaching the end of each phase. HOCHTIEF AirPort GmbH Page 144

145 Phase PAX / Year Dep. Pax per Average Number of Design year peak hour processing Check In time desks Phase / mppa sec 12 Phase mppa 1, sec 17 Phase mppa 1, sec 20 During phase 1, seven departures are expected to be handled during the peak hour. It is recommended to use common check in systems for groups of airlines and to allocate the check-in counters accordingly. For example, flights handled by Moldavian and flights handled by Airport Handling could be grouped. Alternatively, the seven departures could be handled in a way that for one flight three check in counters are allocated, three flights could be handled by two counters each and three flight (small aircraft) could be handled by one counter each. Outside the design peak hour in 2015/16, more desks can be allocated to the different flights. Number of gates There are several factors impacting the number of gates. One important factor is the number of aircrafts handled during the design hour and the amount of time each aircraft occupies the gate. The number of aircrafts need to be handled is dependent on traffic volume of the airport. Based on the air traffic forecast, number of aircraft movements per hour was estimated. In addition the occupancy time which is dependent on the type of operation (e.g. through or turnaround flight), is of importance. Also, the type of aircraft concerns the occupancy time and therefore the number of gates. The gate usage strategy impacts the number of gates, e.g. if gates are used mutually by all airlines or particular gates are dedicated to one particular airline only. To define the number of gates following assumptions were made Typical type of aircraft: A320 Processing time gates: 30 minutes Departures per peak hour: according to traffic forecast chapter 5 Based on above assumptions following number of gates were calculated: HOCHTIEF AirPort GmbH Page 145

146 Phase 1 Phase 2 Phase 3 Departures Movements in the peak hour Number of gates From the table it is visible that capacity in few terminal areas will be at its limit in near future and thus requiring some improvements and modifications. Unit wise existing no of units for Phase 1 regarding check-in counter, gates and baggage reclaim belts meet the requirements. As first bottlenecks, passenger screening and arrivals passport control were identified. Regarding processing area requirements only check-in area and baggage reclaim hall will meet the requirements for Phase 1. For upgrade of processing areas extension of the terminal building is needed. How to modify the existing terminal, upgrade facilities and extend areas in order to handle the amount of passengers expected in each phase is described in more detail in chapter 9.2. The evaluation of capacity of the terminal is based on the assumption that Moldova will not become a member of the EU and subsequently join the Schengen agreement until In case Moldova will become a member of the EU and subsequently Schengen agreement, the functional requirements as for example number of passport boxes need to be adjusted. Further the terminal configuration needs to be changed respecting the separation of arriving and departing passengers and passenger flows according to Schengen / Non Schengen requirements. HOCHTIEF AirPort GmbH Page 146

147 8.6 Cargo terminal The majority of the freight at Chisinau Airport is transported in the belly of passenger aircraft. A dedicated cargo apron is not an immediate need for Chisinau Airport but refurbishment of the existing cargo apron may be beneficial in later phases. Until then, occasionally arriving cargo aircraft can be handled on the main passenger apron. The cargo facility should be located near the aprons but separated from the main passenger flow. A separate access shall lead to the cargo facility to allow for good landside traffic flows. At the cargo terminal, sufficient landside areas for parking trucks and other vehicles need to be provided. Likewise, on the airside sufficient staging areas need to be available. The new cargo terminal shall be designed that it can be expanded in a modular and flexible way. The majority of the building shall be dedicated to warehouse facilities and the remainder to offices. In case there is a significant increase of freight at Chisinau Airport resulting in a need for a cargo apron and warehouse expansion, there is sufficient space for apron and warehouse on the property of the airport. 8.7 On-airport ground access and car parking Landside Access Chisinau Airport is located at 14 km distance to the center of Chisinau. The dual carriageway linking the city with the airport consists of a two lanes each direction. The link is divided in front of the terminal area. A two-lane curb leads to the VIP and Delegation terminal, where one of the lanes terminates at the VIP terminal and the other one at the secured Delegation terminal. The passenger terminal has a common at grade arrival and departure curb consisting of two drive-through lanes and one stop lane. The airport is connected to public transport like busses and mini-busses, which provide good access to the entire road network of the city. There are taxi services offered but there is no taxi service with fixed and published prices available for arriving passengers. For Phase 1 no major improvement is necessary for the existing access road, which can remain as access road and be expanded in later phases. In Phase 1 an additional car park is foreseen which is intended to be constructed in front of the existing terminal in form of a deck parking. During construction, the size of the existing car park in front of the terminal will be temporarily reduced. It is recommended to phase the construction works of the car park in a way that only 50% of the car park is closed for construction works. The first part of the construction should not be carried out during the months of peak demand, i.e. not during the summer. The first construction phase should focus on the lower part of the existing car park, keeping in operation the upper part of the car park. During this period, alternate car parking can be made available on the existing car park HOCHTIEF AirPort GmbH Page 147

148 near the administration area. After construction of the first car park expansion, the first part should be opened and construction works on the other, upper part of the car park shall be carried out. Modal Split The following modal split assumptions for passengers were used to calculate required departure and arrival curb lengths. The modal split has been determined by using international benchmarks and observations at the airport. Travel Mode Phase 1 Phase 2 Phase 3 Private cars and limousines [%] Taxi [%] Busses [%] Railway [%] For the staff working at the airport, the following modal split assumptions were used: Travel Mode Phase 1 Phase 2 Phase 3 Private cars [%] Busses [%] Railway [%] Other* [%] * e.g. drop off by private person, usage of bike or scooter or other. HOCHTIEF AirPort GmbH Page 148

149 Based on the figures of the air traffic forecast (see chapter 5.) the following demand on parking capacity depending on productivity rate was assessed: Phase 1 Phase 2 Phase 3 Annual Passenger [Pax/year] Departures Passenger Peak Hour [Pax/hour] 750 1,319 1,580 Arrivals Passenger Peak Hour [Pax/hour] 750 1,304 1,562 Productivity Rate [stands per mppa] Demand Car Park Pax [stands] 554 1,129 1,225 Demand car park staff [stands] Demand Car Park Total [stands] 706 1,586 1,914 Curb As departures and arrivals are at grade the curb is one common curb for both. Therefore it needs to accommodate both. Demand for departures as well as arrivals. Curbside Chisinau Airport The curbside is a one-way system and has got a length of approximately 175 m. HOCHTIEF AirPort GmbH Page 149

150 In line with current operations, the curb is mainly used by approximately 50% of well wishers escorting departing passengers to the airport. On average, occupancy time on the curb is 5 minutes. The remaining 50% as well as the meters and greeters awaiting arriving passengers use the car park in front of the terminal. An occupancy of 1.2 passengers per car has been assumed: Phase 1 Phase 2 Phase 3 Peak Hour Passengers Departures [Passengers / hour] 750 1,304 1,562 Passengers arriving by private cars Curb Users [Passengers / hour] Cars on Curb during Peak Hour [No] Cars on Curb Simultaneously [No] Demand on length on curb assuming car length of 6m [m] For Phase 1, a length of 114 m is needed for private cars, taxis and busses stopping to drop off and pick up passengers. With the length of approximate 175 m the existing curb meets the requirements for phase Ancillary Facilities Aircraft Rescue and Fire Fighting To handle scheduled traffic of Code D aircraft, likely in Phase 3, the fire fighting category of the airport needs to be upgraded to category 8. At least three fire fighting and rescue vehicle need to be available. The location of the fire station is good and no relocation is necessary. HOCHTIEF AirPort GmbH Page 150

151 The area around the fire fighting station provides for opportunities of fire fighting. It is recommended to use this are for regular fire fighting training and to collect potentially polluted water through temporary measures such as barriers and tanks. In case more permanent training facilities are required, this area could be optionally paved in phase 3 and the water collected could be lead to the pollution control (no 5), used in winter for controlling the water run-off of the de-icing pad (no 3) as shown below: Potential Fire Training Area The fire training should be carried out in a way that only limited smoke is generated and, in addition, that smoke does not interfere with regular airport operation. Typically, fire testing that creates smoke should be only carried out at weather (wind) conditions that will not lead to significant smoke distribution towards the main passenger apron. For major training exercises it is recommended to free the adjacent apron stands. HOCHTIEF AirPort GmbH Page 151

152 Catering Traditionally, approximately 0.4 sqm of catering area per daily meal has been calculated. Due to the airline industry changes airlines have significantly reduced their catering, reducing the area demand for catering facilities at the airport. In addition, many carriers cater at their home airports for the return flight and others use off-airport catering companies. The following assumptions have been used to calculate the demand for catering facilities at Chisinau Airport: Meals or snacks will be produced for 75% of the departing passengers Area needed to produce one daily meal / snack: 0.2 sqm The below table shows the demand for catering for Chisinau Airport: Phase 1 Phase 2 Phase 3 Annual Passengers [mppa] Peak Day Departing Passengers (approx.) 3,000 5,200 6,400 Meals / Snacks at Peak Day 2,250 3,900 4,800 Catering Area Demand [sqm] It is likely that a part of the catering will be carried out off airport. The existing facilities have a total size of approximately 800 sqm and should be able to meet the catering demand for the foreseeable future. Airport Administration The future demand for offices for the airport administration will depend on the number of employees of the airport company. Compared to international benchmarks and assuming a higher use of contractors, the number of employees working for the airport company would be sufficient for handling the passenger volume during the Master Plan period. This would lead to only a limited, if any, need for additional offices for the airport administration. Such offices could be provided in the existing airport administration building provided that The airport hotel located on the top floor of the administration building is closed and freed space is used as offices; The existing building is modernized and reconfigured in an open manner to utilize staff communication and improve working conditions. In this case, construction of a new administration building is not necessary. HOCHTIEF AirPort GmbH Page 152

153 Airport Maintenance Most of the existing airport maintenance facilities, located west of the airport administration, are ageing and should be replaced in Phase 2 and Phase 3. New airport maintenance facilities should be provided in the new eastern technical zone. The following facilities should be provided for in Phase 2 and Phase 3: Phase 2 Phase 3 Building Maintenance 850 sqm 1,700 sqm Vehicle Workshop 500 sqm 500 sqm Vehicle Shed GSE Hall 1,750 sqm 3,500 sqm Aircraft Fuel Farm The storage capacity of the existing fuel farm is approximately 5,000 m³. Assuming an average fuel intake of 5 m³ per departure and approximately 80 departures during the peak day, a fuel volume of 400 m³ for the peak day is required. The existing fuel farm covers the storage demand for the peak day forecast for 2030, in excess of international recommendations of 3 times, giving sufficient contingency in case of interrupted supply. Aircraft Maintenance Repair Overhaul MRO Currently, no major aircraft maintenance is undertaken at Chisinau Airport. Lean maintenance is carried out on the western part of the apron which is owned by Air Moldova. During stakeholder consultation, no airline expressed a demand for new aircraft maintenance facilities such as hangars. The Masterplan shall allow continuing with the existing system of aircraft maintenance, i.e. that a dedicated apron area should be available for home carriers such as airing Moldova to park aircraft and to undertake lean aircraft maintenance. HOCHTIEF AirPort GmbH Page 153

154 8.9 Utilities Power Supply The Main Airport Power station Pk 44 is supplied by medium Voltage 10 kv from three different mainly independent sources supplied from nationwide/cross-border supply mains (Bulgaria- Rumania / Ukraine). There is a nearly 100% power supply existing as two redundant sources are available. Although from time to time some interferences within the external supply are observed, no major break downs are experienced. The current system is very old including the equipment of the 29 sub-stations and is due for replacement. The rehabilitation of the relevant units for the airside will be part of Modernization Project II in phase 1, the remaining sub stations should be upgraded within the near future. For the different phases the following additional power is required: Phase 1 (2015): 2MW Phase 2 (2025): 5MW Phase 3 (2030):1.7MW Within the design of the new structures e.g. hotel or new terminal use alternative energies (e.g. photovoltaic) should be analysed during the design of the respective buildings. Decentralized emergency power units for the new terminal structure can be located either in the terminal building or within the related substation Surface Water Drainage In Phase 3 the apron and taxiways will be extended. This will eventually lead to the requirement for further retention capacity in the surface water drainage system. Therefore new retention volume (basins or ponds) in addition to the existing basin have to be planned and implemented along with the new development areas. South of the runway a new channel shall be constructed that leads the surface water to the east. Two new covered retention basins will be required in the east part of the airport land. Due to the reason that the retention basins are close to the runway, they have to be underground or covered. The following figure shows the location for the future retention basins. A cheaper solution for the retention basin north of the runway threshold 26 would be, if the basin is located outside the airport land new the petrol station. This location is larger and an open basin could be implemented. Next to the new apron areas new water separators shall be installed. HOCHTIEF AirPort GmbH Page 154

155 8.9.3 Water Supply Chisinau International Airport is supplied by water from the municipality (city water supply network, Company Apa-Canal Chisinau ). The water is supplied by a 150 mm diameter pipeline installed underground to the main water station in the operational area. The water supply system needs to be upgraded when new buildings will be constructed. Within the new commercial area a water supply and waste water system is available. The new buildings have to be connected to the system. The airport city has to get a new pipe line to the water supply system. When the new terminal will be built, it is recommended to construct a new water supply pipe line to the main water supply station in the technical area. Together with the construction of the new Terminal it is recommended to extend the existing firefighting system with a new loop around the new building structure connected with new fire hydrants (app. every 100m). The existing firefighting facilities around the present terminal as well as the fire fighting pumping plant incl. adjacent reservoirs do have sufficient capacity for an extension towards and around the new Terminal structure De-icing In future de-icing will be done at the dedicated de-icing stand next to taxiway E. For the de-icing liquids a new de-icing pollution control units needs to be provided. It is recommended to pump the run-off to the sewage system if the pollution of the de-icing liquids is higher than a permissible pollution parameter (e.g. COX 150 mg/l (chemical oxygen demand)). If the value is below this margin, the run-off can be let out to the drainage system. HOCHTIEF AirPort GmbH Page 155

156 8.9.5 Airport heating supply, natural gas supply Chisinau Airport does not have an internal gas supply network, but several structures are served with natural gas by public supplier. The existing heating plant of the airport (operated by the municipal service provider Apa-Canal- Chisinau) is supplied by natural gas (refer also to chapter and 4.6.6). It is recommended to maintain the existing heating plant for the existing consumers, including the airport village. For major new structures like hotel, new commercial areas and the new terminal, independent and de centralized thermical plants and natural gas connections should be provided in connection with the individual developments. The external gas supply network should be extended to serve the new structures. Such extension should be carried out in connection with developing the new structures. For the new terminal it is recommended to include in the terminals boiler plant at minimum one boiler which can be driven by fuel and a related fuel tank adjacent to the new terminals heating plant Real Estate and Retail Development The below table shows the potential for Real Estate Developments: Phase 1 Phase 2 Phase 3 Airport Hotel in Airport City [sqm] 1,600 1,600 1,600 Offices in Airport City [sqm] 1,600 3,200 3,200 Offices in Commercial Area / Airport Village [sqm] 6,720 11,760 13,440 Terminal retail areas are important as revenues derived from these areas represent a significant source of income with the potential for further growth. Therefore, the terminal design should provide sufficient retail space. HOCHTIEF AirPort GmbH Page 156

157 The below table shows the demand for commercial areas in the passenger terminal: Phase 1 Phase 2 Phase 3 Duty Free [sqm] Speciality Retail [sqm] Food & Beverage [sqm] ,100 Bureau de Change / ATM [sqm] Lounge [sqm] Airport Staff and Retailer Offices [sqm] Airline Offices and Ticketing [sqm] Car Rental and Ground Transportation [sqm] Conferencing [sqm] Storage [sqm] In line with international benchmarks, the commercial areas are recommended to be allocated as follows: 90% of the commercial offer shall be allocated to the departures passenger flow; 35% landside and 55% airside 10 % of the commercial offer shall be allocated to the arrivals passenger flow; 8% landside and 2% airside HOCHTIEF AirPort GmbH Page 157

158 9. Alternatives and options In developing this Master Plan, HTA prepared a series of alternatives and options for the development of the different airport components. These alternatives and options have been specifically presented and discussed with the airport and the airports stakeholders at the second workshop held in August At that workshop, a way forward has been agreed with regard to the different components of the airport. Focus was laid at that workshop in discussing alternatives to develop the airside (namely the apron) and the landside (namely the terminal). Other components of the airport basically follow the airside and landside developments with the aim to provide an efficient support. Certain alternatives have been identified here and are highlighted in the below sections. Before discussing detailed development options, a set of fundamental aspects has to be analyzed: Location Chisinau Airport it the main gateway to Moldova and is currently the only airport in the country that handles regular air traffic. The city of Chisinau is not only the political but likewise the economical centre of the country, generating the majority of the countries air traffic demand. Therefore, the country s main airport should be located near Chisinau. The existing airport is located 14 km south of the city centre of Chisinau and easily accessible. There are only two villages in the vicinity of the airport, and the flight paths do not go over densely populated areas. Further, the vicinity of the airport is free of major natural or artificial obstacles. There are no weather events significantly reducing the usability of the airport and there are no significant ecosystems at or nearby the airport. In summary, the airport is well located and there is no need to develop a new airport due to any constraints at the existing airport. Growth Potential Chisinau Airport has already a good general airfield configuration. The airport has a single runway with a length of 3,590m, which is sufficient for almost all aircraft currently in use world-wide. The runway is definitely of sufficient length for handling the forecast air traffic at Chisinau Airport. With current technologies and if supported by an adequate taxiway system, a single runway can handle up to approximately 45 movements / hour. Depending on the structure of the traffic, airports with a single runway can typically handle 10 to 15 mppa (examples include Geneva with 11.5 mppa and Stuttgart with 10 mppa in 2008), well in excess of the forecast number of passengers for As an exception, London Gatwick handled even more than 34 mppa in 2008 on a single runway. The general airside configuration of Chisinau Airport is goo and can be easy expanded to allow for additional airside facilities such as taxiways and apron. HOCHTIEF AirPort GmbH Page 158

159 Land Chisinau Airport can grow on its existing land. Only limited additional land should be made available, for example to expand the runway strip south of the runway. As the airport is surrounded mainly by agricultural uses, even a later (beyond the horizon of this Master Plan) is viewed as feasible. Development Directions Almost all landside facilities of the airport are located in the northern part of the airport land. The northern part of the airport land is well connected to the national road network and other infrastructure like power and water. It is recommended to maintain the principle to locate the landside facilities in the northern part of the airport. This will allow to make use of the available infrastructure and to gain synergies between existing and new or expanded facilities. Development of landside facilities in the south of the airport would lead into the need to significantly expand the airport land and to provide new infrastructure to this area. In addition, significant earthworks would need to be undertaken as the terrain falls to the south. On the basis of the above principles the below described options have been developed: 9.1 Airside Development Options The existing passenger apron has a capacity of 30 aircraft which is sufficient for the current demand. However, the pavement is in a poor condition and is foreseen to be rehabilitated as part of the Modernization Project II. In this context, the aircraft configuration on the apron will be reconfigured to reduce the number of aircraft stands restricted to certain aircraft types and to allow for efficient aircraft handling. The demand for Phase 1 and Phase 2 can be handled on the current apron area, a significant expansion is only necessary to meet the demand for Phase 3. Two main options have been developed to expand the apron to meet the Phase 3 demand: A linear configuration, option A; and A centralized configuration, option B. HOCHTIEF AirPort GmbH Page 159

160 The graphs below present the two different development options: Option A The linear development shows a development of aircraft stands at taxiway A2 and an extension to the main passenger apron to the south. All aircraft stands are push-back positions. Option B The centralized development option shows a development of aircraft stands around the main passenger apron, filling the currently free area between the passenger apron and taxiway D. Additional HOCHTIEF AirPort GmbH Page 160

161 taxilanes have to be built between the apron and taxiway D. All aircraft positions are close to the passenger terminal. Some of the stands are suitable for power-in and power-out. At the 2 nd workshop preference was given to option B, based on the following arguments: Option B presents a more compact layout than Option A, distances between the terminal area and the aircraft stands are shorter; Option B makes use of the currently free area between taxiway D and the passenger apron, which forms a natural resource for developing the apron; Option B provides the greater operational flexibility, especially due to the fact that some positions can be configured as roll in power out and, in addition, that there are fewer aircraft stands connected to one taxilane than in Option A; and Construction costs for both options are estimated to be similar. With regard to the apron configuration for phases 1 and 2, a series of different options have been developed. As the existing apron is of sufficient size to handle the forecast demand for Phase 1 and Phase 2, the options differ with regard to their land-take and how the apron will be operated. All options presented here allow for an expansion of the passenger terminal to the airside by up to 25m. Option 1: Option 1 shows a configuration with 100% roll-in / roll-out. Advantageous to this option is the ease of operations (i.e. no push-back required). On the contrary, this option is relatively spaceconsuming as two taxilanes are needed to serve one aircraft stand. HOCHTIEF AirPort GmbH Page 161

162 Option 2: Option 2 shows a mixed configuration with roll in power out for approximately 50% of the aircraft stands and push back for the remaining 50% of aircraft stands. This option shows a linear parking of aircraft on the central part of the apron. Advantageous to this option is the reduced land take compared to option 1. To the contrary, the layout is rather fragmented (not following a clear system), which will make especially expansions difficult. HOCHTIEF AirPort GmbH Page 162

163 Option 3: Option 3 shows a mixed configuration of push back operations in front of the current terminal and roll in roll out operations west of the existing terminal. Advantageous to this option is that a number of the gates near the terminal could be operated in a walk to aircraft mode. To the contrary, this layout has, similar to option 1, a high land take. The options to reconfigure the existing apron have been further elaborated after the second workshop, which included works carried out in parallel regarding the design of the Modernization Project II. Due to budget restrictions a decision was taken to develop a more compact apron layout. Only a limited number of roll in roll out positions shall be provided, but the majority of the positions shall be push back. HOCHTIEF AirPort GmbH Page 163

164 Two further options have been developed in this light: Option 4 Option 4 shows up to eight roll in roll out positions in front of the passenger terminal. Further to the west, there are up to 15 push back aircraft stands possible. The western part of the apron could be refurbished only partly in Phase 1 and the remainder in Phase 2. Option 5 Option 5 shows the finally developed and selected apron configuration. The eastern part of the apron shall be refurbished during Phase 1 and will provide for up to four Code C roll in roll out positions (alternatively two Code D roll in roll out positions). Likewise, the central part of the apron shall be refurbished as part of Phase 1 and shall provide for 12 Code C push back positions (thereof 1 position limited to prop size). The western part of the apron will remain unchanged during HOCHTIEF AirPort GmbH Page 164

165 Phase 1 and will allow as existing to park up to 14 aircraft. In Phase 2, the western part of the apron shall be refurbished. Option 5 has been chosen as it provided the highest degree of operational flexibility under the budget limit for the first phase. Option 5 can be expanded in a flexible and easy way to meet the demand of Phase 2 and later phases. 9.2 Landside Development Options General The existing terminal infrastructure will not be sufficient to handle the forecast traffic volume. Different options have been elaborated to provide sufficient terminal capacity during the Master Plan period. In principle, either the existing terminal could be expanded or, alternatively, a new terminal could be constructed Existing Terminal The existing terminal is located at the main operational apron and therefore ideal in relation to the current aircraft operation. Existing passenger terminal (red) and main apron (light green) HOCHTIEF AirPort GmbH Page 165

166 To meet future demand, the terminal area provided at Chisinau Airport will need expansion form currently approximately 10,000 sqm to app. 15,000 sqm in 2015/16, app. 40,000 sqm in 2025 and app. 50,000 sqm in 2030 as identified in section 8. To meet future demand, there are two basic options: a) Expand the existing terminal; or b) Develop a new terminal From a geological point of view, the existing terminal could be expanded to either the western or southern area, i.e. towards the VIP / Delegation terminal or the airside. Any significant expansion to the eastern side is not recommended due to the limited stability of the terrain east of the terminal. An expansion into the northern direction (i.e. towards the carpark) would lead to additional earth works in terms of filling works as the current carpark is about 5m below the curbside terrain. The existing terminal infrastructure is from a pure structural point of view in a good condition. This applies to the expansion done in 2000 as well as to the structural elements of the terminal build in the 70. The building utilities are offering some spare capacity especially from the electricity side. The heating capacity is at the limit same as the capacity of the ventilation system. However, the overall layout and the internal heights of the different modules will make a larger expansion difficult and costly. The clear height of the baggage hall is only 3m which would not allow for installation of ventilation ducts as well as baggage belts to be installed under the ceiling. Best practice would be to get a clear height of approximately 5-6m offering enough flexibility for future reconfiguration of the overall system. A future expansion of the baggage hall from a structural point of view into the direction of the apron is possible but the reconfiguration of the BHS will be problematic and not result in an ideal layout meeting operational requirements. Further, the expansion modules are showing different heights. The height of the roof on top of the airside arrival hall differs from the baggage hall and the clear height of the departure holdroom is not sufficient to implement a second level. An expansion of the departure holdroom on to the roof on top of the baggage hall is not possible due to the very limited left clear height of about 2-2.2m. The existing terminal is providing a footprint which is not ideal for a long term expansion due to the mismatching ratio in width and depth resulting out of former eastern terminal design standards. HOCHTIEF AirPort GmbH Page 166

167 The following figures show some alternatives how the existing terminal infrastructure could be expanded or, alternatively, how a new terminal could be developed. Expansion of existing terminal alternatives New terminal development alternatives In case of developing a new terminal there are two options: a) Keep the existing terminal in operation, thus reducing the construction volume of the new terminal; or b) Concentrate all operation in the new terminal HOCHTIEF AirPort GmbH Page 167

168 In case of keeping the existing terminal in operation, in addition to a new terminal, operations could be split in: a) Separate terminals for departures and arrivals; or b) Separate terminals for specific airlines (e.g. national air carriers and foreign air carriers). The above concepts have been discussed with the airport and stakeholders, mainly the airlines operating into Chisinau. The chart below provides a comparison of the possible terminal facility expansion options: Comparison Chart Location New Terminal Expansion of current Terminal New Terminal Expansion of current Terminal Expansion of new Terrminal Expansion of current Terminal Construction Operations Cost Comparison of terminal options: Green: Positive Orange: Critical Red: Negative The above evaluation is based on the following assessment: Location: The location of the existing terminal as well as a potential new terminal can be regarded as good. Both locations are adjacent to the existing apron and are well connected or near to landside infrastructure. In principle, both terminals can be expanded but this has different effects with regard to the associated construction cost and the operational efficiency that can be reasonably achieved, both of which are demonstrated by separate items. Construction: The existing terminal can be expanded with moderate effort to meet Phase 1 demand. A further expansion, however, to meet the demand of Phase 2 or 3, would require a major reconfiguration of the terminal, mainly to increase the depth of the current terminal. Such expansion would be possible but would require significant construction works and would be particularly difficult to be executed whilst the existing terminal remains in operation. Further, an expansion to the west (which would be an optimal location for the terminal expansion) is blocked by the existing VIP / Delegation terminal, not controlled by the airport. A new terminal building, to the contrary, could be developed west of the ATC / Moldatsa building with only few constraints. Operations: Operations within the existing terminal will become more and more challenging if traffic increases. Although assuming that an expansion of the facilities inside the existing terminal would be undertaken, such expansion is unlikely to provide state of the art facilities e.g. for baggage handling. Quality and efficiency of operations will reduce in phase 1 and would become very critical HOCHTIEF AirPort GmbH Page 168

169 in phases 2 and 3. This is based on the assumption that providing a good operational environment through an expansion of the existing terminal would not be realistic as this would involve massive redevelopment of the existing terminal, not being cost-effective. If a new terminal would be developed, such terminal could be designed to implement optimal and thus efficient operational conditions. Cost: Developing a new terminal typically requires significant capital investment whilst expanding an existing facility is typically more cost effective as not all components of a terminal may need to be newly developed (e.g. infrastructure, offices etc.). On the other hand, an expansion of an existing facility can be expensive if main functions of the facility are disturbed or need to be redeveloped. At Chisinau airport, a limited expansion of the existing terminal can be undertaken without significant interference to the existing operation (i.e. to the sides of the existing terminal). A further expansion, however, would require an extension of the terminal depth and thus a relocation and redevelopment of core functions, including baggage areas and the landside or airside facade. Conducting a limited expansion of the existing terminal is thus regarded as more cost effective than developing during phase 1 a new terminal. For phase 2 and phase 3, development of a new terminal would be more cost effective than a further expansion of the existing terminal. Assuming a development of a new terminal in either phase 1 or 2, such terminal can be expanded in phase 3 in a cost effective way. Based on the above analysis, the following expansion strategy for the terminal has been agreed as most beneficial for Chisinau Airport: Phase 1 (2015/16): Limited expansion of the existing passenger terminal Phase 2 (2025): Development of a new passenger terminal Phase 3 (2030): Expansion of the new passenger terminal This expansion strategy makes on the one hand use of the potential of the existing passenger terminal which however is limited. Therefore and in the mid-term, a new passenger terminal shall be developed west of the existing passenger terminal. In the long run, the new passenger terminal should be operated as a single terminal. The ideal location for a new passenger terminal would be immediately west or east of the existing terminal. Such location would allow for a connection of the new and the existing terminal. As described above, a new terminal can not be set up to the east of the existing terminal at reasonable cost due to the challenging terrain. To the west of the existing terminal, currently the VIP / Delegation terminal and, further to the west, facilities of Moldata are located, which are not controlled by the airport but by the Government of Moldova and Moldatsa. During the period of preparing this Master Plan the airport company viewed it as unrealistic to discuss with the relevant stakeholders a relocation of these facilities. It was resolved that for the purpose of this Master Plan, the location of the VIP/Delegation terminal shall be considered as a given. During the course of preparing the next Master Plan update, likely to be carried out in 2015, specific consideration shall be given to devel- HOCHTIEF AirPort GmbH Page 169

170 oping scenarios in which the VIP / Delegation terminal is relocated. A potential location for a new VIP / Delegation terminal is at the north-eastern part of the airport as shown below: Likewise, the Moldatsa facilities (nr 10 and 11) could be reorganized, potentially in a phased way, making room for a new passenger terminal immediately to the west o the existing passenger terminal. HOCHTIEF AirPort GmbH Page 170

171 For the purpose of this Master Plan, a suitable location for the new terminal has been identified further to the west as shown below (nr. 20). The distance between the existing and the new terminal area is approximately 400m. Before developing the new terminal careful analysis shall be prepared with regard to the location of the terminal and to assess if a use of the areas currently controlled by Government of Moldova and Moldatsa would be possible. HOCHTIEF AirPort GmbH Page 171

172 10. Phasing Plan and prioritization of phases The Master Plan period of 20 years until 2030 has been divided into three phases. Phase 1 has been defined to meet the demand forecast for 2015 /2016. By then, approximately 1.5 million passengers are expected at Chisinau Airport. Phase 2 has been defined to meet the demand forecast for By then, approximately 2.6 million passengers are expected at Chisinau Airport. Phase 3 has been defined to meet the demand forecast for By then, approximately 3.2 million passengers are expected at Chisinau Airport. An ultimate vision has been prepared showing the airports growth potential after The graph below highlights the different Master Plan phases: 10.1 Phase 1 The Master Plan Phase 1 has been defined to meet the demand forecast for 2015/16. By then, 1.5 million passengers and 22,000 aircraft movements are forecast. Airport development in Phase 1 combines new constructions and upgrading of existing facilities in three major categories: HOCHTIEF AirPort GmbH Page 172

173 Terminal The existing terminal will be expanded to handle 1.5 million passengers per year, corresponding to a peak hour figure of 750 passengers / hour. The expansion will take place in west and in east direction. Reconfigurations will also be made inside of the terminal. This includes optimization of passenger flows and adding of passenger handling units. One additional baggage reclaim belt will be provided, increasing the number of baggage reclaim belts from 2 to 3. Additional passport boxes will be provided both on the arrivals and on the departures side. Additional security screening units will be provided and the departures hall will be expanded. The terminal expansion originally formed part of the airports Modernization Project II, to be carried out 2010/2011. Due to budget constraints, the terminal expansion may be undertaken outside the Modernization Project II. Airfield Runway The runway 08/26 will be refurbished. The refurbishment is part of the Modernization Project II and will be carried out with minimum operation impact. Shoulders of 7.5m width will be added to the runway to meet ICAO Code D standards. Taxiways Taxiways A1, B1, B2, C1, D and E (shown below) will be refurbished as part of the Modernization Project II. Taxiways to be refurbished Taxiways A1, C1, D and E will be refurbished to meet ICAO Code C requirements. Taxiways B1 and B2 will be refurbished to meet ICAO Code D requirements. HOCHTIEF AirPort GmbH Page 173

174 Apron 2/3 rd of the existing passenger apron will be refurbished as part of the Modernization Project II. Concrete pavement will be provided for areas that are used for parking jet aircraft, asphalt pavement for other apron areas. Apron Layout Phase 1 The light grey areas indicate the refurbished parts of the apron, the dark grey areas indicate nonrefurbished but usable apron parts. In total, the apron can accommodate in the refurbished section: 2 aircraft code D (alternatively 4 code C) 12 aircraft code C One aircraft stand is limited in length to aircraft not exceeding a length of 27.5m. Typical aircraft not exceeding this length are CRJ 100/200, ATR 72 or Saab The refurbished part of the apron meets the Phase 1 requirements of 14 active aircraft stands, i.e. those aircraft stands that are in regular use for commercial aircraft operation. In addition, there is a demand for less frequently used 7 contingency aircraft stands. These aircraft stands are provided on the western, non-refurbished part of the apron in line with current operations. HOCHTIEF AirPort GmbH Page 174

175 Infrastructure Drainage During Phase 1 and as part of the Modernization Project II, the existing drainage system of the apron will be improved. New slot drains will be provided at the northern and southern side of the apron. The collected water will be lead by two new drainage mains, which will be constructed in form of retention tank sewers, to the main drainage water collection point on the airport manhole 43. From this manhole, the drainage water will be lead to a rainwater purification plant approximately 2km south of the airport. This plant will be refurbished in Phase 1 as part of the Modernization Project II. The drawing below shows the design of the refurbished rainwater purification plant. Airfield Lighting / Power Supply During Phase 1 and as part of the Modernization Project II, the existing airfield lighting will be upgraded to meet ICAO CAT II requirements and to implement new, energy efficient, lights. The runway lights are relatively new and do not need changing or upgrading. Taxiway B1 and B2 will receive centre line lights to be in compliance with ICAO CAT II operations. All taxiways that will be refurbished as part of the Modernization Project II, i.e. taxiways A1, B1, B2, C1, D and E will receive new edge lights. In addition, stop bar and guard lights will be provided. New and energy efficient apron flood lighting will be provided. In addition, during Phase 1 and as part of the Modernization Project II, the existing power system will be partly modernized. Works will include replacement of ageing equipment in electrical substations TP 2, TP 19, TP 22 and TP 23. The development will also include construction of a new building close to the existing DP-44 building and full replacement of 10 kva, 0.4 kva and transformers of DP-44 (phased). As part of the works to refurbish the power system of the airport, new cables shall be laid from TP 44 to substations TP 2, TP 19, TP 22 and TP 23. Further, efficient control panels will be installed with the aim that the airfield lighting can be centrally controlled, for example in the building of power supply and lighting services Phase 2 The Master Plan Phase 2 has been defined to meet the demand forecast for By then, 2.6 million passengers and 36,000 aircraft movements are forecast. Airport development in Phase 2 combines new constructions and expansion of existing facilities in three major categories and will mainly focus on developing a new passenger terminal: HOCHTIEF AirPort GmbH Page 175

176 Terminal A new terminal shall be developed to provide, in combination with the existing terminal, sufficient capacity to handle the demand forecast for A new terminal shall be constructed to the west of the existing terminal with a gross floor area of approximately 20,000 sqm. The existing access road to the current airport administration area can be expanded and can be used as the main access to the new terminal. In front of the new terminal, a new curb and sufficient car parks need to be provided. The new terminal will be able to handle a peak hour flow of approximately 600 passengers / hour and direction; the existing terminal will handle a similar traffic volume. In combination, both terminals will handle 2.6 million passengers per year. The graph below shows the new terminal location (No. 20) west of the existing passenger terminal (No. 13): HOCHTIEF AirPort GmbH Page 176

177 Airside Runway On the south side of the runway the runway strip does not meet ICAO recommendations. It is recommended to widen the strip to 150m to comply with ICAO recommendations. The airport land should be expanded to the south and the existing fence should be relocated outside the expanded runway strip. As the terrain is falling downhill south of the runway, earthworks should be undertaken to level the runway strip and, in this connection, to install a drainage for the southern side of the runway. Further, the airport area shall be expanded south-west of the runway to enclose the sensitive and critical areas of the ILS Glidepath for runway 08. The graph below shows the expansion of the safety strip (No 21) and the Glidepath sensitive (dark blue) and critical (light blue) areas: Apron The non-refurbished part of the existing apron shall be refurbished in Phase 2. Concrete pavement shall be used for areas that are used for parking jet aircraft, asphalt pavement for other apron areas. HOCHTIEF AirPort GmbH Page 177

178 Apron Layout Phase 2 The light grey areas indicate the parts of the apron to be refurbished in Phase 2. In total, the apron can accommodate: 3 aircraft code D 25 aircraft code C Four aircraft stands are limited in length to aircraft not exceeding a length of 27.5m. Typical aircraft not exceeding this length are CRJ 100/200, ATR 72 or Saab The refurbished part of the apron meets the requirements of 24 active aircraft stands, i.e. those aircraft stands that are in regular use for commercial aircraft operation. In addition, there is a demand for less frequently used 12 contingency aircraft stands. These aircraft stands are provided on the western and eastern, non-refurbished part of the apron in line with current operations. Infrastructure Cargo Terminal During Phase 2, it is recommended to develop a new cargo terminal at the north western part of the airport, adjacent to the current cargo apron. As almost all cargo is transported by passenger aircraft, the refurbishment of the cargo apron is not a precondition to developing the cargo terminal in this part of the airport. Size of the cargo terminal should be approximately 1,400 sqm which will be sufficient to handle up to 8,200 to of cargo. HOCHTIEF AirPort GmbH Page 178

179 Airfield Lighting / Power Supply During Phase 2, it is recommended to continue with the modernization of the power system. Works should include replacement of ageing equipment in electrical substations on the airport site TP-1, TP-7, TP-9, TP-10, TP-11, TP-12, TP 15 and TP Phase 3 The Master Plan Phase 3 has been defined to meet the demand forecast for By then, 3.2 million passengers and 42,000 aircraft movements are forecast. Airport development in Phase 3 will mainly focus on expanding the airport facilities in line with growing demand. Terminal The new terminal shall be expanded in line with growing demand. It is recommended to close the old terminal in Phase 3 and to concentrate all passenger operation in the new terminal. The expanded terminal should have a total gross floor area of 32,000 sqm and shall be able to handle up to approximately 1,600 passengers / hour and direction. The Master Plan allows for an implementation of passenger boarding bridges to the terminal. It should be noted that a decision on how to precisely expand the terminal should be taken approximately 5 years before the expansion will be carried out to best reflect users requirements. Car parks in front of the terminal shall be expanded in line with growing demand. HOCHTIEF AirPort GmbH Page 179

180 Airside Taxiways To handle the forecast demand of up to 21 aircraft movements / hour, it is recommended to develop a new parallel taxiway on the western side of the runway. Further, taxiways A2 and C2 shall be refurbished. Apron The apron in front of the terminal shall be expanded to the south in line with growing demand. In total, the apron shall provide for 42 aircraft stands, thereof 28 to be used frequently (active stands) and 14 to be used less frequently (contingency stands) as shown below: Further, the cargo apron is recommended to be refurbished during Phase 3. Infrastructure Airfield Drainage In line with the growing apron area, additional drainage mains and retention shall be implemented. It is recommended to implement additional drainage retention at the north-eastern side of the airport. HOCHTIEF AirPort GmbH Page 180

181 Airfield Lighting / Power Supply During Phase 3, it is recommended to finalize the modernization of the power system and to implement new equipment into those substations that have not been refurbished in either Phase 1 or Phase 2. HOCHTIEF AirPort GmbH Page 181

182 11. Land-Use Plan Land use drawings for the airport have been prepared for Phase 1, Phase 2, Phase 3 and a subsequent phase for the period after The drawings are annexed to this report Land-Use principles The preparation of a Land Use Plan for Chisinau Airport forms an essential part of the overall Master Plan development. The Land Use Plan allows Chisinau Airport to control future permissible developments at the airport land. The objectives of each land use zone are set out. All development should only be undertaken following Obtaining the consent of the airport company; and, thereafter Approval by the municipality, being the relevant approval authority for any developments on the airport land. It is recommended that the airport company focuses in its approval on assurance that the development is in line with the Master Plan and the airports commercial strategies. The municipality will be responsible to ensure that the developments are in line with applicable Moldavian standards. Development uses which are not specified in the Master Plan may be permitted on a case by case basis, following consideration as to whether that use is consistent with the Master Plan as a whole, as well as the other uses permitted with that particular zone. Any development on the airport shall be consistent with the Master Plan. Concentration of facilities The Master Plan development envisages a concentration of passenger and secondary facilities in dedicated areas. This creates synergies and cost savings for the airport and its stakeholders. A modern master plan is characterized by a clear division between landside and airside. The borderline between the landside access road and the airside forms a highly critical part of an airport layout. Together with its client HTA elaborates the best use of the available space considering an optimum mix between operational, technical and commercial demand and security requirements. Flexibility and modularity The master planning process started based on the vision described in chapter 3.1. In the course of the master planning process, this vision was gradually translated into tangible development objectives that served as terms of reference for the draft designs. Airfield Consolidate all active aircraft stands, with the strategy of centralizing all passenger handling processes in the area of the passenger terminals. HOCHTIEF AirPort GmbH Page 182

183 Remove upcoming bottlenecks on taxiways. The current layout of taxiways requires back tracking on the runway for aircraft requesting use of the full runway length. With higher intensity of aircraft operations, aircraft must be able to use the runway without regular need of back tracking. Flexible stand layout. The traffic forecast foresees that the majority of aircraft operating into Chisinau will be Code C aircraft and only few Code D aircraft will arrive. The apron stands provided for Code D aircraft should be used for an alternate parking of Code C aircraft for times case in which no Code D stands are needed. Terminal Optimizing passenger handling processes. An optimized and hassle free passenger process shall be facilitated through modern passenger terminal facilities. Upgrade restaurant and retail areas. In the course of terminal design, improvements to the current commercial facilities in the terminal were taken into account. Optimize road / terminal interface. Modern and efficient car parks shall be provided in the immediate vicinity of the terminal. Ancillary facilities / Landside Concentration of support facilities to allow for synergies between the different support facilities. Refurbishment of support facilities should be carried out in a phased way. Refurbishment of the utility system in a phased way, mainly connected to refurbishing the power and drainage system. Commercial Development Chisinau Airport holds well located lands near the passenger terminal in the north of the airport. This area is can be used for commercial (real estate developments) and is reserved in the land use plan for such use. HOCHTIEF AirPort GmbH Page 183

184 11.2 Airfield Development Concept To facilitate the movement of aircraft at junctions and intersections, fillets should be provided at junctions at intersections of taxiways with runway, apron and other taxiways. Required Land To facilitate the implementation of the Master Plan, the land of Chisinau Airport should be expanded south of the runway for expanding the runway strip and for ILS-related areas as described below. Required areas are ha and 3.11 ha respectively. Chisinau Airport, on the other hand, will not need other parts of the airport land west of the existing cargo apron and in the south-east of the runway for the foreseeable future. These areas, size of ha and ha respectively, may be, in full or partly, used for a land swop in exchange of getting access to the additional land needed south of the runway. The graph below indicates the affected areas: HOCHTIEF AirPort GmbH Page 184

185 Required Aircraft Stands As described in chapter 7, the apron needs to be extended to meet future demand. The apron development is triggered by aircraft movements, mainly aircraft movements during the peak hour and the peak day as detailed in chapter 7. The table summarizes of required aircraft stands in future. Phase 1 Phase 2 Phase 3 Code B Code C Code D Total Aircraft Stands Pavement Strength The subgrade value at Chisinau Airport is within the medium strength and low strength categories according to ICAO, Annex 14, characterized by values around CBR ~ 10 or k ~ 80 MN/m³. Referring to the future (next 20 year) traffic load the main loading parameters for the pavement design can be assessed to: 50,000 annual full load movements (1,000,000 movements in total for the next 20 years) thereof 15% Code D (e. g. B ) 65% Code C (e. g. B ) 20% Code C (e. g. ATR 72) A cursory pavement design has been carried out according to the US-FAA Advisory Circular 150/5320-6D Airport Pavement Design and Evaluation The following tables show the envisaged future PCN values after finalization of Modernization Project II. The figures are mainly comparable to a mixture of the ACN values of the main design aircraft B with MTOW (maximum take-off weight) of app. 78,500 kg and the heaviest aircraft to operate within the design calculations is the B with MTOW of app. 159,700 kg, but only limited numbers as described in the design report airfield. HOCHTIEF AirPort GmbH Page 185

186 Runway / bearing strength: Runway PCN value present declared PCN value after refurbishment Runway 08/26 PCN 59 /R/A/X/T PCN 52 /R/B/X/T Taxiways / bearing strength: Taxiway PCN value present declared PCN value after refurbishment TWY A1 PCN 42 /R/B/X/T PCN 54 /R/C/X/T TWY B1 PCN 42 /R/B/X/T PCN 54 /R/C/X/T TWY C1 PCN 42 /R/B/X/T PCN 54 /R/C/X/T TWY A2 PCN 38 /F/D/X/T PCN 38 /F/D/X/T unchanged TWY B2 PCN 31 /F/D/X/T PCN /F/D/X/T TWY C2 PCN 38/F/D/X/T PCN 38 /F/D/X/T unchanged TWY D PCN 40/F/D/X/T PCN /F/C/X/T TWY E PCN 61 /F/D/X/T PCN 54 /F/C/X/T Apron / bearing strength: Apron Taxiway PCN value present declared Apron 2 PCN 38 /F/D/X/T PCN 52-56/R/C/X/T Apron 1 (sec 16) east PCN 28 /F/D/X/T PCN 52-56/R/C/X/T The ACN values of the B are on rigid pavement (subgrade category B and C) not higher than the values of the B For flexible pavement sections with low and ultra low subgrade strength (subgrade category C and D) the ACN values for the B increase significantly. HOCHTIEF AirPort GmbH Page 186

187 For new flexible pavement, the following section is recommended: 12cm asphalt surface (4cm wearing course / 8 cm Binder course) 25cm asphalt (bituminous) base course 30cm crushed aggregate base course 36cm uncrushed aggregate base course / as lower base course and frost prevention layer 103cm total pavement thickness on subgrade (CBR ~ 6) For the new apron hard stands a similar calculation has been made resulting in a recommended new rigid pavement section of: 40cm Portland cement concrete slabs (about 6.00 x 6.00m) 23cm cement treated base course 40cm crushed aggregate base course / also acting as frost prevention layer 103cm total pavement thickness on subgrade (k ~ 40 MN/m³) HOCHTIEF AirPort GmbH Page 187

188 Isolated Aircraft stand An Isolated aircraft stand will be provided. ICAO recommends: The isolated aircraft parking position should be located at the maximum distance practicable and in any case never less than 100 m from other parking positions, buildings or public areas, etc. Care should be taken to ensure that the position is not located over underground utilities such as gas and aviation fuel and, to the extent feasible, electrical or communication cable. The isolated aircraft stand will be located at the eastern end of taxiway D. The distance to any other aircraft position is sufficient. In case of use of the eastern end of taxiway D as an isolated aircraft stand, taxiway A1 should be closed. Quarantine Stand If a specific health thread is reported or suspected from a specific aircraft, this aircraft shall be isolated on the passenger apron. In line with Moldovan legislation, the relevant authorities shall approach the aircraft to identify the level of thread and to decide on further steps. If need be, adjacent aircraft positions may be vacated or the suspected aircraft may be towed to a remote area. In very specific circumstances authorities may decide to park the aircraft on the isolated aircraft stand. Governmental Aircraft Stand Immediately in front of the delegation terminal aircraft stands are available which may be used for serving governmental aircraft. If a need arises for governmental aircraft to be handled on roll in roll out positions, such positions are available in the vicinity of the delegation terminal to the east (in HOCHTIEF AirPort GmbH Page 188

189 Phase 1) and to the south (in Phase 3). Under specific circumstances there may be a need for a representative roll in roll out aircraft stand immediately in front of the delegation terminal for example to officially welcome Heads of State. In such case, the three aircraft stands in t of the delegation terminal can be vacated, making way for such special operation. Runway The existing runway 08/26 with a total length of 3,560m is more than sufficient to handle the current and future traffic. The capacity of the runway is determined and the need of a further runway is triggered by aircraft movements during the peak hour as detailed in chapter 7. The width of the runway of 45m is also sufficient but shoulders do not exist. To meet ICAO regulation for a Code 4 D airport, shoulders shall be added to the runway in phase 2. The runway strip south of the runway should be extended in phase 2 to 150m, to be in line with ICAO recommendations. For aircraft operations an ILS system is available. The ILS is CAT I for arrivals in 08 and CAT II for arrivals in 26. As described above, the runway strip does not meet ICAO regulations. The strip needs to be extended on the south side of the runway. Taxiways Three taxiways A1, B1 and C1 are connecting to taxiway D. Taxiway D is the old runway of the airport and is in a similar alignment than the runway. Four more taxiways A2, B2, C2 and E connect the parallel taxiways D to the passenger apron. Taxiway C2 connects taxiway D with the cargo apron in the western part of the airport. In Phase 3, a new taxiway shall be constructed parallel to the runway in the western part of the runway between taxiway C1 and threshold 08. This taxiway connection to the runway will increase the runway capacity. The taxiway developments are triggered by aircraft movements during the peak hour as detailed in chapter 7. New Taxiway The current taxiway lighting is in an old condition and should be refurbished during Phase 1. In this context, taxiway centre line lights shall be installed at taxiways B1 and B2 to meet ICAO regulations for CAT II operations. HOCHTIEF AirPort GmbH Page 189

190 Apron The main apron, as described above, shall be refurbished and reorganized in phases 1 and 2. In Phase 3, the apron size shall be extended to the south to meet increased demand for parking aircraft. In addition, in phase 3 the cargo apron should be refurbished, two aircraft can be located on the refurbished apron. The existing flood lighting is recommended to be replaced in phase as it is in a bad condition and not energy efficient. Energy efficient lamps shall be used to light the apron. In general, the pavement strength has to be improved to cope with future requirements. Therefore the apron will be entirely refurbished or reconstructed during the first development phases Terminal Development Concept Design Parameters The design parameters are based on the results of the traffic forecast, IATA Airport Design Reference Manual 9 th Edition and HTA s industry experience. A terminal development is triggered by passenger demand, namely peak hour passengers and is always ideally matching capacity requirements and provision of space is not economical and operational feasible. This would lead to more or less ongoing construction activities hindering operations, causing inconvenience to the passengers and increased investment cost. The proposed modular expansion concept is reflecting the results of the traffic forecast and a reasonable lifecycle of terminal developments. These proposals are representing a good level of balance between investment, operational demand and capacity provision. The lifecycle of each expansion step is approximately 10 years. The design shall meet the operational, functional and space requirements on an IATA Level of Service C (LoS C) for the reference year. Looking at the expansion proposed for the existing terminal in Phase 1, the design year was developed out of the underlying capacity requirements stipulating a throughput capacity of 750 PHP in each direction and reflected in the HTA traffic forecast update for The design is providing a LoS C for this capacity for the year Thereafter, the next terminal development phase needs to follows if the peak hour passenger volume exceeds 750 passengers and if LoS C is intended to be maintained. Alternatively, a lower service level may be accepted by the airport, postponing the next development phase. Chisinau Airport has expressed an intend to accept a lower service level than LoS C for approximately 5 years before commencing the next terminal development phase. HOCHTIEF AirPort GmbH Page 190

191 Functional Requirements The passenger terminal shall be planned according to the following guidelines: The passenger terminal shall be a centralized facility with common check-in isles and a long term option for common use for all flights. The passenger terminal shall be designed with a 1 and 1/2-level concept. Arriving passengers shall be kept separate from departing passengers. Transfer channels shall be equipped with screening devices The security screening of checked bags will be in line, part of the baggage handling system Pre-flight screening shall be centralized A new passenger terminal shall be designed to allow for future installation of passenger boarding bridges without heavy interference with passenger operations The terminal shall offer sufficient and ideally located areas for maximization of non aeronautical revenues HOCHTIEF AirPort GmbH Page 191

192 Space and Equipment Requirements The tables below are showing the basic assumptions respectively design parameters used for the calculation of the required passenger processing devices and areas for the relevant design years 2015/16, 2015 and The below listed area figures are mainly related to the sole requirements for the processing purposes and do not contain any additional space needed for commercial, offices, circulation, building utilities and construction. The areas deriving out of the architectural layout are therefore differing but ensuring the agreed IATA level of service. Year 2015/ Meeters / Greeters per Passenger per passenger 1,0 0,5 0,5 Passenger Terminal Units Productivity Rates Check-In Counter Seconds / Passengers * counter 60,0 45,0 45,0 Departures Passport Control Seconds / Passengers * desk 60,0 45,0 45,0 Passenger Screeneing Passengers / hour * unit 180,0 180,0 180,0 Gates Departures / hour * gate 2,0 2,0 2,0 Arrivals Passport Control Seconds / Passengers * desk 60,0 45,0 45,0 Baggage Reclaim Belts Arrivals / hour * belt 3,0 3,0 3,0 Dwell Times Landside Departures Hall min 30,0 15,0 15,0 Check In Area min 15,0 15,0 15,0 Departures Customs Control min 5,0 5,0 5,0 Departures Passport Control min 5,0 5,0 5,0 Airside Departures Area min 45,0 45,0 45,0 Arrivals Passport Control min 15,0 15,0 15,0 Baggage Reclaim Hall min 15,0 15,0 15,0 Arrivals Customs Control min 10,0 10,0 10,0 Landside Arrivals Area (passengers) min 5,0 5,0 5,0 Landside Arrivals Area (meeters) min 45,0 30,0 30,0 Area Provision / Occupant (IATA LoS C) Landside Departures Hall sqm / occupant 2,3 2,3 2,3 Check In Area sqm / occupant 1,3 1,3 1,3 Departures Customs Control sqm / occupant 1,5 1,5 1,5 Departures Passport Control sqm / occupant 1,0 1,0 1,0 Airside Departures Area sqm / occupant 1,5 1,5 1,5 Arrivals Passport Control sqm / occupant 1,0 1,0 1,0 Baggage Reclaim Hall sqm / occupant 1,7 1,7 1,7 Arrivals Customs Control sqm / occupant 2,3 2,3 2,3 Landside Arrivals Area sqm / occupant 2,3 2,3 2,3 HOCHTIEF AirPort GmbH Page 192

193 Unit Demand 2015/ Check-In Counter no 12,5 16,5 19,8 Departures Passport Control no 12,5 16,5 19,8 Passenger Screeneing no 4,2 7,3 8,8 Gates no 3,5 6,0 7,0 Arrivals Passport Control no 12,5 16,3 19,5 Baggage Reclaim Belts no 2,3 4,0 4,7 Area Requirement Landside Departures Hall sqm 1.725, , ,8 Check In Area sqm 243,8 428,7 513,5 Departures Customs Control sqm 93,8 164,9 197,5 Departures Passport Control sqm 62,5 109,9 131,7 Airside Departures Area sqm 843, , ,5 Arrivals Passport Control sqm 187,5 326,0 390,5 Baggage Reclaim Hall sqm 318,8 554,2 663,9 Arrivals Customs Control sqm 287,5 499,9 598,8 Landside Arrivals Area sqm 1.437,5 999, , Draft Terminal Design Development Concept and Phasing The development of the Chisinau Airport terminal facilities will consist of three Phases until 2030: Phase 1 extension of the existing terminal by adding airside departure and arrival space as well as enlargement of the baggage make-up/break-down area. Phase 2 implementation of a new core terminal including all required terminal operational facilities not including contact stands. The Terminal development offers certain operational options such as usage of the terminal for the whole passenger operation as well as usage as dedicated terminal for certain airlines. Phase 3 adding of additional check-in capacity, expansion of the baggage system and adding of fixed passenger boarding elements as well as flexible ones for 5 contact stands and final transfer of the whole passenger operations to the new development. The new terminal will be developed in a 1 and ½ level concept suitable for the passenger figures forecasted for 2030 and beyond. 1. The ground floor level provides in the most efficient way the international bus departure and bus arrival zones with direct access for arriving passengers to the baggage claim areas. Baggage make-up and break-down areas are separating the airside from the landside, the latter comprising the public arrival and departure halls. Part of the public departure is defined by the check-in island ideally located in close proximity to the baggage make-up hall. The dimension of the proposed ground floor footprint is ~ 130 x 115 m. 2. Access to the first floor is directly from the ground floor via escalators, elevators and stairs leading to the customs and security screening area. Having passed this processing area the departing passengers are arriving at the immigration control, giving access to the de- HOCHTIEF AirPort GmbH Page 193

194 parture area starting with the airside market place. From the marketplaces the passengers are having direct access, via stairs to the departure bus gates on the ground floor level. The whole architectural concept is based on the idea to allow for undisturbed operations during the future development/construction phases, providing capacity until the years 2030 and beyond. Due to this the layout of Phase 2, the new terminal, is concentrating, beside optimized passenger convenience and airport operations as well as development of commercial revenue potential, on the right allocation of areas to be expanded, in case of an increased demand, regarding passenger processing and the related baggage handling facilities. The concept offers a high level of flexibility in terms of future development allowing choosing the most appropriate development meeting operational requirements, passenger convenience and financial viability. The concept offers a long-term development perspective. The sketch illustrates the level concept chosen for the new Chisinau Airport Terminal development. Ground Floor Airside Landside Departure Hall and Check In Baggage Make-Up Airside Departure Hall Airside Arrivals Baggage Break-Down Baggage Reclaim Landside Arrival Hall Vertical circulation / Secondary Facilities Customs / Border Control Landside HOCHTIEF AirPort GmbH Page 194

195 First Floor Airside Airside Departure Hall Customs / Security / Border Control Walk Through Duty Free F+B / Retail Vertical circulation / Lounges / Offices etc. Landside The layout allows for a simple expansion by adding new areas and building volumes to both sides of the terminal and adding of a pier as well as boarding bridges and the required arrival corridor. Ground Floor Airside Landside Departure Hall and Check In Baggage Make-Up Airside Departure Hall Airside Arrivals Baggage Break-Down Baggage Reclaim Landside Arrival Hall Vertical circulation / Offices etc. Customs / Border Control Landside HOCHTIEF AirPort GmbH Page 195

196 First Floor Airside Airside Departure Hall Customs / Security / Border Control Walk Through Duty Free F+B / Retail Vertical circulation / Lounges / Offices etc. Landside Sections Landside Airside Airside Departure Hall Customs / Security / Border Control F+B / Retail Baggage Make-Up Landside Departure Hall Vertical circulation / Lounges / Offices etc. Landside Airside Airside Departure Hall Customs / Security / Border Control F+B / Retail Baggage Make-Up Landside Departure Hall Vertical circulation / Lounges / Offices etc. Fixed Passenger Boarding Bridges Airside Arrival Corridor. HOCHTIEF AirPort GmbH Page 196

197 11.5 Landside Access and Car Parking The airport is well linked to the main highway connecting Chisinau and Tiraspol. The highway consists of a double lane in each direction and divided in front of the terminal area. Capacity of the highway is approximately 3,000 vehicles per hour and direction. Currently, the highway capacity is utilized by approximately 1/3 rd, i.e. approximately 1,000 vehicles / hour and direction. Thereof, approximately 200 vehicles / hour and direction are airport related and approximately 800 vehicles / hour are non airport related. The capacity of the existing highway will be sufficient at least until 2030 to handle the increased traffic volume from the airport, even assuming a background growth of 5% p.a. for the non-airport related traffic and no mode shift for the airport related traffic. The existing terminal is connected to the main highway by a short connection with two lanes per direction, leading into the curbs in front of the existing passenger and VIP / delegation terminal area. The capacity entrance to the delegation terminal curb is secured and only available to authorized vehicles. The passenger terminal curb is mainly used for departures, whilst meeters and greeters awaiting arriving passengers use the car park in front of the terminal. The terminal curb consists of two drive-through lanes and one stop lane. Available curb length is approximately 175m, sufficient to handle the demand of Phase 1. The car park in front of the terminal has a capacity of 150 stands, mainly used by meters and greeters awaiting arriving passengers. During peak periods, the capacity of the car park is insufficient to meet current demand. To meet the demand for Phase 1, the car park shall be expanded, either by providing a multi storey car park at the existing at grade car park or by expanding the at grade car park near the airport administration west of the terminal. For Phases 2 and 3 and in connection with the development of the new passenger terminal, the existing access to the highway will be amended. A modern one way loop will be created leading passengers into the terminal zone from the highway at the existing intersection of the road connection the administration zone with the highway. The new one way loop will by pass the airport administration, the new airport city, modern car parks and will lead to the new terminal curb. The exit to the highway will be via the current road connecting the highway with the existing terminal. The new loop will be a two lane road, widened in front of the terminal into a dedicated public transport curb (one stop lane and one drive through lane) and one curb for the general public with one stop lane and two drive through lanes. Public transport services including mini-bus and bus services are regularly offered. Approximately 200 m before the main link to the airport, coming from the Chisinau city centre, there is a link to the administration area accommodating buildings of the CAA, Air Moldova and Chisinau Airport. To meet the forecast demand for car parks in Phase 2 and 3, additional car parks can be built in front of the new passenger terminal. A part of the car parks is recommended to be built in form of multi storey parking garages and the remainder in form of at grade car parks. HOCHTIEF AirPort GmbH Page 197

198 In long term future a shuttle bus connection to the railway station north of the airport can be implemented. The landside facilities are triggered by passenger movements, annual as well as peak hour movements as described in chapters 7 and Ancillary Facilities Based on the traffic forecast, a phased development of the airport infrastructure has been developed. Besides major facilities like the apron or the passenger terminal, sufficient support infrastructure needs to be provided at an airport. This includes secondary buildings as well as infrastructure for utilities such as power and water. Introduction The secondary buildings of airports are supporting and complementing facilities for airports. Some of these facilities are essential for the operation of an airport. The purpose of the facilities can reach from a hotel or canteen to an ATC tower. At Chisinau Airport an area has been reserved to develop a new technical centre in the eastern part of the airport. The following figure shows the ancillary facilities at the airport and the location of the new technical area. Ancillary Facilities HOCHTIEF AirPort GmbH Page 198

199 Technical Center The new technical center shall be developed in a phased way in phases 2 and 3 and should comprise the following facilities: Building Maintenance Social Block / canteen Access Gate to the airside Vehicle Workshop Vehicle Shed GSE Hall The graph below shows an allocation of these components. Technical Center Building Maintenance can remain in the north-western area. However, it needs to be relocated in order to obtain one connected commercial area (2) HOCHTIEF AirPort GmbH Page 199

200 Alternative: Building Maintenance remaining in North West Sector Ground Service Equipment and Maintenance Area As part of the new eastern technical centre, it is foreseen to construct a new Ground Service Equipment hall. Cargo Terminal In Phase 2, a new cargo terminal shall be developed at the western part of the airport which has historically already been used for cargo activities. A cargo hall with a gross floor area of approximately 1,400 sqm will be sufficient to handle the demand forecast for Phase 2 (7,100 to / year) and, assuming improved productivities over time, Phase 3 (8,200 to / year). Approximately 1,200 sqm gross floor area should be dedicated to the cargo hall and the remaining 200 sqm for offices. Depth of the hall should be 40m to allow for efficient flows inside. Initial width of the hall should be 30m. The hall should be designed that it can be expanded in a modular way by moving the side walls, thus increasing the width of the hall. The offices are typically located at the second floor. Inside the cargo hall, the following facilities should be provided: Desks for customers delivering and receiving cargo Screening facilities Customs control areas, import and export Export storage area Areas to build cargo pallets Import Storage area Areas to break down pallets HOCHTIEF AirPort GmbH Page 200

201 Room for storing goods of high value, approximately 10 sqm Air conditioned / cooled room with two adjustable temperature zones, typically adjustable between -5 and +10 degrees Celsius, approximately 100 sqm Room for storing dangerous or special goods, approximately 50 sqm During a typical peak day, approximately 35 to of air cargo (combined import and export) will need to be handled in the new cargo hall. Like for the passenger terminal, the airside landside line should run through the cargo terminal. This mode of operation has the advantage that customers do have a landside access to the cargo hall to deliver and pick up their goods. In addition, ground handlers can access the cargo hall from the airside to pick up air cargo which is due to be loaded on aircraft as well as to deliver air cargo from landed aircraft. Inside the cargo hall, all cargo due to be exported should be screened. In line with EU standards, screening of a part of the air cargo may not be required in the hall if this air cargo is being delivered by certified forwarders who have carried out the screening at their facilities. Outside the cargo hall, sufficient maneuvering areas have to be allowed landside and airside to ensure good access to and from the cargo hall. Landside, a 35 m wide zone has been allowed for serving and parking vehicles delivering and receiving air cargo. Although the majority of the vehicles will be of van category, typically transporting up to 2 to of cargo, the design shall allow to handle up to 18m long trucks. Five loading bays will be sufficient to handle the cargo volume. Airside, a 20 m wide zone has been allowed for serving the cargo hall. This zone is typically used for storing equipment like dollies used for transporting air cargo to and from the aircraft. Fire Fighting Station Chisinau Airport is classified as category 6, as per Annex 14 ICAO of the airport Service Manual, Part I, Firefighting. The equipment meets the requirements of category 7. This is sufficient to handle Code C aircraft. If Code D aircraft are going to operate into Chisinau Airport on a scheduled basis, the fire fighting category needs to be upgraded to CAT 8 as defined in ICAO Annex 14, Section 9.2. To meet the requirements for CAT 8, at least three fire fighting and rescue vehicles meeting ICAO standards need to be provided. The existing fire station is well located and can remain in use during the Master Plan period. There is no need for a second fire fighting station. Air Traffic Control building and tower The air traffic control tower has a good location with an unobstructed view of the entire maneuvering area. A new air traffic control tower is not required within the Master Plan horizon. The air traffic control building will need refurbishments in mid to long term future. A replacement of the building is not necessary. HOCHTIEF AirPort GmbH Page 201

202 Security Facilities and Access Gate Chisinau Airport has one main state of the art landside to airside gate near the airport administration office west of the passenger terminal. One additional and secondary landside to airside gate is located in the north eastern part of the airport. The existing main gate is well located and can remain as the main airside access gate during the Master Plan horizon. In connection with developing the new technical zone in the north eastern airport area, the existing secondary gate should be upgraded in Phase 2 to the same standard as the main gate. Airport administration building The majority of airport administration is located in the former airport hotel west of the passenger terminal. Other employees have their offices near their areas of duties, partly airside. Although already relatively old, there is no immediate need to develop a new administration building if the existing one is regularly maintained and upgraded. In case a new administration building is decided to be developed, such offices should be developed in the commercial development zones of the airport, either in front of the new terminal or, alternatively, west of the existing administration office Utilities Surface Water Drainage The surface water system needs to be upgraded in order to meet current and future demand. Phase 1 In connection with the apron reconstruction in Phase 1, the drainage system will be modernized. High strength drainage channels shall be implemented to collect the surface water and improving the current insufficient drainage situation in front of the VIP / Delegation terminal. New pipes, collecting the drainage water from the northern and southern apron side, will be provided. The existing rainwater purification plant approximately 2 km south of the airport will be refurbished. As the capacity of this purification plant is limited, retention volume will be provided in form of two tank sewers for the new pipes collecting the apron drainage water. Further, in Phase 1 the drainage system along runway will be enhanced. Missing inlet devices will be implemented. In connection with the reconstruction of the runway, the overlay and the shoulders will be built with adequate transversal slope, improving surface water run-off. Phase 2 In connection with the widening of the runway strip south of the runway, a new drain south of the runway should be implemented. This drain shall collect the surface water of the southern side of the runway. The water shall be led into the rainwater purification plant. A retention basin is foreseen HOCHTIEF AirPort GmbH Page 202

203 to reduce the water load into the purification plant. To avoid that birds are attracted by the retention basin, the retention basin needs to be covered by a net. Phase 3 In connection with the provision of additional apron stands in Phase 3, the apron drainage system will need to be expanded. Additional drains and retention basins are foreseen to be developed. The following drawings show the surface water drainage system of Chisinau Airport for Phase 1, Phase 2 and Phase 3. HOCHTIEF AirPort GmbH Page 203

204 Please insert here Surface Water Drainage Drawing Phase 1 A3 Fold Out 5_Water Drainage pdf HOCHTIEF AirPort GmbH Page 204

205 Please insert here Surface Water Drainage Drawing Phase 2 A3 Fold Out 6_Water Drainage pdf HOCHTIEF AirPort GmbH Page 205

206 Insert here Surface Water Drainage Drawing Phase 3 A3 Fold Out 7_Water Drainage pdf HOCHTIEF AirPort GmbH Page 206

207 Water Supply In connection with the development of the airport in Phases 1, 2 and 3, the water supply system will need to be expanded. However, no new main connections are necessary. Waste Water In connection with the development of the airport in Phases 1, 2 and 3, the waste water system will need to be expanded. However, no new main connections are necessary. Power Supply The external power supply system from three independent sources is sufficient and safe. The old existing equipment on airport due for replacement as described above. The below drawings show the development of the Water Supply, Waste Water and Power System for Phase 1, Phase 2 and Phase 3. HOCHTIEF AirPort GmbH Page 207

208 Please insert here Utility Drawing Phase 1 A3 Fold Out 8_Utilities 2015 A3.pdf HOCHTIEF AirPort GmbH Page 208

209 Please insert here Utility Drawing Phase 2 A3 Fold Out 9_Utilities 2025 A3.pdf HOCHTIEF AirPort GmbH Page 209

210 Please insert here Utility Drawing Phase 3 A3 Fold Out 10_Utilities 2030 A3.pdf HOCHTIEF AirPort GmbH Page 210

211 Gas supply and Heating The heating plant for the airport is supplied by natural gas. It is recommended to maintain the existing heating plant for the existing consumers, including the airport village. For major new structures like hotel, new commercial areas and the new terminal, independent and de centralized thermical plants should be provided in connection with the individual developments. The external gas supply network should be extended to serve the new structures. Such extension should be carried out in connection with developing the new structures. Fuel Supply System The existing fuel farm is well located immediately north west of the airport and has a high capacity potential. There is no need to expand the area of the fuel farm or to change the location during the Master Plan horizon. At present trucks transport the fuel to the apron using partly landside roads between the apron and the fuel farm. To limit the truck traffic to and from the fuel farm in future, it is recommended to install in Phase 3 a pipeline from the fuel farm to a central truck filling station south of the apron. From there, fuel tankers can easily access the apron and refuel the aircraft. However, to keep maximum flexibility in use of aprons it is recommended not to install a hydrant fuelling system. HOCHTIEF AirPort GmbH Page 211

212 De-Icing To insure save operation during winter period aircraft have to be de-iced before the departure. The two most commonly used de-icing concepts have been evaluated for Chisinau Airport: Dedicated de-icing stands De-icing on dedicated stands close to the take-off thresholds. De-icing will take place immediately before take-off at dedicated stands near the threshold. This allows for the reduction in the concentration of expensive de-icing fluid in the fluid / water mixture. Separators and catchment basins for de-icing fluid can also be limited to these dedicated de-icing stands. De-icing on-stand De-icing can be done during the regular ground servicing cycle of the aircraft at its regular stand. The aircraft will then leave the stand and go through regular take-off routine Currently all aircraft are de-iced at the aircraft stand on the apron. This standard procedure for aircraft de-icing can remain in future. Optionally, a dedicated de-icing facility can be implemented in Phase 3 east of taxiway B2. It is recommended to provide facilities for at least two Code C or, alternatively, one Code D aircraft (no. 3 below). De-Icing Position HOCHTIEF AirPort GmbH Page 212

213 During de-icing operation, water shall be specifically collected and lead to pollution control points (no 5 above). In case pollution is within regulatory limits, the water can be discharged into the regular surface water drainage system. In case pollution is too high, the water shall be lead into the sewage system for treatment Safety and Security At each airport, a basic level of security is required under normal operating conditions. In addition, operational measures should be in place for periods of high tension. Procedures should be in place to facilitate a safe operation of the airport. At Chisinau Airport, a dedicated department is in charge of the airport safety and security. This Master Plan sets the framework, under which an effective safety and security management and operation of the airport can be implemented. This Master Plan defines the framework to under which the safety and security department can maintain its operation. To support an effective management, specific attention has been laid to developing the facilities of the airport in compliance with applicable international standards, especially the ICAO Annex 14 standard. One of the most important security components is to ensure that only authorized persons can enter the security restricted areas of the airport. The entire security restricted area of the airport needs to be fenced and patrolled. Dedicated gates shall allow for access of persons and goods to the security restricted areas. All persons, passengers and employees as well as goods shall be inspected by authorized personnel to ensure that no unlawful access is granted. All persons requiring regular access to the security restricted area shall be screened and cleared in advance and shall subsequently receive access ID cards identifying the person and the areas to which the person has access. Other persons, requiring only occasional access, should get a temporary access and should be accompanied by a person holding a permanent access ID at all times whilst being in the security restricted area. Passengers and their baggage shall only be allowed to enter the security restricted area inside the terminal and on the apron in direct connection with boarding the aircraft. All passengers shall be escorted for the way between the passenger terminal and the aircraft. All departing and transferring passengers and their baggage shall be screened. Screening shall include passengers and their baggage using the VIP / Delegation terminal. Airport staff working inside security restricted areas of the terminal shall undergo the same level of screening as the passengers, either using the same channels as the passengers or a dedicated channel. In connection with the development of the technical and maintenance centre in the north eastern part of the airport it is foreseen to upgrade the existing gate at this location, making it the main gate for all maintenance-related activities. The existing main gate to the west of the Moldatsa area can remain in place. It will be in future in immediate vicinity of the new passenger terminal and thus be well located for all activities that are to be carried out in connection with handling passengers. HOCHTIEF AirPort GmbH Page 213

214 Only controlled cargo shall be loaded on aircraft. Control can be either carried out at specifically licensed forwarders, inside the cargo hall or at the gates towards the security restricted area. For Chisinau airport it is recommended to conduct the screening of the air cargo inside the new cargo hall once constructed in phase 2. Until then, the existing system of controlling air cargo shall remain in place. Once the new cargo hall is completed, only those cargo items that are not processed in the cargo hall shall be controlled at the gate. For those items it is recommended to make use of specifically licensed forwarders or handlers, thus reducing the controlling requirements at the gate. An obstacle analysis has been carried out as part of this Master Plan; the results are presented in section 4 of this report. Summarizing the obstacle analysis, the runway strip should be extended south of the runway to a width of 150 m to be in line with ICAO recommendations. Two old and out of use Moldatsa observation buildings south of the runway, close to the electrical substations TP-22 and TP-23 are forming obstacles and should be removed. The needs of the fires and rescue station have been assessed as part of this Master Plan; the results are presented in section 11. Summarizing the results, the fire station needs to be upgraded from CAT 6 to CAT 8 to meet future needs. HOCHTIEF AirPort GmbH Page 214

215 12. Financial Planning During the course of preparing the Master Plan, estimates have been prepared on the likely implementation cost, or capital expenditures (or Capex ), of the different identified improvements. This section summarizes these implementation cost and provides information on the underpinning assumptions. Purpose of this capital expenditures assumption is to provide guidance to the airport management on the long-term financial planning of the airport. It is, however, not a detailed financial or business plan. The majority of the works of phase 1, but not all, are foreseen to be carried out as part of the airports Modernization Project 2, which is designed in parallel. Latest cost estimates for the Modernization Project 2, status end December 2009, have been implemented in the below tables as and where applicable. Implementation of the Master Plan is estimated to require the below listed capital expenditures: Summary Table Phase 1 [Euro] Phase 2 [Euro] Phase 3 [Euro] Airfield 28.5 million 13 million 14.5 million Passenger Terminal 5 million 49 million 30 million Secondary Facilities / Utilities 14 million 20.5 million 7.5 million Contingency (app.10%) 4.5 million 7.5 million 5 million Total 52 million 90 million 57 million The values above are detailed in the below sections. The above values are real values, price basis end The values include fess, for example design and legal fees but no taxes. Cost for land acquisition is not included (a land swop may be possible). The above table is based on the assumption that the existing terminal will remain open in phase 2 and will be closed in phase 3. The values include investments into car parking and air cargo as detailed below, which may be carried out by either the airport or third parties. All values are rounded values. The summary table is based on the following assumptions for the different expansions: HOCHTIEF AirPort GmbH Page 215

216 Airfield Area [sqm] Unit Rate [EUR/sqm] Capex Phase 1 [Rounded] Capex Phase 2 [Rounded] Capex Phase 3 [Rounded] Runway Modernization Project 2 EUR 13 m Overlay 225, EUR 5.5 m Widening of Strip / ILS Area Allowance EUR 0.5 m Sub-Total Runway EUR 13 m EUR 6 m - Taxiways Modernization Project 2 EUR 5 m Overlay 30, EUR 2.5 m EUR 0.75 m New 33, EUR 2.75 m Sub-Total Taxiways EUR 5 m EUR 2.5 m EUR 3.5 m Apron Modernization Project 2 EUR 6.5 m Overlay 50, EUR 1.25 m New Phase 2 30, EUR 2.75 m New Phase 3 110, EUR 10 m Sub-Total Apron EUR 6.5 m EUR 4 m EUR 10 m Airfield Lighting Modernization Project 2 EUR 4m Improvements Phase 2 and Phase 3 Allowance EU 0.5 m EUR 1 m Sub-Total Airfield Lighting EUR 4 m EUR 0.5 m EUR 1 m Total Airfield EUR 28.5 m EUR 13 m EUR 14.5 m HOCHTIEF AirPort GmbH Page 216

217 Terminal Area [sqm] Unit Rate [EUR/sqm] Capex Phase 1 [Rounded] Capex Phase 2 [Rounded] Capex Phase 3 [Rounded] Terminal Expansion Existing Terminal as per EUR 5 m Modernization Project 2 New Terminal Phase 2 19,500 2,500 EUR 49 m Expansion New Terminal Phase 3 12,000 2,500 EUR 30 m Total Terminal EUR 5 m EUR 49 m EUR 30 m HOCHTIEF AirPort GmbH Page 217

218 Secondary Facilities Area [sqm] / Number [No] Unit Rate [EUR/sqm] Capex Phase 1 [Rounded] Capex Phase 2 [Rounded] Capex Phase 3 [Rounded] Real Estate n/a 3rd Party 3rd Party 3rd Party Car Parking At Grade Phase 1-1,500 - At Grade Phase stands 1,500 EUR 0.5 m At Grade Phase stands 1,500 EUR 0.2 m Multi Storey Phase stands 8,000 EUR 4 m Multi Storey Phase stands 8,000 EUR 4 m Multi Sotrey Phase stands 8,000 EUR 1.8 m Sub-Total Car Parking EUR 4 m EUR 4.5 m EUR 2 m Air Cargo Building 1,400 sqm 1,200 EUR 1.7 m Stageing Area 3,000 sqm 100 EUR 0.3 m Sub-Total Air Cargo EUR 2 m GA / Technical Area Developments Phase 2 and Phase 3 Allowance EU 5 m EUR 1 m Sub-Total GA / Technical Area EUR 5 m EUR 1 m Power New Sections Main Station DP ,000 EUR 2.3 m New Substations Phase ,000 EUR 2.7 m New Substations Phase ,000 EUR 5.4 m Cabling Phase 1 Ls EUR 1.5 m Additional allowance Phases 2 and 3 Allowance EUR 0.6 m EUR 0.5 m Sub-Total Power EUR 6.5 m EUR 6 m EUR 0.5 m HOCHTIEF AirPort GmbH Page 218

219 Secondary Facilities Area [sqm] / Number [No] Unit Rate [EUR/sqm] Capex Phase 1 [Rounded] Capex Phase 2 [Rounded] Capex Phase 3 [Rounded] Drainage Modernization Project 2 EUR 3.5 m Developments Phase 2 and Phase 3 Allowance EUR 1 m EUR 2 m Sub-Total Drainage EUR 3.5 m EUR 1 m EUR 2 m Other Utilities (e.g. Fire Training) Developments Phase 2 and Phase 3 Allowance EU 2 m EUR 2 m Sub-Total Other Utilities EUR 2 m EUR 2 m Total Secondary Facilities EUR 14 m EUR 20.5 m EUR 7.5 m HOCHTIEF AirPort GmbH Page 219

220 13. Detailed Options for Further Commercialization of the Airport Chisinau Airport is interested to explore on opportunities to improve their commercial success as an airport company. Airports are no longer considered purely as mere infrastructure providers with their terminals as passenger processing, operational units. They represent the region s gate to the world and as such reflect international and local atmosphere. Purpose of this chapter is to identify commercial improvement potential for the airport company which is deemed worth further analysis but not to provide in depth business analysis. Improving the commercial success can be basically achieved by either: Reduced Cost and / or Increased Revenues. For both areas optimization potential has been identified. Before analyzing the revenue and cost optimization potential in more detail, the potential to privatize the airport is being assessed. Typically, the government either sells the shares of the airport company to a private party or grants a concession for a defined period. There is a global trend to privatize airports, typically leading to improved profitabilities of an airport company. This is usually achieved as privately run airport companies can act faster and are less restricted than government run airport companies. Typically, privately run airports implement an optimized contract management, airline marketing and management and an optimized company structure. For Chisinau Airport, a privatization would have the below listed strengths and weaknesses: Strengths: Weakness: Opportunities: Threads: Higher profitability of the airport company Reduced governmental influence Government may participate in the future success of the airport company In connection with the Modernization Project II, the airport company will be highly leveraged. Until a significant part of the loan is paid back, a privatization may be difficult / too risky for a private party. Chisinau Airport has already sourced out many services. This structure may be sub-optimal for a privatization of the entire airport company and will in any case make difficult a financial analysis of the future airport business. It is recommended to further explore on the option to privatize the airport. Given the high leverage after the Modernization Project II it is advisable to await the completion of the Modernization Project II and the repayment of at least a part of the debt. It is unlikely that a purchase price may be achievable for the airport company but a government participation in the future success of the airport company (such as a profit sharing) is viewed realistic. HOCHTIEF AirPort GmbH Page 220

221 13.1 Cost Cost at an airport company can be split into: Staff cost Cost for utilities and services / fees Financing cost Globally, there is a trend that airport companies shall focus on core management functions and to involve third expert partners for providing services. Chisinau Airport has already outsourced several services, including: Ground Handling; Catering; Aircraft Refueling; Aircraft Maintenance; Car Parking; and Terminal Retail / Food & Beverage. There are only few areas remaining for further outsourcing, mainly relating to outsourcing all or a part of the maintenance / facility management currently performed by the airport. Outsourcing of Facility Management services at airports is in line with European benchmarks. Below, the strengths and weaknesses of outsourcing maintenance / facility management services are listed: Strengths: Weakness: Opportunities: Threads: More economical production of the services likely by third party than by airport Limited number of qualified service providers available in Moldova Latest technological developments can be quickly implemented Non performance of service provider may put airport operation at risk There is concern that currently the local market is not mature enough for these services and that there may be a significant risk of non-performance of the service providers. As a non-performance may put the entire airport operation at risk, this option may be further analyzed at a future point once a sufficient number of qualified local service providers are available. HOCHTIEF AirPort GmbH Page 221

222 Chisinau Airport has approximately 700 employees. Compared to international standards this is a relatively high figure. The benchmark employee numbers at international airports of similar size is in the range employees. A reorganization of the airport company with the aim to reduce the number of employees could lead into lower cost, improving the profitability of the airport company. Below, the strengths and weaknesses of such option are presented: Strengths: Weakness: Opportunities: Threads: Improved profitability Process may take long and will provide uncertainties to the future of the current employees Modern and lean organization could be implemented Risk of employee de-motivation and lower productivity, staff actions, new structure may fail Given the high potential to improve the airport companies profitability it is recommended to explore further on this option. As it may be difficult to make employees redundant, it may be an alternative to gradually reduce the number of airport employees by not replacing employees that leave the company, or, at least, limit the number of new employments to a minimum. This strategy will, based on growing traffic, lead to a higher passenger / employee rate, improving the profitability. Chisinau Airport makes already use of attractive financing provided by multilateral organizations like EBRD and EIB. It is recommended to continue making use of such financing options in the future as well wherever feasible. HOCHTIEF AirPort GmbH Page 222

223 13.2 Revenues Revenues of Chisinau Airport can be split into: Aeronautical (regulated) revenues; and Non-Aeronautical Revenues. Compared to international benchmarks, aeronautical charges leading into aeronautical revenues are already relatively high. There is only limited, if any, potential to increase aeronautical charges. It is not recommended to increase the aeronautical charges as this increase would likely have a negative impact on the traffic development. On the other hand, and compared to international benchmarks, non aeronautical revenues are relatively low. There is potential to improve the non aeronautical revenues which are described below. Non aeronautical revenues are typically generated in the following fields: Terminal related; Car Parking; Real Estate; and Revenues from Service providers at the airport. To improve the non aeronautical performance, Chisinau Airport may implement managerial and contractual instruments that would enable the airport to control, monitor and influence the relevant processes. Furthermore, a deep element of involvement should be set up by a strong commercial department taking an active participation in a close co-operation with the concessionaires. To underline this important strategic element the airport management will establish a regular communication forum with all commercial stakeholders. The commercial sector represents a very important revenue source for the airport. An efficient commercial unit within the organizational structure will be in charge of the following tasks: commercial marketing of the airport, strategy- and concept development for all commercial business segments of the airport, tendering of commercial businesses, negotiation and management of concession contracts, ensuring the adherence to and compliance with agreed service level agreements, liaising with airport concessionaires and users and dealing with complaints related to commercial choice and solutions, and identification and development of new business concepts in all relevant commercial areas ranging from retail to property market segments. HOCHTIEF AirPort GmbH Page 223

224 The current and potentially future main non aeronautical activities can be broken down into the following business fields: Airport Hotel Airport City / Offices Car Parks Retail / Duty Free inside the Terminal The following assumptions have been made to identify potential for a further commercialization of the airport: Hotel Generally, airport hotels enlarge the service offer and quality of the airport, increase its revenue base and act as a catalyst for further real estate developments in the area. Usually, airport hotels are located directly in front to the airport s terminal(s) and therefore convenient for passengers. Furthermore, the path to the hotel should be easy to walk and, if possible, covered in order to protect it s customers from potential bad weather conditions. The dedicated location for hotel development at Chisinau Airport could meet the aforementioned requirements as it will be relatively near the future passenger terminal (app. 150 m) planned to open in Phase 2. However, the walk-way between the existing terminal and the future hotel (of approx m) should also ensure an unproblematic passage during the period in which the existing terminal remains in operation. A hotel with a gross floor area of 1,600 sqm is viewed as commercial most beneficial Offices There is a trend across Europe and internationally that airports increasingly provide office space for also non-airport related users such as company headquarters and travel intensive branches. The development of airport real estate is not restricted only to hub airports; regional airports may also make gains from surrounding zones if they manage such projects proactively. As Chisinau Airport aims to further develop the landside area, we suggest extending the real estate stepwise, also in the long term, in line with market demand by providing single plots to property developers and investors. During the Master Plan horizon, it is viewed possible to develop at Chisinau Airport offices with a total gross floor area of approximately 16,500 sqm. The zone dedicated to real estate development has been identified as available for real estate developments, existing uses can be relocated into the new technical zone if needed. Appropriately, the parcels of land located in front of the future terminal and airport hotel and between the airport village and fuel farm/air Moldova facile have now been reserved for the pur- HOCHTIEF AirPort GmbH Page 224

225 pose of business development. The real estate could beneficiate of high attractiveness seeing that the airport boundaries are close to industrial sites. By further developing such immense potential, Chisinau Airport would be able offer (long-term) a good business climate for the establishment of national and international companies with benefits and synergies for employees in terms of better infrastructure and more workplaces. Property revenues (Hotel and Offices) Property revenues can be generated in selling the land to interested developers. Benchmarks for land sale range between EUR 3 and 20 per sqm. As Chisinau Airport is a prime location, an even higher price of EUR 25 / sqm may be achievable in Phase 1. For 2025, the value of the land is likely to be higher as the airport handles more traffic and becomes even more attractive. Therefore, for 2025 a price of EUR 30 / sqm may be achievable in Phase Car parks Product: The car parks should be located in walking distance to the terminals. Short term car parks should be located immediately in front of the passenger terminal. It is recommended to identify a car park operator who will manage the car park and provide to the airport a concession fee in form of a percentage of the collected car parking revenues. There are in principle two options option 1 requesting the car park operator to invest into the car parks and option 2 requesting the airport to invest into the car parks. Parking revenues Option 1: Operator Investment - Based on a CAPEX-Assumption of EUR 3.8 m for a new multi storey car park for approximately 700 cars and a contract term of 15 years Chisinau Airport could expect a concession fee from 10 to 20% of the collected car park revenues. Option 2: based on an assumption that the airport invests 3,5 m. in building the multi storey car park and that the operator installs the technical equipment (assumed value = EUR 0.3 m) and assuming a term of contract of 15 years the airport could expect a concession fee from 30 to 40% of the collected parking revenues. HOCHTIEF AirPort GmbH Page 225

226 Terminal It is recommended to utilize the 2 nd floor of the existing terminal for food&beverage, retail and other non-aeronautical related services in short-term. In expanding the existing terminal, the airport will be able to significantly improve the non aeronautical income. Improvements to the non aeronautical offering will include: Larger food and beverage offering at the first floor landside and airside Larger specialty retail offering at the first floor landside Improved duty free offering at the first floor airside by implementing a walk through duty free concept New airline business lounge (airside) at the second floor The different improvements are shown below: HOCHTIEF AirPort GmbH Page 226

227 In total, 2,330 sqm of commercial space are seen as the demand for Phase 1, including Duty Free: Specialty Retail: Food & Beverage: Bureau de Change / ATM: Lounge: Conferencing: Offices: Car Rental and Ground Transportation: Storage: 300 sqm 400 sqm 600 sqm 20 sqm 200 sqm 80 sqm 225 sqm 20 sqm 260 sqm HOCHTIEF AirPort GmbH Page 227

228 14. Environmental Impact The environmental impact of the Master Plan is not limited to new development alone, but to the environmental management of Chisinau Airport as a whole. The airport intends within the next few years to establish a formal Environmental Management System (EMS) in accordance with the requirements of ISO The existing environmental management focuses largely on compliance with regulatory requirements. Therefore, this Master Plan aims to promote sustainable development at Chisinau Airport through long-term and sustain-able improvements to the existing environment whereas operating and developing the airport in an environmentally responsible manner and in compliance with all applicable national and international regulations. Moreover, the Master Plan considers the environmental principles of sustainable development in all fields of airport activities on the mid-term and long-term. This means that the sparing use of the natural resources of land, water, air and energy as well as noise mitigation and public health have priority. Identification of Environmental Issues related to the Master Plan The development concept indentified in this Master Plan includes a number of activities with potential impact on the environment. The environmental issues include: Impacts on inhabitants in the airport s neighborhood from increased aircraft movements; Air emissions from aircraft operations and ground transport; Waste management improvement; Soil and groundwater issues; Impacts on water quality; Flora, fauna and wildlife hazard control; Material assets and cultural heritage; and Social and local economic impacts. To evaluate the environmental issues associated with the proposed Master Plan the current environmental impacts of Chisinau Airport s operation and the potential future impacts are considered. Two future time horizons 2015/2016 and 2030 have been selected as points in time to assess these impacts. In order to simulate the activity at Chisinau Airport for these future time horizons, it is necessary to use some forecasts and assumptions regarding numbers of passengers travelling through the Airport, type of aircraft that will be in operation and the aircraft mix that is the proportion of each aircraft type. It should be noted that the assessment of Chisinau Airport s environmental impacts for 2030 should be regarded as conservative. Although not accounted for in the assessments that were undertaken, it is highly likely that improved aircraft and aircraft engine technology will help to reduce noise and emissions further than findings here suggest Noise Noise protection is a prerequisite for the continuous development of the airport and the harmonious co-existence with the authorities and local communities. In consequences, the airport management accords a special importance to negative impact due to noise and its reduction. HOCHTIEF AirPort GmbH Page 228

229 Noise from aircraft taking off and landing is the most significant source of negative impact at the airport compared to other sources such as noise of aircraft on the taxiways and apron, the ground noise produced by vehicles such as tow trucks, buses, cars, auxiliary power units, etc. using on the airside (e.g. on the aprons), the noise resulting from maintenance and airfreight operations and other noise emissions such as road traffic noise. This section: Describes noise mitigation measures currently in place at Chisinau Airport associated with ground-based noise sources and aircraft in operation; Presents current and future noise contour maps for 2015/2016 and 2030; and Describes measures that would ensure that the community continues to be protected from any significant effects of noise Aircraft Noise Aircraft noise is a key issue for airports. This also applies to Chisinau Airport, which is located nearby the villages Bachioi and Singera and features relative high traffic volumes compared to other Moldovan airports but very small compared to other big European airports such as Frankfurt Airport in Germany or London Heathrow in UK. Chisinau Airport undertakes noise monitoring every five years together with the National Center of Preventive Medicine. Routine aircraft noise monitoring is undertaken on the sites established by the authority in charge of. The airport pays for the performance of noise measurements. However, as an airport operator the airport can only indirectly influence aircraft noise nuisance. Aircraft are owned by airlines and arrival and departure routes are established and controlled by the air navigation service provider MOLDATSA. However, the airport is responsible for aircraft noise nuisance in the immediate neighbourhood. A constructive approach to curbing aircraft noise nuisance is an integrated noise abatement strategy with involvement of all stakeholders. Large and noisy aircraft which do not meet the standards of ICAO Annex 16 Chapter 3 or FAA FAR part 36 Stage 3 (commonly referred to as Chapter 3 aircraft) are not permitted to operate on EU airports from April 1, Those aircraft that meet the Chapter 3 standards are allowed at EU airports. From April 1, 2002 aircraft that do not meet the specifications set out in the ICAO recommendation (Resolution A28-3), so called Chapter 2 aircraft have been banned in EU airports. In consequence, the aircraft types are operating at Chisinau Airport are mainly aircraft Chapter 3, type B: Embrear 120, Canadair CRJ200 and type C: Airbus A320, Boeing B737 and Embrear 190. However, there are also older, noisier aircraft in operation (e.g. Tu-134 resulting in the highest received noise levels, Yakovlev and Antonov aircraft, etc.) but analyzing historic aircraft movement trends, the presence of these aircraft types is relatively reduced and the phase-out of CIS-made aircraft HOCHTIEF AirPort GmbH Page 229

230 and the grounding cargo aircraft following the implementation of EU inspired aircraft licensing requirements. Noise abatement procedures at airports in the Republic of Moldova are used pursuant to ICAO Doc Volume 1, Part Noise Contours The total aircraft noise to which local communities are exposed over a given period depends on the noise emitted by individual aircraft and the total number of aircraft movements (arrivals and departures) in that period. The measure of exposure to environmental noise has been depicted on noise mappings which show noise contours that are attached to this study. The potentially affected area is shown in the following figure: HOCHTIEF AirPort GmbH Page 230

231 Potentially noise impacted areas Noise contours were performed for the current situation 2009/ 2010, for 2015/2016 and for The noise forecasts are based on the mathematical noise dispersion modeling, mapping and assessment (Lden and Lnight) according to EU Directive 2002/49/EC related to the assessment and management of environmental noise. The licensed software SoundPlan was used to prepare the noise contours. Input Data A distribution of 50% take-offs and 50% landings was considered on each runway direction. The following hourly Air traffic Movements (ATM) distribution was taken into account: 55 % ATM in the day-time; 25 % ATM in the evening-time; and 20 % ATM in the night-time. The following table shows some aircraft types and their assignment to the aircraft groups, AzB 99 for ECAC. CEAC Doc. 29, as default recommendation: No. Aircraft Type Group 1 A320 S5.2 2 A319 S5.2 3 ATR5 P2.1 4 B738 S5.2 5 E120 S5.1 6 F50 S5.1 7 F100 S5.1 8 MD8 S5.3 9 SB20 P2.2 HOCHTIEF AirPort GmbH Page 231

232 The following table describes the predicted Air Traffic Movements per year Departures (Dep.) and approaches (App.) applied for the elaboration of the noise contours: Time Dep. App. Dep. App. Dep. App. Day ( ) P P P P P P P P P P P P S S S S S S S S S S S S S S S S S S Evening ( ) P P P P P P P P P P P P S S S S S S S S S S S S S S S S S S Night ( ) P P P P P P P P P P P P S S S S S S S S S S S S S S S S S S Total ATM Noise results Current Situation (2009/2010) The following table shows the estimated total number of people (in hundreds) living in dwellings that are exposed to each of the following bands of values of Lden in db, at 4 m above the ground and on the most exposed façade: 55-59, 60-64, 65-69, 70-74, > 75. HOCHTIEF AirPort GmbH Page 232

233 Level L den [dba] Inhabitants [hundreds] 55 < < < < Population Day-Evening-Night time Exposure The following table shows the estimated total number of people (in hundreds) living in dwellings that are exposed to each of the following bands of values of Lnight in db, at 4 m above the ground and on the most exposed façade: 50-54, 55-59, 60-64, 65-69, > 70. Level L n [dba] Inhabitants [hundreds] 50 < < < < Population Night-time Exposure The total areas (in km 2 ) exposed to values of Lden higher than 55, 65 and respectively 75 db are indicated in the table below. Level L den [dba] Area [km 2 ] Dwellings [hundreds] > > > HOCHTIEF AirPort GmbH Page 233

234 Exposed Areas Expected development of aircraft noise at Chisinau Airport Forecast 2015/2016 The table shows the estimated total number of people (in hundreds) living in dwellings that are exposed to each of the following bands of values of Lden in db, at 4 m above the ground and on the most exposed façade: 55-59, 60-64, 65-69, 70-74, > 75. Level L den [dba] Inhabitants [hundreds] 55 < < < < Population Day-Evening-Night time Exposure The table below shows the estimated total number of people (in hundreds) living in dwellings that are exposed to each of the following bands of values of Lnight in db, at 4 m above the ground and on the most exposed façade: 50-54, 55-59, 60-64, 65-69, > 70. Level L n [dba] Inhabitants [hundreds] 50 < < < < HOCHTIEF AirPort GmbH Page 234

235 Population Night-time Exposure The total area (in km 2 ) exposed to values of Lden higher than 55, 65 and respectively 75 db are indicated in the table below. Level L den [dba] Area [km 2 ] Dwellings [hundreds] < < Exposed Areas Forecast 2030 The following table shows the estimated total number of people (in hundreds) living in dwellings that are exposed to each of the following bands of values of Lden in db, at 4 m above the ground and on the most exposed façade: 55-59, 60-64, 65-69, 70-74, > 75. Level L den [dba] Inhabitants [hundreds] 55 < < < < HOCHTIEF AirPort GmbH Page 235

236 Population Day-Evening-Night time Exposure The table below shows the estimated total number of people (in hundreds) living in dwellings that are exposed to each of the following bands of values of Lnight in db, at 4 m above the ground and on the most exposed façade: 50-54, 55-59, 60-64, 65-69, > 70. Level L n [dba] Inhabitants [hundreds] 55 < < < Population Night-time Exposure The total area (in km 2 ) exposed to values of Lden higher than 55, 65 and respectively 75 db are indicated in the following table. Level Area [km 2 ] Dwellings L [dba] den > > > [hundreds] Interpretation of noise results and conclusions According to the airport classification laid down in the EU Directive 2002/49/EC related to the assessment and management of environmental noise Chisinau Airport belongs to the category of small airports. Likewise, the forecast for 2030 does not place it into the group of major airport with more than annual movements. The existence of an airport leads to higher noise levels along the flight corridors. The noise assessments performed for 2009/2010, 2015/2016 and 2030 show that the inhabited area subject of slight noise impact are Northern vicinities of Singera and Bacioi localities, other localities (as Ialoveni) being lesser affected. These areas are not very densely populated areas consisting mainly of dwellings with 1-2 floors as more rural areas as shown in the following figures. HOCHTIEF AirPort GmbH Page 236

237 Dwellings close to the airport area Likewise, there is no significant increase of the predicted noise impact 2015/2016 and 2030 compared to current situation in the each band of value of Lden and Lnight in db at 4m above the ground and on the most exposed façade. In the future, the surface area (expressed in terms of the square kilometres) exposed to 65dB Lden and 55dB Lnight or higher does not significantly exceed the existing surface area corresponding to respective bands. Furthermore, the noise calculations for future situation should be regarded as conservative. Development and implementation of less noisy aircraft (e.g. Chapter 4 or beyond) may lead to smaller noise footprints in future. The comparison of the resulted Lden values with the limits settled by other states indicates that the problems remain in the Northern parts of Bacioi and Singera localities. Since the Moldovan standard GOST Aircraft noise; Admissible noise levels in the region of dwelling-houses and methods of its measurement settles other noise indicators than laid down in the EU Directive 2002/49/EC related to the assessment and management of environmental noise, namely 55 dba for the A-weighted equivalent continuous sound pressure level in inhabited areas, with daytime maxims of 70 dba and night-time maxims of 60 dba the results of the noise assessment cannot be compared to these Moldovan noise limits. As a general conclusion, the predicted noise levels for 2015/2016 and 2030 do not represent a constraint against the planned expansion and development of Chisinau Airport. This is because there is no significant increase of the predicted noise impact attributable to the aircraft traffic increase and the widening combined is less than 5 dba and is therefore not a significant change. As a point of reference it should be noted that a 3 dba change in every-day sound levels is the minimum level at which humans can perceive a change in noise levels. Thus, the increase in noise at a location is generally likely to be at most just perceptible, with no significant impact expected. The only exception relates to a few properties to the south west and south east of Chisinau Airport. Properties that would subsequently be exposed to noise levels in excess of noise limits could be eligible for sound insulation, if the Moldovan legislation will require. HOCHTIEF AirPort GmbH Page 237

238 Safety and Noise Zoning No current sanitary protection zones have been established around the airport. Consequently, new residential buildings were constructed within the existing noise zones. In compliance with the Moldovan standard GOST Aircraft noise; Admissible noise levels in the region of dwelling-houses and methods of its measurement sanitary protection zones should be established by the National Center of Preventive Medicine around the airport including inter alia noise limits and monitoring regimes that should be determined to ensure that these limits are met. In the apparent absence of enforceable protection, within the noise and safety zones the construction of buildings is difficult to control and the legality of the construction of such residence hard to confirm. In line with ICAO standards such as ICAO Doc 9184, 2002, Airport Planning Manual, Part 2: Land Use and Environmental Control, noise and safety risk zones have been developed within this Master Plan around the airport to adequately control the nature of land use planning while noise impacts and safety risks on local residents will be maintained to acceptable levels. Thus, the attached aircraft noise contours could be used as a base for establishing sanitary protection zones and determining eligibility for soundproofing if necessary. These noise maps could also be used as an effective means to ensure that the activities nearby the airport are compatible with aviation. Their main goal is to minimize the population affected by aircraft noise by introducing land-use zoning around the airport. Compatible land-use planning properly controlled and the noise and safety risk levels to local residents appropriately managed are a vital instrument in ensuring that the gains achieved by the reduced noise of the latest generation of aircraft are not offset by further residential development around airports. The objectives of compatible land use planning are to encourage land uses that are generally considered to be incompatible with airports (such as residential houses, schools, hospitals and churches) to locate away from airports and to encourage land uses that are more compatible (such as industrial and commercial uses) to locate around airports. This can be accompanied by other noise mitigation measures such as: Reduction of aircraft noise by out-phasing of Chapter 2 aircraft; Ensuring minimal noise levels at night by optimizing special noise abatement procedures for night time; Making structural noise protection available; Encouraging aircraft operators to adopt quiet operating procedures and to observe published noise abatement procedures; Regular noise monitoring; Introducing Preferred Noise Routes; Implementation of a land use planning and management committee with members from Governmental parties, communities, public groups, neighborhood and Airport Company; and HOCHTIEF AirPort GmbH Page 238

239 Landing charges that are graduated in accordance with noise levels. The policy whereby airlines have to pay a higher landing charge for using loud aircraft, which is designed to create a financial motivation for the deployment of modern, quieter aircraft. This has already led to a substantial decrease in noise pollution arising from individual aircraft movements in the European Union Noise monitoring To minimize the aircraft noise impact on the surrounding communities as a result of the forecast increase in international air traffic we recommend acquisition of mobile noise monitoring equipment to: carry out regular noise measurements; storage, display and analyze noise; and produce yearly noise reports to be published on the airport s homepage. An interdisciplinary team designated by the Airport should examine the findings of the noise monitoring measurements that are published in yearly reports. In case of deviations from permitted noise levels, the team should take steps to stop the deviations and prepare recommendations on noise abatement. The following figure shows the recommended locations for the regular noise monitoring measurements. Recommended noise monitoring points HOCHTIEF AirPort GmbH Page 239

240 14.2 Air Quality Background Air Quality The main sources of local air pollution around Chisinau Airport are: Aircraft operations close to and on the ground; Road vehicles at the airport including ground handling services and landside commuter traffic; Commuter and private road traffic to and from the airport; Production of energy, heating and hot water for the airport facilities; and Traffic on the public roads outside the airport. The main pollutants are emitted by: aircraft: CO, CO 2, NO x, SO 2, unburned hydrocarbons; and vehicles: CO, CO 2, NO x, SO 2, particulate matters, unburned hydrocarbons The effect of emissions from aircraft on air pollution in the vicinity of Chisinau Airport is less than that from transport on the public roads close to the airport, road traffic to and from the airport, or passing the airport. Local air quality in the immediate vicinity of the airport is not monitored by either the airport or the local authorities. Air quality is periodically measured in Chisinau City by the authority. Although these results are not directly applicable to the airport vicinity, the more rural surroundings of the airport would suggest that background air quality conditions around the airport are likely to be lower than in Chisinau city centre. The data gathered for Station 7, located in the Southern part of Chisinau, at the State Hydrometeorological Services, the nearest to the Chisinau Airport, that can be considered as an urban background station, confirm the nitrogen dioxide as a major pollutant in the area as shown in the following table and figure: HOCHTIEF AirPort GmbH Page 240

241 Parameter TSP SO2 CO NO2 Phenols Minimum Daily Concentrations, mg/m Maximum Daily Concentrations, mg/m MAC daily average, mg/m No. of Exceedances /year % of Exceedances/year No. of monitored days Annual average, mg/m EU daily limit values, mg/m EU annual limit values, mg/m (MT 2008 ) Ranges, annual mean and exceedances of the daily concentrations measured at Station 7 in Chisinau, in 2008 Location of Chisinau Airport and the nearest air quality monitoring station (7); Source: Google Map HOCHTIEF AirPort GmbH Page 241