Johannesburg International Airport Update of the Airport Master Plan Initial Runway & Land Use Alternatives 15 February 2006
BACKGROUND
JNB current Master Plan Approved by ACSA Board in 1999 20-22 mppa? Develop Western Precinct to its maximum processing capacity 20 mppa? Cargo Thereafter develop Midfield to balance of runway system capacity The subtle point is runway system capacity
Key Western Precinct Developments Target 2010 : World Cup Soccer But what about the airport s s future after 2010? International Pier & Echo Apron Central Terminal Building MSP extension International Departures Upgrade ABSA ITB Gautrain
TRAFFIC FORECASTS & CAPACITY OUTLOOK
Dec TOTAL Strong traffic growth continued into 2005 25.00% 20.00% 15.00% 10.00% 5.00% 0.00% % growth Year-on-year Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov month domestic international total
Actual traffic significantly above previous forecasts 17,000 16,000 15,000 14,000 2.1 million pax 13,000 12,000 11,000 10,000 9,000 8,000 2001 2002 2003 2004 2005 Actual traffic volume Volume forecast (IATA)
36,000 31,000 26,000 21,000 16,000 11,000 6,000 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 Passengers ('000) 2015 TRL forecast: most likely ACTUAL PAX VOLUME IATA FORECAST VOLUME TRL FORECAST VOLUME
Macro Capacity Outlook 2005 Major conclusions Terminals Likely to become saturated from 2012 onwards Landside parking >2015 achievable, but over capacity and over capitalisation Landside access roads Previously demonstrated to achieve 20 mppa Assuming modal split change towards public transport (Gautrain) and increased transfer activity: >20mppa 2012? Apron parking All aprons on West eroded before 2010 With cargo stands reverted to passenger aircraft and additional C & E parking in the Midfield, West can reach 2013 Cargo landside Can reach maximum 2010 with current improvements Operationally not ideal No commensurate apron parking
Capacity limits Western Precinct saturated from 2012 onwards 2012 be treated as the target year of the first phase migration to Midfield passenger complex Cargo earlier (2010) because Insufficient terminals (±2010) Insufficient aprons (<2010!)
New forecast: capacity saturation implication 36,000 31,000 MCO 2005 Passengers ('000) 26,000 21,000 16,000 23-24 24 mppa @ 2012+ MCO 2004 20-22 22 mppa @ 2015+ 11,000 6,000 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 3 years lost as a result of traffic growth ACTUAL PAX VOLUME IATA FORECAST VOLUME TRL FORECAST VOLUME
Development Programme 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 CTB/A International Pier & Echo Apron MSP2 & 3 World Cup development cycle Staff parking NAR Further aprons for domestic traffic (Sierra) Midfield aprons (cargo) Taxiway Charlie Midfield developments now reality Airside ring road Midfield connectivity Midfield cargo complex phase 1 (landside) & phase 2 (landside + aprons) Midfield passenger complex enablement Midfield passenger complex (Terminal, Aprons, Parking, Roads for 5-15 mppa)
UPDATE OF THE MASTER PLAN
Master Plan defined Presents the planner s conception of the ultimate development of a specific airport. It effectively presents the research and logic from which the plan was evolved and artfully displays plan in a graphic and written report. Master plans are applied to the modernization and expansion of existing airports and to the construction of new airports, regardless of their size or functional role (ICAO)
Master Plan objective To provide guidelines for future development which will satisfy aviation demand in a financially feasible manner and will be compatible with: Environment Community development Other modes of transportation Hence external consultation
Master Plan Update Forms part of a bigger JIA consolidation process, with national government focus: Long range forecasts & land needs Consolidation/Rationalisation of land needs Clusters & Synergies Disposal of non-core SOE properties Two distinct aspects Land use plan Technical master plan of individual precincts (e.g. terminal concept, taxiway configuration etc.)
Consultation & Participation Fundamental part of process Have started consultation process with e.g. Central government to ensure macro-economic benefits are maximised (airport the catalyst) Land use and transportation planners from both Province and Ekurhuleni to ensure that good fit is obtained with ITP s, SDF s and other planning initiatives Airlines (AASA & BARSA), SAA ATNS Cargo Operators
Provisional Master Plan Programme Information gathering & Analytical phase initial consultation Inventory Capacity & Capability Requirements Land Use Plan by April-May 2006 Master Plan by July-Aug 2006 Creative phase Land Use Plan Master Plan Permission Application Finalised
Midfield implementation: potential scope for 2012+ Terminal complex with capacity range 5-15 million annual passengers Terminals, aprons, parking areas, kerb roads etc. This equates to replacing an airport similar to Cape Town International Airport. Consolidated cargo complex Increased logistics capacity Integration with IDZ and cargo complex Runway system capacity Access road systems Gautrain extension
Runway capacity is an early challenge Runway capacity of existing system (early assessment, worst case) As few as 30 million annual passengers As early as 2015 Additional 3 rd runway an early challenge Long term capacity & sustainability of airport and the region 3 rd runway for the Airport 2 nd international airport for the Province Critical: must be concluded to allow Land use planning On-airport Off-airport Access planning
Runway options: Add close parallel centre and close parallel east 8
Runway options: Add close parallel centre and independent parallel east
Runway options: Add close parallel centre and independent parallel east
Runway capacity gains (Early, rough assessment) 2: existing 3: close parallel centre 4: close parallel centre and east Interchangeable in terms of phasing 4: close parallel centre and independent parallel 0 10 20 30 40 50 60 Maximum capacity: mppa
Summary: Runway options Maximum capacity (hourly air traffic movements) Maximum capacity (annual passengers) Approximate capacity saturation date 2 runways: Existing situation 62-65 ± 30 million ± 2015 3 runways: Close parallel centre 80-83 ± 40 million ± 2020 4 runways: Close parallel centre and close parallel east 4 runways: Close parallel centre and independent parallel east 92-95 ± 45-50 million 100-105 ± 50-55 million ±?? ±??
Land use option 1
Land use option 2
Land use option 3
Traffic split options Landside People Mover/ bus conncetion Landside People Mover/ bus conncetion T1 International 1 03L 21R 2 T1 Domestic 03L 21R 03C 21C 03C 21C T2 Domestic T2 International 03R Airside People Mover/ Bus connection 21L 03R Airside People Mover/ Bus connection 21L 03RR 21LL 03RR 21LL Landside People Mover/ bus conncetion Landside People Mover/ bus conncetion T1 Int/Dom 3 4 03L 21R T1 Dom 03L 21R 03C 21C 03C 21C T2 Int/Dom T2 Int/ Dom 03R Airside People Mover/ Bus connection 21L 03R Airside People Mover/ Bus connection 21L 03RR 21LL 03RR 21LL
Illustration: Sensitivity analysis on traffic split options Base Equalised Growth Domestic differentiation Ultimate development (50 mppa) T1 T2 19 31 26 24 22 28 Phase II T1 15 22 17 (40 mppa) T2 25 18 23 Phase I T1 17 20 20 (30 mppa) T2 13 10 10 Base (21 mppa) T1 T2 21 Sub-phases possible
Intra airport transportation Gautrain Gautrain T1 T1 03L 21R 03L 21R 03C 21C T2 03R 21L 03R Airside People Mover/ Bus connection 21L 03RR 21LL L
Intra airport transportation Gautrain Gautrain Landside People Mover/ bus connection Landside People Mover/ bus connection T1 T1 03L 21R 03L 21R 03C 21C 03C 21C T2 T2 03R Airside People Mover/ Bus connection 21L 03R Airside People Mover/ Bus connection 21L 03RR 21LL L 03RR 21LL L
Criteria in assessment of these alternatives Capacity gain and long term sustainability Capital Cost Operational Cost Phasing possibilities (short, medium and long term) Ground transportation accessibility Efficiency of airside operations Level-of-service Environmental impact Integration maximisation of land use (internal and external) Etc.
Next steps Airport capacity & capability studies being concluded Under way: Land and spatial needs studies Benchmarking Requirements analysis Land use alternatives by mid February Preferred Land Use Key objective of the national Identified by March government process Refined by April Extra-airport integration e.g. road access, IDZ, Gautrain Terminal concept development
Johannesburg International Airport THANK YOU Q & A Update of the Airport Master Plan Initial Runway & Land Use Alternatives 15 February 2006