AEROPORTO FRANCISCO SÁ CARNEIRO [PORTO]

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1 AEROPORTO FRANCISCO SÁ CARNEIRO [PORTO]

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19 !"# $ % &# ' ( ) # # *$ +,&'$ -. /0/&(/ #,1 $ 2 & # / # / * / 3 4/ & /5 /&6 #/, 788-/1. $ 9 &/! :#!&// & )/ ;'!$ 9 /3 / # &3 '*!$ )<8 # *=/> 4*/ #/ () '/ - 4)78 $! & &( ;*/#! )<8 $? /#! $ 0 " / / %/!4/* 4 A $

20 9 : /#"/ & )BC1. D # ( / / / &'$ % *! / # $ /(/%// / / * # &!$ 0! &!# & $ /!,#!$ 0* /( / 888*4 &( / / &) 6 *$ 0 /! & $ E=. &! # F B-8. D/FG B>. D H B1. D$! / # & 6 / &$ # ' =$=$7 4 / &#(/! & C 0$ # /# 4/ 3 4 $ I!' *! / #/&& #//! 788=/ &,= / & #7881 # /&) ) &' $ *, */ 7881/$$ $ 7

21 &/ / / " & &$ I *!& & / /&!# ( ( $ / ' # &( / * & /'# / $ I * /!! *, *$+ /! /(/ & $J+K# * * $+ "$ FH %=$E/ 4 )/ &#4& *$ 2/ / 3$ 0 /#! & / /&#'$ 0!&" : / / $ #*,! ('$!/ &## $ &,# */#! # ## $ L788> / &"'/ # *,& $ =

22 $ F IM M M M M M M M M M M M M M M M M M M M M M M M M M M $$$ 7$ NB '/O/9*DM M M M M M M M M M M M M $$$$ C =$ F %(M M M M M M M M M M M M M M M M M M M M M M M $$$ > =$,M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M $$ > =$$ I) M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M $$$ > =$$7 ;M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M $$$$ < =$$= %)M M M M M M M M M M M M M M M M M M M M M M M M M M M M M $$$$ < =$$C I)M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M $$$$ 8 =$7 M M M M M M M M M M M M M M M M M M M M M M M M M $$$ =$7$ %&M M M M M M M M M M M M M M M M M M M M M M M M M M M M $$$ =$7$7 M M M M M M M M M M M M M M M M M M M M M M M M M M $$$$> =$7$= F M M M M M M M M M M M M M M M M M M M M M M M $$$ 7C =$7$C F M M M M M M M M M M M M M M M M M M M M M M M M $$$ 71 =$7$1 F M M M M M M M M M M M M M M M M M M M M M M M M $$$$ 7< =$7$- * M M M M M M M M M M M M M M M M M M M M M M M M M M M M M $$$$ == =$= &M M M M M M M M M M M M M M M M M M M M M M M M M M $$$$ =C =$=$ IM M M M M M M M M M M M M M M M M M M M M $$ =C =$=$7 M M M M M M M M M M M M M M M M M M M M M M M M M M M $$ =- =$C (FM M M M M M M M M M M M M M M M M M M M M M $$$ C8 =$C$ %&M M M M M M M M M M M M M M M M M M M M M M M M M M M M $$$$ C8 =$C$7 %(M M M M M M M M M M M M M M M M M M M M M M M M M $ C7 =$1 F M M M M M M M M M M M M M M M M M M M M M M M M M M M M $$ C= =$- M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M C1 =$E FH %M M M M M M M M M M M M M M M M M M M $ CE =$> 2M M M M M M M M M M M M M M M M M M M M M M M M M M M CE C I!M M M M M M M M M M M M M M M M M M M M M M M M M $ CE C$ O 'FM M M M M M M M M M M M M M M M M M M M M M M $$ C> C$7 M M M M M M M M M M M M M M M M M M M M M M M M M M M M M C> C$= M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M C> C$C *,I %&M M M M M M M M M M M M M M M M M M M M M C< C$1 M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M $ >M M M M M M M M M M M M M M M M M M M M $$ 1= - " M M M M M M M M M M M M M M M M M M M M M M M M M $ 11 C

23 O$=$ Q5 1 O$=$7 Q5 1A " O$=$= P P& O$=$C P P&F O$=$1 P &7881 O$=$- P P%%&P788CL7881 O$=$E P % 7881 O$=$> P P FP7881 O$=$< P P4%& O$=$8 P& O$=$ PP&F O$=$7 PP& O$=$= PP%%&P788CL7881 O$=$C P ;O 7881 O$=$1 PP4%& O$=$- P & O$=$E P P&F O$=$> P P& O$=$< P P%%&P7887L788- O$=$78 P P4%& O$=$7 P R &( O$=$77 P)=8/-8/<878 O$=$7= P)=8/-8<8 $P F O$=$7C P)=8/-8<8 O$=$71 P)=8/-8<8 $P O$=$7- P)=8/-8<8 $P ;* O$=$7E P)<8 1 O$=$7> P%& B CP$D O$=$7< P%& B CP$D O$=$=8 P%& B CP D O$=$= P2 O$=$=7 P2A O$=$== P A B7881D O$=$=C P7881P PA " O$=$=1 P 7881P PA " O$=$=- P PI 5 -A " O$=$=E PA! O$C$ P% P A O$C$7 P O$C$= P%&! 1

24 ! 9 =$ P R 1P)=8/-8/<878 9 =$7 P&( 9 =$= P! 9 =$C P, 9 =$1 P& 9 =$- P " 9 =$E P " *4 9 =$> P " & 9 =$< P " 9 =$8 P " 9 =$ P " * 9 =$7 P " 9 =$= P " &#( 9 =$C P " & # 9 =$1 P 0 9 =$- P A " 9 =$E P 9 =$> P 9 =$< PL3 9 =$78 P 9 =$7 P% 9 =$77 P"& 9 =$7= P =$7C P =$71 P R 9 =$7- P A " 9 =$7E 9 =$7> P%*Q/ & 9 =$7< P2O 9 =$=8 PO 9 =$= P FH % 9 C$ P*,& -

25 "# % 0 I0 ISG0)! I Q% Q% T!T " T FF T F&F I I! A% A % F%I F%! OF OF % % " I!I O% O % ;F ;FG 0 0 % % ; ;6 ;O ;O I // I % & % & 4 Q Q 2OOF 2OOF 2O 2O#G& 2I 42/ *,I FIA I2 FA %2 %!& 4245* % % T I T I T 0U F0 2 T 4U 2 O E

26 $ %&'%%() % $ *% $+ % &(, ) / 5 788=/'#"V 0/-/1. QL!T IW A "/EC/E. QL!T I$ & ' # &:!I/( # ( : T I$ /& & V, Q5 1 BQD I / A "/ $+#V >/8. -/8. C/8. 7/8. 8/8. 7/8. /1. /8. 8/1. 8/8. 8/1. /8. / = 788C = 788C 7881, Q5 1A " BA ID >

27 $,%( 0/F! ) #$;$C8CL<>! 5* : / * * / &$ I *45* / &/*' " &$ * ' 5*! & $;$ 87L<8 7 / #/ / $ ' V %%&PO /)!0 W % ( IP& 0/F/)! 0 W % P&0/F/ 0 W %0" P& 0/F W 0V /&188$888L/* T / "/ # 4 #, $ & # / # 4!"/ # && $ $$(+, % 05 & * / "# 4 / * ; $ * 4!&$ / *' 4 */ )/! <

28 B # 6 D/ ' " $ Q # # &/ QE>E/ ' $ & / 5 :! /# &( $ I TFF/ # *!/ 2O * / " H O/ / 6 */ " ) *#/$ $.(+, %! X 7887L=8L I/ T I " 4 ' $ I 4 * #* '/ / * *&' $ # ) 18$888 L/!/#/&/& ;$7<=L788=<0 *$ *! # * & & & $ = " // $ I 7881/<E$C. & # $=- / #/ $ 8

29 $ / %0 $1,%( / 0 & " $ 0$ * & / & &IT2788C?/ & 3 5 $ 1$ C$888 =$888 7$888 $ , $-$ P& 8?0 2 Q2?T0?T; A FI% T% IY * / *! /$ E$ $ , $-. P&F 1$888 C$888 =$888 7$888 $888 8 FIA %I2 9T 9T FIZ FQ

30 0 # //&/ ' &/ 8>U888U88-U88 >U 88$[ / & " * / ' / # " / /$ C888 Mov./hora =888,$-2 & = C 1 - E > < 8 7 = C 1 - E > < = 7C & / &$ &) J6 K 0 *788C # # / #, & $ 1888 C888 I&IT 2 788C LCC Cargo Charter FSC-Reg. = ?8C?81 O8C O81 8C 81 8C 81 8C 81?8C?81?8C?81 8C 81 F8C F81 8C 81 08C 081 8C 81, $-3 P%%&P788CL7881 7

31 / ,5 60 %&' & L /7=L"=L? / /->/-E-= $ =1& " ->. &$!&C/C E/ $!&C= $ % 6 2 & /& 6 *G, 18 / & # / /&# $ F &U*\I& *! "4 $ I / / # ' /#' $ 2E 1,7% U> E=> E17 =7 88 I2C =< =78 1,8% 2,9% 4,0% 4,1% 11,1% 17,4% 18,1% 20,5% 8/8. 8/8. 78/8., $-7 % 7881 =

32 #&& #(* & & F#&# $, $-8 P FP %0(&' I ) /&"# 4'&'$ 0 / &! & & / (/! "/! 1. / &J6 K$ -8$888 18$888 C8$888 =8$888 78$888 8$ <4 0,1% 2,5% 4,4% 6,2% 4,6% 11,4% 70,7% 0,0% 10,0% 20,0% 30,0% 40,0% 50,0% 60,0% 70,0% 80,0% E 788> 788< , $-9 4%& C

33 %00%, 0 * &/ * & ( / '!/ / ;O$ C88$ ,$-4 & *!/ *! /!$! / / #& & / $ 188$888 C88$888 =88$ $888 88$888 8 =18$888 =88$ $ $888 18$888 88$888 18$888 FIA %I2 9T 9T FIZ FQ 8?0 2 Q2?T0?T; A FI% T% IY ,$- P&F

34 * ( $ =88$ $ $888 18$888 88$888 18$888 8, $-P& I : /#&/!( 1. /788-/ &J6 K $ J04 J05 7 = C 1 - E > < 8 7 = C 1 - E > < = 7C F04 F05 M04 M05 A04 A05 I&IT 2 788C M04 M05 J04 J05, $-$P%%&P788CL7881 J04 J05 A04 A05 S04 S05 O04 O05 Pax./hora N04 N05 LCC Charter FSC-Reg D04 D05 -

35 4J&K /&/ / "#& 4 $ 0/ &; / ;O >8. $, $-. ;O 7881 %00%, 0-01, & 7881 L /=L?7L? / V-$=>7/1$7=1$8<>$ 06 %0(&' I ) /&"# 4 & ' & & '/ ( & &6 $ 88. E ?0 2 Q2?T0?T; A FI% T% IY Regulares Charters E

36 4 & /!"/! <. / & 6 $ 1$788$888 =$<88$888 7$-88$888 $=88$888, $-2 4%& E 788> 788< >

37 %,% & "! ( $ * & *7881 Q 6 GBQECED# $ Toneladas =$788 7$C88 $-88 >88 8?0 2 Q2?T0?T; A FI% T% IY, $-3 P& *!*/5/ & &:9 &" OB =88D$, $-7 P&F Toneladas >$888 E$888 -$888 1$888 C$888 =$888 7$888 $888 8 /' & # 81U88 8<U 88<U 887U 88$+ # FIA %I2 9T 9T FIZ FQ <

38 & ' / / / $ I! & 4 & $ C888 Ton./hora,$-8 &7881 &! / # 5 $ Toneladas C8$888 =8$888 78$888 8$888 8 = = C 1 - E > < 8 7 = C 1 - E > < = 7C Cargo = 788C 7881!0$ 788- Mistos, $-9 P% %&P788CL %0(&' I ) /&"# 4&'&&'$ 4 &, ) / *! :4#G $ 78

39 /&! # 1. /& &*$ C1$888 C8$888 =1$888 =8$888 71$888 78$888 1$888 8$888 1$ E 788> 788< ,$-4 4%& 7

40 $/ % %( :%1() % R &(!// 4 &! / / <8 / ' ' :$ #!&$ & & # J K / % /&" * &(# & I$ /-$8=<$7*$ 6(%&' 60 $ $=E<$<7= 7$<88$C>E =$>7=$>-1 1$C1<$=>E ;* 7$=-=$CE8 =$8-<$<<E =$C=$1E8 1==$E81 $8E7$EC $C-1$E=> F E7$E- $C8-$=E1 $E7>$=>> =--$-8> >->$-78 $11<$-- %$ &&" R &( $ %; OPO LIS VGO SCQ LCG 60,$ 77

41 4 & ) &( & * &/ 4* $ 2 / )# V Porto, $)=8/-8/<878 7=

42 O" ( 4&V Santiago Vigo, $$, $., $2 Corunha Lisboa, $$%$3)=8/-8<8 =A ;* 7C

43 / 1 /# " &(! ) <8 / &# "!$ # ;* $, " : 5 / / &$ #, $7)<8 1 71

44 %% <%&'%% / & & &($ & # & *! *%$ / &#, /;* $ & /,4 /# *, 4/! * / V &(= %$ #!/ # /& V!0 60 6%> %0?%06 % 0 % %I2 F% # T ;&A H U * U ;Q ;&/U;Z I 2G/U;Z 2& 2I % F$F FF % 2A ; ] U /; ] ; I A!0 60 6%> %0?%0 Q Q;9 A 2 O % %$$ I,/ X &#(/# & &#:V 7-

45 !0 60 6%> %0?%0 6 % 0 O A /% A* % Y# Y2U F6 /% /A Q Q2T F0Q ; * ;T Z ; 0 0 I A 2? A A % F A 2T % 06 IH 2 % %$. 2 &#, / V // / /O& F 0#/Q /Y#/A * 2 /Q/ 0# %$2 I " '/& & $/ & / #, ;*$ / &! & / /# & * &$ 7E

46 $$, %&'/ % %% <%&'%00%, %&'!=8C8/! #! #,/ / A32 % 59B $5B $25.B 53B $57B 5$B %$3 6 /?? 0(%..5B 5B 59B 59B %$ /?? '.5B 253B $59B 53B 58B 59B %$8 C,+ 0 0 # 0 /..52B $45B 45$B 25B / %0 39B $459B %$9 &#,/ / ) /&" /& ($ + *! ( / # $ I (4 &$ T &, &#(/ &" / C $ 6 0(%00 " % " (> 52B 359B 9453B %$, 0 CD0.53B 285.B %$ I %7881 7>

47 CE%( %$.%3 7%4 A4 # %,0 $$5$B $85B 58B 854B 857B %$$ F?% F?%-,,# %, %( -"%(' # %, - 6% $5B 952B.$53B $5B 452B %$. $., %&'G,,, -C,+ 0 0// 5 & $ &/ " =$C8> # T I/$7<!011-I $ )/&#/& ) # / 7 # *& )/& ^ I O $ )V 60% %( % I; 0%0I0%IUI2I2 F/F$$ FU %I0A;/I0AI0U2I 0F%2T_`/F$ 0O0I0%I U0;AIFOQ2 IFI 0T%2IF2%TA;/F$$ ; %A;2T%F;I0%2IF/F$$ %TF%I;I T0 _aif/f$$ ;;0 IT0 UIO2 IT% /F$$ ITAI% T 0 I2F%2QT _ ` IQIQ F/F$ $ F$ & 0%0I0%; Q 20T F%2 I0IT F/F$ $ ; F III 0F%2T_aIFF2IF F%/F$$ 2%TA;2T%FO2 IT% F/F$$ 0F%2T%2%cIA/F$$ H 2%I0I9TI0%F2;2/F$$ FU 02I%2A2TI0%I%2;%02%/ I I%0 $2%TATIF T%2IFF%$2$0O2$/F$$ A&4 OT2I F$? T%FTI 0%I2+F% F/F$$ %$2 7<

48 I #A"/, / 3 V 60% %( % P P; YI P A Q"P O 2 F %$3 3 &) $, -# I # ' /! $ 0 / ; / "# &,$ / & #0 A"! / # & ' /* *! 7d=d4& )$ 2 &) # #& &( $ 0 /! # 5 & 5 / Q/ ' ;I$ + # "& $, - 0 F$ &'// / V =8

49 %H0!0 Q 0 %' %/,* /; /;"/ I *"/O%& F %$7 / A " &( $& & # V 6!0 0! %& F /%&/A ;" %$8 I!& &# # 3 / * & A V 6!0 0 ; /O/ / %&;"$ F O/; / / %&;"$ ; / /%&/ O %$9 # $ &/ / 0 ' ( &/ &# /;* // 4# &! $ + *# *" &( $ F # # / /#(/ /$$V '*/R&Q$ =

50 0 / & # *" X / 4/ " & $ #& /& V %H0!0 2$ Q F/O"/F)! %$4 0! )* # % $ & / 4 #'/ / 4* $ % # V 6%0 %%;c0% ;* T ;* ;T QI>C8B*D ;* I0%2I 2IF ;* F;%2b ;* F0U0F 0 I; %$ =7

51 $2, %&'G,, -C,+ 0 &,&F 0) *! $ " / & I$ &/"4 * 4 &# // #// & $ 0/ "4V, -# & & *' / *! $ 9' X 7 V %H0 6% 0I%0 %&' CE,%0 I$T $ $ /06?G/0#2 $EE$7 O /U \ E>>$->= Q 2?/F$/Q/QU "/ * E88$888 /%/ " (* C88$888 R&F )/*/ $ *?* =88$888 2T 718$888 F /A */0Q -8$-E7 &/O&/F/U */Q / )# =7$-71 ; * ; *BD/IL "/&& -1$888 %$ 7 788C 6%J 6 %J060 &K0"%,% 0 %(#, ==

52 , - 0 +& # / # $ I%T 20/ 0/%/ A "$! "4/ 0 > 4% / *V /F/%3 Q/0 % /Y% A R $ I "4 5* # ( ' / F/T0UF02/ 20/A%/O% I/# I%T 20$ I! I%T 20V # &# V U F A Q"0 9 f 6% 0%&K0%, 'C,%(= 6 Q" A U 6% #0 % A 9 U! %$$ =C

53 0%&'030H0 0= %6% %L( %C-C,%(, ' %6% %(*% L 0 0K0 0 %( ; 8>8 1-= -7- =7-< 77=> EEE C CC7-7CC -== 78C 78> A >E1- C8=> 1<= C=>E %3 CE E=< E =7E CC7 =>< >= <E- 88 =8-77>= % =8 <1< = =1>8 7=>1 =<= ><1 C-E= Q =C8< C-7 CC 17>1 0 => 7E CE 1<7 ;&4 =88- C =< CC=< FI 71 CC EC C-< Q0 =- -C< >C 8<C %( $3 %$. I R V % I GFQ % % % 6 %0 % %0 U 1I ==1 781< U CI -> =7E> U =I 7<7 7C1- %$2 =1

54 %! 5*/#Z A *, 'A "$ 6% 0%&K0%%( <% % + C%%( I 2?# % + (%( #2 #,U ) ' # #I& 6%00%% & O %0!060 I % % A & $0 0%000MN( %0 % % >% %, %6% %L( %%%( <%= 6 CE %0 U -- C7$=1 U 4 EC> E$>1= % 2 C-- 1$=17 %$3 =-

55 $3! 0 N &' *4( * $0 / " X # : H IQ/#!)/ *! *&!$ *4(!/0 >E8(% A "C88$ / V *$ &$ $$ $ $ $ G$ $ $ 0% 6%> %0?%0= 6%> % %(?% Q O U O;g * ;& F% F0Q % 2A /=-1E8F " *##/=C88 %,/=7X1E8F %$7 /! / *' && * # *"$I&'/ *! / A $ =E

56 $$ / %% 1% $$0%% M0 %%( %&%0! / /(= :*/# VF /FG H $ 9 #! V FV;&%hB D FG V OB E. >. D H V* 0 B >. 1. D h # A 788-/ $ &# E1. E=. / $! / OF/ V "/;/FF0Q$ 0 ( 0 / VI/%/6 G/Q;/I&G/ I 6 G/O/*6 /;%I/G/F/%/H /$ #! ;6 / 788-/2G/ Q/U;Z /?788E/ *! / $ # / &! ='V O( :% W &;6 W / &$ =>

57 1,- ( 06O2 % / 0P ,$8 1, ( 06O2 % %00%, 0P % TAP PGA AFR ANS DLH RYR UPS LXR BER RZO IBE DHL LXR GBL DAT 8% 7% 60% % % 8% 60% TAP PGA RYR DLH AFR RZO LXR BER ANS IBE GBL LUX LTE DAT JKK,$9 =<

58 , ( 06O4 % G%,%P BCS SRR TAP AFR DLH PNR PGA RZO BAW SWT,$$ C8

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76 2 (%&K0443%448 4/ /& & /! / " & $ Objectivo Acção Parceiro Meio Data Participação em eventos, feiras - Routes Europe Maio - Routes World Adeturn Setembro - World Regional & Low Cost Airports Abril - Mundo Abreu Agência Abreu - Expogalaecia Participação com stand Participação com stand Maio Outubro Aumentar notoriedade Reformular a apresentação do Aeroporto (Português) Reformular a apresentação do Aeroporto (Inglês) Filme promocional do ASC Promover em parceria a elaboração de um filme promocional da região Adeturn Info pack do Aeroporto Estudo da Marca, Slogan e Estratégia de Comunicação Campanha de Eventos para animar Aerogare - Dia da Criança Maio - Semana da Cultura (Música, Teatro, Exposições, etc) Março - Recepção ao Emigrante - Semana das Empresas (Mostra do que melhor se faz na região) - Natal Identificar e participar em acções de mecenato com visibilidade Julho Outubro Dez./Janeiro >

77 Objectivo Acção Parceiro Meio Data Aumentar notoriedade e Comunicar Produtos Comunicar produtos Marketing Research Envolver Serviços/Trabalhadores Incentivos Melhorar página na Internet, tornando um meio activo de comunicação - Incluir versão do Aeroporto em Galego Organizar dossier e visitar empresas âncora e frequent flyers Organizar Workshop no OPO com Agentes de Viagem de Portugal (Área de Influência) Organizar Workshop no OPO com Agentes de Viagem Galegos (Área de Influência) Roadshow nas capitais distrito, mostrar como é fácil viajar; oportunidades SEGER WEB AV e TO (PT) AV e TO (GA) Airlines e Ag. Viagem Até DEZ/2006 Até DEZ/2006 Colocar o Stand ASC na Aerogare Estudo de Mercado na Galiza A definir Estudo de Mercado em PT-Área de Influência A definir Identificação destino final Pax - LIS - Catchm. Area DEMA MIDT Identificação destino final Pax - VGO DEMA MIDT Identificação destino final Pax - SCQ DEMA MIDT Actualização de informação constante do Plano de Marketing Identificar pontos de vendas juntos comunidades emigrantes Levantamento da Rede da Ag. Viagem PT e ES Comunicar internamente o Plano de Marketing Formação do Pessoal na Área de Apoio ao Cliente e MKT Negociar esquemas de incentivos com peers nonaviation Proporcionar visibilidade aos nossos parceiros no Aeroporto Estabelecer parceria com Tour Operators por forma a servir o mercado charter identificado com potencial A definir Serviços/entidades A definir Diversas Fontes Diversas Fontes Bases de Dados Acções de Divulgação Formação e Treino 2007 Trimestralmente RIPE Diversos Espaço A definir A definir 2006 Acordar Estratégia de desenvolvimento e cooperação Adeturn A definir 2006 Parcerias Acompanhamento do Cliente Acordar Estratégia de desenvolvimento e cooperação Colaboração com Postos de Turismo Elaboração de software facilitador com acompanhamento do cliente Turgalicia A definir 2007 ITP A definir 2006 DSTE Apoio de Marketing aos actuais clientes Diversos Permanente Actualização de dossier sobre actuais e potenciais Diversas Permanente Operadores Fontes 1<

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80 PLANO DE UTILIZAÇÃO DE SOLOS MASTER PLAN O Master Plan do Aeroporto do Porto apresenta-se através de 10 desenhos que reflectem os vários cenários de desenvolvimento do Aeroporto. Estes estágios de desenvolvimento correspondem a saltos de capacidade desde da fase actual até aquele que se entende ser o limite de capacidade máximo na presente localização. Para a identificação desse limite máximo foram tidas em conta, por um lado, as condicionantes inultrapassáveis da envolvente externa, e por outro, as próprias limitações de funcionalidade do sistema aeroportuário. Prevê-se que este limite, assim definido, possa ser atingido com um processamento na ordem dos 15 milhões de passageiros/ano. Os desenhos de nºs impares representam as várias fases de desenvolvimento correspondendo a cada salto de capacidade. Os desenhos de nºs pares representam os respectivos planos de utilização de solos. Desenhos Nº 1 e 2 Situação Actual 5 milhões pax/ano Identificam as várias infra-estruturas actualmente existentes e que, em grande parte, resultaram do Plano de Desenvolvimento ASC2000. Incorpora-se neste layout a 1ª fase de Desenvolvimento do Centro Logístico de Carga Área (CLCA) que se encontra em fase inicial de construção. Realça-se, também, a consideração com o nº 28 de um hangar para manutenção de aeronaves, em fase de estudo preliminar, mas a construir oportunamente. O sub-sistema de Pista e Taxiways permite processar até 20 movimentos/hora. Assumindo-se um mix e distribuição de tráfego semelhante ao actual e, considerando a capacidade já instalada para as restantes infra-estruturas, estimase que o Aeroporto poderá processar volumes de tráfego da ordem do 5 milhões de passageiros / ano. Quanto à carga aérea, tendo em conta a construção do CLCA em curso, não é previsível a existência de qualquer constrangimento no curto e médio prazo. Esta configuração permite o estacionamento de 35 aeronaves de passageiros e 5 de carga.

81 Desenhos Nº 3 e 4 Cenário de Desenvolvimento 6 milhões pax/ano Nesta fase existe a necessidade de aumentar a capacidade do sub-sistema de Pista e Taxiways, pelo que se prevê o prolongamento do caminho de circulação Poente (A) para Norte, de modo a garantir uma capacidade de processamento de 29 movimentos/hora. É considerada também a ampliação do CLCA de acordo com a procura, podendo implicar a afectação de alguns terrenos ainda não contidos no actual perímetro aeroportuário. Considera-se ainda a existência de uma Área Estratégica para Desenvolvimentos Imobiliários (9 A). No lado nascente do Aeroporto prevê-se a existência de um desenvolvimento imobiliário que contempla um hotel, uma estação de serviço e abastecimento de combustíveis e uma zona comercial. É ainda previsto o aumento da capacidade para estacionamento automóvel. Nesta fase, a infraestrutura estará preparada para receber a estação de transporte ferroviário. Desenhos Nº 5 e 6 Cenário de Desenvolvimento 9 milhões pax/ano Nesta fase torna-se necessário aumentar a capacidade de estacionamento de aeronaves. A ampliação da plataforma principal não é possível, uma vez que o seu prolongamento para Poente feriria as superfícies de protecção da pista actual (superfície de transição). Por outro lado, torna-se necessário aumentar a capacidade de pista, o que só será possível com a existência de um caminho de circulação paralelo a todo o seu comprimento. Como solução de desenvolvimento que permite a satisfação dos dois objectivos atrás identificados, é considerada a translação da pista da sua localização actual para aquela que se apresenta no seu lado Poente e que corresponderá a um prolongamento para Norte do actual caminho de circulação A, com a configuração de pista. Com este investimento será possível processar na nova pista valores na ordem dos 40 movimentos / hora e ampliar a capacidade para 40 posições de estacionamento de aeronaves de passageiros. Deve dizer-se que a pista antiga passará a funcionar como caminho de circulação paralelo à nova pista.

82 Aproveitando as suas características, com algumas adaptações de baixo custo poderá servir como pista de emergência, o que constitui uma enorme vantagem operacional para o Aeroporto, pois permitirá manter a operação em situações de inoperacionalidade da pista principal. A extinção prevista do caminho de circulação A, onde está actualmente localizada a posição isolada de estacionamento, obrigará à sua relocalização. Tendo em conta o espaço disponível, considerou-se como localização ideal a que se assinala em 24. É considerada a ampliação da placa de estacionamento que serve o CLCA (11), de 5 para 7 posições e ainda a existência de um parque de material de placa que apoiará essa plataforma. Em consequência desta ampliação, prevê-se a relocalização da fuel farm para a posição 23. Com a relocalização da pista, o actual radar deverá ser também reposicionado. Nas instalações do terminal de passageiros, para além do reforço de equipamentos, está prevista a ampliação do edifício Terminal de Bagagem de Partidas (3). Desenhos Nº 7 e 8 Cenário de Desenvolvimento 11 milhões pax/ano Ampliação da capacidade para 43 posições de estacionamento de aeronaves de passageiros, permitindo ao mesmo tempo maior flexibilidade no mix de aviões. Está prevista a relocalização e ampliação das áreas técnicas de apoio no lado Sul do Aeroporto (13) e a relocalização das instalações de catering (7). O espaço libertado pela reinstalação do catering irá permitir uma reformulação das vias de acesso ao Aeroporto no seu lado Nascente. Procurando que estas novas vias passem a constituir periferia do domínio aeroportuário serão criados espaços que poderão servir, nomeadamente, para aumento da capacidade da actividade de rent-a-car (8). Do mesmo modo, no lado Sul, serão criadas novas áreas destinadas a reforçar a capacidade de estacionamento automóvel (6 e 6 A). Nas instalações do terminal de passageiros está prevista nova ampliação do edifício Terminal de Bagagem de Partidas (3).

83 Desenhos Nº 9 e 10 Cenário de Desenvolvimento Capacidade Máxima Está prevista a ampliação da capacidade para 54 posições de estacionamento de aeronaves de passageiros. A ampliação das áreas técnicas de apoio no lado Sul do Aeroporto (13). Criação de novas áreas técnicas de apoio no lado Poente do Aeroporto (18). Para este estágio de desenvolvimento, assumindo-se que o Terminal de Passageiros com a configuração anterior esgotou a sua capacidade com o processamento de cerca de 11 milhões de passageiros/ano, será necessário proceder à sua ampliação. Esta será conseguida através do seu desenvolvimento para Sul. O pier será prolongado, prevendo-se a instalação de mais 7 pontes telescópicas. Serão construídas novas áreas de partidas e chegadas com os respectivos curbsides, com tipologias semelhantes às actuais e ligadas ao Terminal principal. Esta ampliação implicará a relocalização da Torre de Controlo de Tráfego Aéreo para a posição (15).

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121 & 1..( 7 2.L. 1= !&#;"##, ) ' " ! &#;"##, ) ' 7.2.( ? ( 7.2..(71. 7.(78 /.<>.AR. 5 / 2Decreto Regulamentar n.º 7/83, de 3 de Fevereiro 8 / 2.

122 !

123 Report for Provision of Consultancy Services ANA, Aeroportos de Portugal, SA Lisboa Terminal Capacity Review of Oporto International Airport 05 May 2006 Final Draft International Air Transport Association 800 Place Victoria, B.P. 113 Montreal, Quebec Canada H4Z 1M1 Tel: +1 (514) Fax: +1 (514)

124 2

125 Executive Summary IATA was commissioned by ANA to provide a terminal capacity assessment at Oporto International airport. The focus of the study was to evaluate the current conditions at the airport based on the busy peak hours in 2005; to calculate the maximum reliable throughput of the existing facilities; and propose possible solutions to ensure capacity balance and to optimize the terminal capacity while maintaining a good Level of Service. The systems were reviewed based on IATA s expanded Rules of Thumb and experience. An airport is more than just the terminal building. Rather it is a network of inter-related systems that processes aircraft, passengers, baggage and vehicles. As such, capacity balance amongst all the inter-related systems is a must to operate an efficient and effective airport. The study is based on original data supplied by ANA, including plans and busy day flight schedules. This data was supplemented by information received during the course of a meeting held at Lisbon Airport on the The additional parameters, including enhanced load factors and on site observations, were input into the previously prepared models, generating a set of revised final results with regard to the original Preliminary Report issue. It is evident from the data supplied that the passenger terminal at Oporto International Airport has been designed with substantial future capacity expansion in mind. Selective elements of the equipment installation, including check-in desks, outbound security and baggage reclaim carousels, have only been provided at 50% of the maximum system configuration afforded by the respective areas. Other, fixed areas of the terminal system, such as gate lounges have already been sized for a larger demand profile, reflecting the maximum capacity of the system as a whole. This situation is reflected in the results of the capacity audit, where there is an asymmetrical distribution in the sub-system utilisation factors relating to the status of the current installation. This asymmetry is corrected once the full fit out parameters are input into the model. In order to obtain a more accurate status the numerical audit was performed twice with the following input data: The system components as currently installed The system components within their ultimate maximum configuration Due to the recent commissioning date of the Oporto Passenger terminal facility and the inherent spare capacity, which had been built into the design, there are no apparent immediate system constraints or capacity limiting factors. 3

126 Terminal System Configuration, System Logistics and Market Profile Aircraft Stands The aircraft stands main apron is located west to the terminal and East of the runway 17/35. Another small apron is located south west of the runway but will not be part of the study. The main apron has 31 aircraft stands of 9 are contact stands. The cargo apron, which is part of the main apron, contains three (3) aircraft stands that can be use for parking commercial aircrafts if required. Terminal Configuration The existing passenger terminal at Oporto International Airport is configured in four levels. The generic process sequence follows a vertical distribution with the check-in area located at the upper Level 3. After security processing, the departing passengers descend to Level 2, which accommodates the principal airside concourse serving the nine air-bridged contact stands along the western façade. The central area is dedicated to Schengen operations with the southern flank of the southern gate promontory assigned to Non-Schengen traffic. The main arrivals corridors, located at Level 1, feed passengers into the Level 0 immigration, baggage reclaim and landside arrivals concourses. Apron Level 0 additionally accommodates two discrete coaching gate lounge clusters at the southern and northern extremities of the existing building. Both areas accommodate a mix of Schengen and Non-Schengen dedicated lounges. The northern gate cluster also accommodates a Schengen immigration control area. The main bank of immigration desks is located at the southern end of the baggage reclaim concourse. The reclaim area is common to both the Schengen and Non-Schengen traffic streams, which enter the concourse from the northern and southern ends respectively. Outbound baggage is processed within a discrete module located at the southern end of the building at Level 0. Arrivals baggage is processed in an area to the north of the terminal core. The remainder of the basement area is allocated to sundry technical infrastructure and staff facilities. Kerb The terminal is equipped with dedicated departures and arrivals kerbs at Levels 3 and 0 respectively. Each kerb extends to 200 m with a duplicate road frontage. This provides opportunities for the separate processing of private car and coach traffic. Check-in Concourse The check-in desks are arranged in four island banks located perpendicular to the landside elevation. Each bank accommodates 15 check-in desks feeding a single collector belt. The size and geometry of each island provides the opportunity for a future installation of an additional 15 desks (in a mirror configuration) with a second collector belt to each island. The check-in concourse in its ultimate configuration shall accommodate 120 check-in desks. The lateral separation between the check-in islands is 22 m. This is adequate in the current configuration, where each island check-in array is single sided. A future installation of additional check-in desks will create a situation, whereby the opposing queue depths of 11.0 m each will not permit any lateral circulation between the islands. This is below the IATA recommended minima and is likely to result in local congestion during future peak hour operations. Outbound security The outbound security area has been sized to accommodate 14 X-ray machines and AMD gates. The current installation consists of 6 units, one of which is dedicated to staff processing. The outbound security area is accessed directly from the check-in concourse. Six boarding card inspection stations control access to the security inspection area. 4

127 Airside Departures Concourse The airside departures concourse located at Level 2 is accessed by two banks of stairs and escalators descending from the check-in area at Level 3. The free flow concourse, bounded by commercial and catering outlets on the eastern perimeter extends the full length of the building. The terminal frontage has two gate promontories at the northern and southern ends of the airside concourse. The southern promontory accommodates a dedicated outbound passport control area providing access to Non-Schengen gate lounges at both Levels 2 and 0 respectively. The northern promontory is only a single level building accommodating both Schengen and Non-Schengen traffic gate lounges at Level 0. Without access to the arrivals collector corridors at level 1, this area also houses a dedicated Non-Schengen immigration control area. The structure of the northern promontory has been prepared for future expansion up to Level 2, to complement the existing provisions in the southern promontory and provide additional Schengen facilities. Since there were no details available of this future development at the time of preparing this study, the resulting additional gate lounge areas have not been accounted for in the future system capacity projection. Arrivals and Baggage Reclaim Area The baggage reclaim area contains four indirect feed inclined bed reclaim carousels. The layout of the baggage reclaim hall has been prepared to accommodate three additional reclaim carousels of a similar size. This shall require a re-location of the existing immigration area at the southern flank of the reclaim concourse. The future location of the principal immigration control area, in closer proximity to the access stairs, may result in a limited queuing area at the head of the passport control desks. For the purposes of the capacity calculations it has been assumed that each reclaim carousel is capable of processing three simultaneous flights of a typical aircraft size. Transfer Logistics The terminal contains separate provisions for Schengen and Non-Schengen transfer. The Schengen transfer route, which is located at the northern end of the building, emanates form Levels 0 and 1 terminates at Level 2. The Non- Schengen transfers follow a similar path (airside of the immigration control) at the southern end of the building. Both transfer routes are equipped with dedicated ticketing desks and security X-Ray machines (one each). Landside Arrivals Concourse The open plan landside arrivals concourse is located at Level 0. The baggage make-up and despatch area bound the landside arrivals area on the southern side. There is an opportunity for the future expansion of the landside area to the north into an area previously occupied by a temporary check-in facility. Market Profile The design busy day, recorded on the , indicates 92 directional movements corresponding to each departures and arrivals. Of those movements 19 (21 %) serve Non-Schengen destinations / points of origin. The Non-Schengen destinations are located in the United Kingdom, Switzerland, North Africa, North America and South America (connecting via Lisbon). The 2005 schedule Non-Schengen and Schengen departures peak hours coincide, however the Non-Schengen arrivals stream peaks in the morning ahead of the Schengen arrivals stream. The long haul destinations are currently served outside the combined Schengen and Non-Schengen peak hour periods. 5

128 Capacity Analysis Methodology Analysis Methodology The evaluation of the capacity of the existing Passenger Terminal at Oporto Airport was performed in the following manner: Identification of the Prime System Component capacities required meeting the current recorded directional Peak Hour demand (29 August 2005, Departures hrs. and Arrivals hrs.) Extrapolation of the MAXIMUM equivalent Peak Hour Passenger capacity which can be sustained by the EXISTING Prime System Components, assuming similar process conditions. Illustration of the UTILISATION LEVELS of the existing terminal system components within the context of the CURRENT (2005) peak demand loading. Prime System Parameters The capacity audit has been conducted on the basis of he IATA Level of Passenger Service Standards. These provide internationally accredited benchmark targets, whereby the performance of various specific installations can be directly compared using a common, consistent and quantifiable reference database. The IATA Level of Service standards are measured on a 6-point descending scale of performance graded from Level A to F. Level A represents an excellent level of service, free passenger flow and superior level of user comfort. Level F, on the other end of the scale represents a condition of system breakdown, with major process constraints, cross flow conditions and unacceptable level of service. The following tabulation provides an indicative summary of the Passenger Service standards related to specific spatial provisions A B C D E F Queue (Check-in) Wait/Circulate SYSTEM FAILURE Holdroom Bag Claim Gov. Inspection Services This capacity audit, in common with similar studies, has been conducted using IATA Level of Service C as the target parameter for the performance of the prime system components. This level indicates a good level of service commensurate with stable flow conditions and acceptable levels of delay during peak demand conditions. The results, using the above stated parameters, are based on the ultimate capacity of the installed systems, assuming a 100 % utilisation of all the available system resources. Considering the time required to design, construct and fully commission new or additional terminal facilities, there is a common expectation of the degradation of Passenger Service Levels during the lifetime of any terminal building. Extension and remodelling of existing operational facilities also provides additional pressure on the system during the course of the construction works. It, is consequently, not recommended that a Level of Service Standard below C is adopted as the starting point for any future strategic development policy, since the subsequent and inevitable degradation as the system reaches maturity, would provide conditions below acceptable standards. 6

129 Prime System Components IATA regards the following terminal system components as the key factors which govern the overall capacity of the facility: Outbound Security Check-in desk provisions Departures passport control Gate Hold room areas Arrivals passport control Baggage reclaim area Landside concourse Aircraft Stands Prime System Variables The calculation of the system capacity with regard to each individual component specified above is based on the following parameters: Demand Profile o Peak Hour Directional Passenger flow (PHPax) Fixed installation o Number of desks, processing counters or reclaim belts (Number) Floor areas o Gross floor areas within specific holding sectors (sq.m.) Process times o Time taken to process a single passenger (seconds) System redundancy (Optional) o Proportional allowance for staffing / system technical constraints The demand profile was analysed separately for the Schengen and Non-Schengen traffic sectors, where specific dedicated facilities were required namely: Outbound Passport Control positions Departures Gate Lounges Immigration Control positions Where the absolute Busy Day peak hour demand did not reflect the a specific peak in a corresponding traffic sector (Non-Schengen or Schengen) the peak demand of that specific traffic sector was used, in lieu of the combined figure, to determine the capacity of sector dedicated facilities. Other areas were audited in terms of the combined peak hour demand (Schengen and Non-Schengen), reflecting common usage of the facilities. 7

130 The following graphic illustrates the Schengen boundary conditions in force at the time of this report: Passenger Traffic Schengen Non - Schengen Cargo Traffic Non - EU European Union Luxembourg Spain Portugal Austria Italy Greece Denmark Finland Germany Holland Belgium France Sweden Norway Iceland Great Britain Ireland Poland Hungary Czech Republic Slovakia Lithuania Estonia Latvia Slovenia Cyprus Malta Rumania Bulgaria Croatia Switzerland Customs Boundary Planned Accession

131 The system variables (as currently installed) used in the capacity audit are listed in the tabulation below: System Component Passenger Service Level (C) Schengen Demand Profile Non - Schengen Demand Profile Fixed Installation Existing Floor Area (sq.m) Process Time LOS System Redundancy Check-In Desks Proportion of Short Haul Internat. Movements in peak hour % of pax in 60 min. before PH % of pax in 60 min. after PH 1, PHP (Combined) 100 % 10 movements % % 60 units sec 0% Outbound Security Y Class Passengers J Class Passengers 1, PHP 80.00% % 5 units + 1 staff sec 0% Departures Passport Control Y Class Passengers J Class Passengers PHP 80.00% % 18 units sec 0% Gate Hold Rooms Schengen Peak Hour Aircraft Capacity Load Factor Proportion Seated Pax Proportion Standing Pax Area per Seated Pax Area per Standing Pax Gate occupancy time PHP Adjusted 80 % 20 % 7, mins. LOS (C) Gate Hold Rooms Non- Schengen Peak Hour Aircraft Capacity Load Factor Proportion Seated Pax Proportion Standing Pax Area per Seated Pax Area per Standing Pax Gate occupancy time PHP Adjusted 80 % 20 % 4, mins. LOS (C) Gate Hold Rooms Total Peak Hour Aircraft Capacity Load Factor Proportion Seated Pax Proportion Standing Pax Area per Seated Pax Area per Standing Pax Gate occupancy time 1, PHP Adjusted 80 % 20 % 11, mins. LOS (C) Arrivals Passport Control Number of aircraft exist doors PHP 5 no. 26 units sec 0% Baggage Claim Units Proportion of wide body a/c Occupancy wide body pax Wide body claim units Proportion of narrow body a/c Occupancy narrow body pax Narrow body claim units 1, PHP 0.00 % % 5 units tot. 0 units 4 units 20 mins. 20 mins. 0% Arrivals Hall - Landside Average occupancy time / pax Av. Occupancy time / visitor Space per person Number of visitors / pax 1, PHP , mins. 30 mins. LOS (C) Aircraft stands - Airside Buffer time Turn around time Number of stands Schengen peak period AC movements 18 Non-Schengen peak period AC movements mins. 60 mins. 9

132 Capacity Analysis Results Existing and Maximum Future Capacity It is evident from the data supplied that the passenger terminal at Oporto International Airport has been designed with substantial future capacity expansion in mind. Selective elements of the equipment installation, including check-in desks, outbound security and baggage reclaim carousels, have only been provided at 50% of the maximum system configuration afforded by the respective areas. Other, fixed areas of the terminal system, such as gate lounges have already been sized for a larger demand profile, reflecting the maximum capacity of the system as a whole. This situation is reflected in the results of the capacity audit, where there is an asymmetrical distribution in the sub-system utilisation factors relating to the status of the current installation. This asymmetry is corrected once the full fit out parameters are input into the model. In order to obtain a more accurate status the numerical audit was performed twice with the following input data: The system components as currently installed The system components within their ultimate maximum configuration System Capacity Current Installation The following numerical and graphical tabulation illustrates and compares both the CURRENT (2005 Busy day) peak Hour demand and the MAXIMUM saturation capacities of the respective terminal sub-systems, based on the CURRENT EQUIPMENT INSTALLATION. The results are expressed in terms of the utilisation levels of each system component. These results provide the following indicators: The ability of the existing installation to respond to the current demand The residual capacity (2005 date) of each system component The overall system balances and local constraint conditions, in terms of the mutual relationship of each consecutive system component. The following results reflect a capacity profile consistent with both the target LOS (C) and 100% system utilisation parameters. OPORTO INTERNATIONAL AIRPORT 2005 SCHENGEN & NON-SCHENGEN TRAFFIC SECTORS LOS - (C ) - 100% KEY SURVEY DATE = 2005 CURRENT MAXIMUM CURRENT PASSENGER LEVEL OF SERVICE (C ) PEAK HOUR PEAK HOUR UTILISATION SYSTEM UTILISATION % DEMAND CAPACITY FACTOR A B C D E F G H J K CHECK-IN DESKS 1,232 2,956 42% SECURITY CHECK POSITIONS 1,232 2,053 60% DEPARTURES PASSPORT CONT ,527 11% GATE HOLD ROOMS - SCHENG & NON-SCHENGEN 1,232 11,967 10% GATE HOLD ROOMS - SCHENGEN ONLY 729 7,545 10% GATE HOLD ROOMS - NON-SCHENGEN ONLY 503 4,411 11% ARRIVALS PASSPORT CONTROL 559 2,906 19% BAGGAGE CLAIM AREA 1,230 4,920 25% LANDSIDE CONCOURSE 1,230 5,662 22% A/C STAND PROVISION 1,732 3,542 49% MEAN VALUES - DIRECTIONAL PEAK HOUR 1,331 3,827 26% (LOWEST VALUES) COMBINED PEAK HOUR DEMAND 2,219 6,378 DESIGN INDEX - CHARTER OPERATIONS 0.065% 0.065% EQUIVALENT ANNUAL CAPACITY 3,413,333 9,811,795 10

133 CAPACITY AUDIT - LOS (C) % UTILISATION 14,000 12,000 Peak Hour Demand Max Available Capacity 10,000 8,000 6,000 4,000 2,000 0 A B C D E F G H J K TERMINAL SUB-SYSTEM CAPACITY AUDIT - LOS (C) % UTLISATION 70% 60% Utilisation Factors 50% 40% 30% 20% 10% 0% A B C D E F G H J K TERMINAL SUB-SYSTEM 11

134 System Capacity Maximum System Configuration Due to the recent commissioning date of the Oporto Passenger terminal facility and the inherent spare capacity, which had been built into the design, there are no apparent immediate system constraints or capacity limiting factors. The following numerical and graphical tabulation illustrates and compares both the CURRENT (2005 Busy day) peak Hour demand and the MAXIMUM saturation capacities of the respective terminal sub-systems, based on the MAXIMUM EQUIPMENT INSTALLATION, which the building has been prepared for. OPORTO INTERNATIONAL AIRPORT FUTURE SCHENGEN & NON-SCHENGEN TRAFFIC SECTORS LOS - (C ) - 100% KEY SURVEY DATE = 2005 CURRENT MAXIMUM CURRENT PASSENGER LEVEL OF SERVICE (C ) PEAK HOUR PEAK HOUR UTILISATION SYSTEM UTILISATION % DEMAND CAPACITY FACTOR A CHECK-IN DESKS 1,232 5,913 21% B SECURITY CHECK POSITIONS 1,232 5,749 21% C DEPARTURES PASSPORT CONT ,527 11% D GATE HOLD ROOMS - SCHENG & NON-SCHENGEN 1,232 11,967 10% E GATE HOLD ROOMS - SCHENGEN ONLY 729 7,545 10% F GATE HOLD ROOMS - NON-SCHENGEN ONLY 503 4,411 11% G ARRIVALS PASSPORT CONTROL 559 2,906 19% H BAGGAGE CLAIM AREA 1,230 8,610 14% J LANDSIDE CONCOURSE 1,230 5,662 22% K A/C STAND PROVISION 1,723 2,496 69% MEAN VALUES - DIRECTIONAL PEAK HOUR 1,329 5,686 16% (LOWEST VALUES) COMBINED PEAK HOUR DEMAND 2,216 9,477 DESIGN INDEX - CHARTER OPERATIONS 0.065% 0.065% EQUIVALENT ANNUAL CAPACITY 3,408,718 14,579,487 12

135 CAPACITY AUDIT - LOS (C) % UTILISATION 14,000 12,000 Peak Hour Demand Max. Available Capacity 10,000 8,000 6,000 4,000 2,000 0 A B C D E F G H J K TERMINAL SUB-SYSTEM CAPACITY AUDIT - LOS (C) % UTLISATION 80% 70% Utilisation Factors 60% 50% 40% 30% 20% 10% 0% A B C D E F G H J TERMINAL SUB-SYSTEM 13

136 Conclusions The capacities of the individual terminal sub-systems indicate a good degree of parity. As anticipated, the mutual balance of the individual sub-system capacities is markedly improved once the ultimate system installation parameters are input into the audit. This is fully commensurate with status of a terminal system, where the internal installation and equipment fit out is phased in line with anticipated demand growth. The current installation enjoys an average loading in the order of 23% of the aggregate available capacity during the peak demand period (2005). The exceptions are the check-in desks and outbound security provisions, which are known to have been installed at half the ultimate capacity. Substitution of the maximum installation values into the model redresses the imbalances with a resulting average loading of 16% of the aggregate available capacity during the peak demand period (2005). The departure gate provisions remain particularity generous with loadings in the order of 11%. The measured areas are illustrated in Appendix-A to this report. System Saturation and Strategic Development Plan The final graph is based on a notional extrapolation of the aggregate directional peak hour demand within three distinct future growth scenarios (low, median and high). Although this is a very generic approximation, it does give some indication as to the date when the existing terminal system as a whole will reach saturation capacity at Passenger Service Level (C). According to the graph if traffic grows at a median (baseline) of 10% per annum, the terminal system will reach saturation capacity at Passenger level of Service (C) within the 2020 timeframe PEAK HOUR DEMAND GROWTH SCENARIO DIRECTIONAL PEAK HOUR PAX SATURATION CAPACITY 15 % ANNUAL GROWTH 10 % ANNUAL GROWTH 6 % ANNUAL GROWTH YEAR 14

137 Baggage Handling System The evaluation of the outbound baggage handling system focussed upon the following principal considerations: System capacity to satisfy the busy peak hour demand based upon system variables and data used in the capacity audit described elsewhere in this document; Calculation of the maximum reliable throughput of the BHS; Qualitative review of the system configuration and arrangements for Hold Baggage Screening of outbound baggage. System Capacity The capacity evaluation was based upon data and information provided by ANA and the results of the schedule analysis. In addition it was necessary to make a number of operational assumptions, which are summarised below: Peak hour departing passenger volumes are 1,232 passengers / hour (includes both Schengen and Non- Schengen); The number of aircraft movements in the peak hour is currently 10; Bag Factors are 1.4 for Schengen passengers, and 2.0 for Non-Schengen passengers; Maximum size of Standard baggage items is 1200 x 750 x 650 mm; Spacing between bags on the transport conveyors is approximately 150 mm; The Level 1 EDS screening machines have a throughput capacity of up to 1800 bags per hour; The Level 3 CT screening machines have a throughput capacity of up to 400 bags per hour; Average speed of the slowest segment of the in-line transport conveyor system is 1.0m/s. Peaking of throughput demand within the peak hour has been assumed to be of medium severity suggesting a Peaking Factor of 1.25 Based upon the assumptions listed above the peak hour demand placed upon the outbound system was calculated to be approximately: Scenario A: 100% Schengen traffic: 2,156 bags per hour; and Scenario B 100% Non-Schengen traffic: 3,080 bags per hour. Baggage Characteristics It has been assumed that the baggage to be handled by the system will conform to the following characteristics. These dimensions are governed by the static and dynamic load capacities of hold baggage screening equipment, the building structural clearances within the allocated BHS spaces together with the anticipated capabilities of BHS elements such as powered turns, vertical sortation devices and pushers. The figure and table below illustrate the baggage measurement conventions used to determine the transport system capacity. Width Standard Bag Dimensions Maximum Average Minimum Weight [kg] Length Length [mm] Width [mm] Height [mm] Height 1 Normal size Golf Bag. 15

138 Capacity: Transport conveyors It has been assumed that bags will always be loaded onto the Collector Belt with their long side laid along the axis of the belt in the direction of travel as illustrated below The transportation system capacity using the belt speed and baggage configuration illustrated was calculated for each of the two primary baggage lines (A and B) to be 44 bags per minute (2664 bags per hour). Total system capacity: 44 x 2 = 88 bags per minute (5280 bags per hour). Capacity: Hold Baggage Screening System It has been estimated that each of the three parallel multi-level screening lines will be capable of processing up to 1800 bags per hour, based upon currently available screening system product information, providing a total screening throughput capacity of 5400 bags per hour. The time required for the Level 2 screening officer to interrogate the Level 1 image and make a decision to clear the bag and send it to the make-up area or reject the bag and send it to Level 3 is assumed to be 20 seconds. Each of the in-line Level 3 CT machines have been assumed to have throughput capacity in the order of 400 bags per hour, based upon currently available screening system product information, providing a total Level 3 screening capacity of 1200 bags per hour. The time required for the Level 4 screening officer to interrogate the Level 3 image and make a decision to clear the bag and send it to the make-up area or reject the bag and send it to Level 4 is assumed to be 60 seconds. Similarly, in the absence of data to the contrary, it has been assumed that Hold baggage screening processing and clear / reject rates are in accordance with IATA recommendations, which are summarised below: HBS LEVEL # Definition of Screening Within Level Fully Automatic Explosive Detection System (EDS) inline X-ray Machine. Staff Operated X-ray Screening image Processor workstation using enhanced Image Processing software. CT X-Ray Machine Or Staff Operated Electronic Trace Detection (ETD) System. (NOTE Level 2 reject Image replicated at Level 3 position in parallel to ETD system) Reconciliation of Threat Baggage with Passenger (Pax and Bag Brought to Special Area) Passenger asked to account for threat image and ETD trace presence concern. Passenger asked to Open Bag Cleared Baggage Directed to: (Target % of Baggage) Automatic or Manual Baggage Sortation System (70% of Total Flow) Automatic or Manual Baggage Sortation System (25% of Total Flow) Automatic or Manual Baggage Sortation System (4.8% of Total Flow) Automatic or Manual Baggage Sortation System ( % of Total Flow) Reject Baggage Directed to: HBS Level 2 (30% of Total Flow) HBS Level 3 (5% of Total Flow) Reconciliation of Higher Threat Status Baggage with Passenger (0.2% Of Total Flow) Very High threat Baggage Sent to Baggage Bomb Disposal Unit. ( % of Total Flow) 16

139 Capacity: Baggage Make-up Area The Make-up facilities should be able to process the allocation of narrow and wide body aircraft proposed to be resident within the weekly flight schedules. The following summarises IATA recommendations regarding the number and length of make-up facilities required to process individual narrow and wide-body flights. Total Make-up Ref Flight Characteristics Number of Make-up devices length Required to service each Flight 1 Wide Body 1 st Class / Business 2 Economy Class Wide Body Single class Narrow Body 1 st Class / Business 1 Economy Class Narrow Body Single Class 3 28 The schedule identified up to 10 aircraft movements within the current peak hour, comprising nine narrow-body, and a single wide-body aircraft. Based upon current IATA recommendations this would require a total make-up capacity of: 42 + (9 x 28) = 294 m to be provided by up to (3 x 9) + (6) = 33 individual sort laterals The BHS has a total of 21 make-up devices, 20 sort laterals, each with a presentation length of approximately 10 metres and a single carousel with a make-up length of approximately 45 metres. The total makeup length available to support peak hour operations is therefore 240 metres provided by 21 devices, including a single large carousel. Based upon IATA recommendations, this indicates a capacity shortfall of 54m of presentation length and 6 individual sort laterals (assuming that the single carousel is allocated to the make-up of all wide-body flights). However, it is acknowledged that the rule of thumb IATA recommendations do not take account of the variation of aircraft size within the narrow or wide-bodied categories. Analysis of the narrow-body fleet mix for a typical busy day indicates that: Approximately 20% (2 movements in the peak hour) are of Code C3 or B aircraft, such as Embraer 145, CRJ, and Q300. Baggage make-up for these flights may be performed using a single lateral; Approximately 20% (2 movements during the peak hour) are Code C2 aircraft, such as Avro RJ, Fokker 100. Baggage make-up for these flights may be performed using 2 lateral devices; and Approximately 50% (5 movements in the peak hour) are of code C1 aircraft such as B , A320. Baggage make-up for these flights may be performed using 3 lateral devices. Under these conditions the make up requirements may be summarised as: 42 + (5 x 3 x 10) + (2 x 2 x 10) + (2 x 1 x 10) = 255m to be provided by 21 laterals and a single large carousel. 17

140 This requirement almost exactly matches the current configuration and capacity of the make-up facilities. Additional flights maybe concurrently processed during the peak hour if baggage sortation protocols are relaxed, for example, to restrict narrow body Code C1 sort lateral allocation to two laterals per flight, allocation of two or more flights to the large make-up carousel and intensification of baggage cart loading activities. Similarly, it is understood that a significant element of the air traffic comprises low cost and charter operations which are usually single class configurations: This may offer additional opportunities for sortation protocol rationalisation and reduction in the number s of sort laterals allocated to each flight. However, any significant increase in the number of peak hour aircraft movements will require the installation of additional make-up facilities. Capacity Conclusion The following summarises the outcomes of the BHS capacity analysis: System Element Identified Peak Hour Demand Calculated Maximum Peak Hour Capacity Check-In (60 Counters) 1,232 passengers 2,956 passengers 42% 100% Schengen 2,156 bags per hour 5173 bags per hour 100% Non-Schengen 3,080 bags per hour 7390 bags per hour Transportation System (Line A and B) 100% Schengen 2,156 bags per hour 5280 bags per hour 41% 100% Non-Schengen 3,080 bags per hour 5,280 bags per hour 58% Hold Baggage Screening Level 1 (100% of total bag flow) Assumes individual EDS capacity of 1800 bags per hour 100% Schengen 2,156 bags per hour 5400 bags per hour 40% 100% Non-Schengen 3,080 bags per hour 5400 bags per hour 57% Level 2 (30% of total bag flow) Assumes 20 seconds to analyse bag image and make pass / fail decision 100% Schengen 100% Non-Schengen Level 3 (5% of total bag flow) Assumes individual CT capacity of 400 bags per hour 100% Schengen 646 bags per hour. 4 screening officers required 924 bags per hour. 6 screening officers required 1620 bags per hour. 9 screening officers required 1620 bags per hour. 9 screening officers required 108 bags per hour 1200 bags per hour Current Utilisation 92% 86% 9% 100% Non-Schengen 154 bags per hour 1200 bags per hour 13% Level 4 (0.2% of total bag flow) Assumes 60 seconds to analyse bag image and make pass / fail decision 100% Schengen 5 bags per hour. 1 screening officer required 48 bags per hour. 1 screening officer required 92% 100% Non-Schengen 6 bags per hour. 1 screening officer required 48 bags per hour. 1 screening officer required 86% 18

141 System Element Identified Peak Hour Demand Calculated Maximum Peak Hour Capacity Current Utilisation Baggage Make-up 20 sort laterals and a single carousel 10 Movements per peak hour (9 Narrow and a single wide-body) Evaluation against IATA recommendations 42m + (9 x 28m) = 294m 42m + (21 x 10) = 252m 45m + (20 x 10) = 245m 45m + (20 x 10) = 245m 125% Revised Evaluation 103% In conclusion, it may be stated that the check-in, transportation and hold baggage screening elements of the BHS have a significant amount of unused capacity: Average system utilisation may be considered to be in the order of 40% 50 %, depending on the mix of Schengen and Non-Schengen passengers. However based upon the available information, the make-up facilities are currently fully utilised and will require augmentation in order to cope with any significant additional traffic volume. The planned installation of an additional 60 check-in counters will add the capability to process up to 5900 passengers (which equates to 8260 Schengen destination bags). However, this additional capacity to induct baggage to the BHS far exceeds the ability of the current system to process it effectively. System Configuration Notwithstanding the concern over baggage make-up facility capacity, the general design and layout of the BHS has been carefully considered to align with current industry norms and best practices. There are no apparent constrictions or bottlenecks in the flow path and all major components have been configured to provide good working conditions for baggage handling staff and screening system operators. The inclusion of cross-over transportation links between the main transportation feeds from check-in to baggage room (Line A and Line B) is an excellent way of balancing load and providing operational contingencies in the event of a downstream planned or unplanned maintenance event. 19

142 Ergonomic Considerations Baggage system interfaces with the baggage handling staff within the baggage hall should be ergonomically designed. Baggage off-load levels within the baggage halls should be designed to be ergonomically suited to the local workforce and should adopt best international working practices, such that the risk of off loading injuries should be minimised. Similarly, attention is drawn to the requirement to ensure that heavy baggage lifting equipment is provided where it is envisaged that excessively heavy baggage will be transferred from the BHS to awaiting containers. This applies not only the baggage handling work areas, but also to the provision of maintenance access ladders, platforms, and catwalks. Bag Sortation It has been assumed that bag sortation will be achieved through the use of automated bar code reader devices installed ahead of the Level 1 EDS screening machines. It was not apparent from the information provided as to what arrangements had been included for the manual coding of bags whose labels were unreadable or were mis-read by the scanners, other than direct the affected bag to the Level 5 Screening Station where it may be manually examined before being directed to the appropriate make-up device. Over Size Items It is not apparent from the information provided as to what arrangements are planned to handle over size or out of gauge items, although it is acknowledged that the specification of a baggage belt width in the order of mm will provide some capacity to handle individual items that are outside of the Standard Baggage dimensional envelope. Hold Baggage Screening System: The arrangements for Hold Baggage Screening are in accordance with industry norms and best practices. The multilevel in-line approach will ensure that baggage screening does not impose any restriction upon baggage flow during peak hour operations and the inclusion of three parallel screening lines provides a high degree of redundant capacity in the event of a failure an individual screening machine (Level 1 or Level 3). The location of the screening control room housing the monitoring work stations adjacent to the baggage hall will enable rapid response of screening operators for manual intervention to address a specific screening problem as required. The baggage flow path up to and beyond Level 5 reconciliation of the bag and passenger is very clear and well thought out. Of particular note is the provision of a Threat Bag quarantine and evacuation facility. However, there would appear to be a significant over-capacity with regard to Level 3 screening via the use of three In-line integrated CT machines. Notwithstanding the fact that specific throughput and capacity data was not available to IATA, machines of this type are usually capable of processing up to 400 bags per hour which would suggest that a single machine would have provided sufficient capacity to meet projected demand for the foreseeable future. A second machine may be justifiable in order to address any latent concerns over machine reliability and provide a high degree of surge capacity but based upon the available information, the inclusion of a third CT machine may be considered excessive. 20

143 Conclusion The design of the outbound baggage handling system has been carefully considered to conform to current industry norms and best practices, including IATA recommendations regarding system performance, and configuration to promote a safe, secure and efficient operating environment. The current traffic schedule imposes a projected outbound demand of between 2156 and 3080 bags per hour, which is dependant upon the mix of Schengen and non-schengen flights being processes concurrently. The hold baggage screening configuration should be reviewed with the objective of rationalisation of the number of CT machines from three to two. A conservative estimation of the overall system capacity is in the order of 5400 bags per hour based upon the hold baggage screening process configuration, which indicates that the system will initially have a 40-57% utilisation rate during peak hour operations. However, the baggage make-up facilities are very closely matched to the current traffic volume and mix, and notwithstanding the ability to process additional flights through the relaxation of sortation protocols, for example, to restrict narrow body Code C1 sort lateral allocation to two laterals per flight, allocation of two or more flights to the large make-up carousel and intensification of baggage cart loading activities, any significant increase in the number of aircraft movements during the peak hour will require additional make-up capacity both in terms of make-up presentation length and the number of individual sort laterals. 120% 100% 1.4 bag/pax Schengen 2.0 bag/pax Non-Schengen CAPACITY AUDIT - UTLISATION FACTORS 80% CAPACITY LOADING 60% 40% 20% 0% Check-in Collector Belt Level 1 Level 3 Make up Area BHS SUB-SYSTEMS 21

144 Aircraft Stand System The aircraft stand (gate) system is a key interface between the aircraft flow and the passenger flow. The number of aircraft and where the aircraft are processed will affect the performance and capacity of the apron and passenger terminal. Realistic stands requirements are essential to develop efficient and cost-effective apron/terminal concepts. Determining aircraft stand capacity and requirements largely depend on predicting the impact of projected airline schedule. Therefore a typical busy summer day was selected to conduct the capacity analysis. Please refer to the appendix B for more detailed information on the hourly distribution of aircraft movements in The next figure illustrates the overview of the available apron areas and the gate supply (2005) used for the analysis. Code E1 Code E2 Code D1 Code D2 Code D3 Code C1 Code C2 Code C3 Code B Apron stands allocation is not only based on aircraft size configuration, rules and procedures are also important factors determining the practical capacity of the system. The next figure shows the fleet mix derived from the typical 2005 summers busy day. Code C3 5% Code B 17% Code D1-2 7% Code C2 17% Code C1 54% 22

145 The assignment of the individual flights was governed by the priority list that was provided by ANA. The objective being to maximize the use of the Main apron stands. Preferential stand selection: Contact Stands. Priority is given to larger aircrafts on the large and MARS Stands. Small code C and B aircraft types are not allowed on contact stands due to the loading bridge restriction. The cargo flights are given priority at the cargo stands but commercial flights can use to cargo stands if required. Gate restrictions and gate adjacency restrictions as provided by ANA. A blocking time of 30 minutes is add to the aircraft occupation time at the stand to take into account normal schedule variation. Guided by ANA operational parameters and gating needs, and using the approved gate definitions and the planning schedules, an assignment of flights have been undertaken. It provides an assessment of the ability of the facility to handle the proposed flight schedule. IATA s model (Total AirportSim) was used to assign the aircraft demand to stands determining requirements and limitations. The 2005 peaks illustrated in the hourly distribution of aircraft movements graph from Appendix B p.8, ire translated to a gate usage profile illustrated in the following image (b and c). The peak gate occupation rate (a) is explain by having many overnight flights at the airport. 25 (a) 20 (b) (c) 15 Stands With a residual capacity of about 30% the gate system can easily handle the projected % demand. Although no code E aircraft was numbered in the base 2005 schedule, provision for four (4) code E aircraft stands are made available and should suffice to handle the % demand. 23

146 The next graph and figures illustrate the apron stand system at saturation and beyond ( %). The % peaks illustrated in the hourly distribution of aircraft movements graph from Appendix B p.8, are translated to a gate usage profile illustrated in the following graph (b and c). With the growing demand the daily gate usage will increase faster than the overnight requirement. Therefore, the peak gate occupation (b) surpasses the peak gate utilisation (a) (a) (b) (c) 25 Stands To accommodate all the flights during the morning peak, up to 36 aircraft stands are required. However, using the full potential of the available cargo stands, only three (3) commercial code B stands and one cargo code D stand are required. The breakdown is as follows: 5 code D2 (48m) stands 3 code D3 (B757) stands 14 code C1 (36m) stands 6 code C2 (28m) stands 8 code C3 and B (<28m) stands The next graph shows the hourly Schengen contact stand occupation profile. The Schengen flight sector with over 20 movements during the peak period fully utilised the contact stands. On the other hand, the International contact stands are less busy. However and because of the operational time w window of international flights it is difficult to fill the gaps with extra flights. 5 Stands Stands

147 The following figure shows an aerial view snap shot of the main apron occupation at 6h30 am. : Incoming arrival or an aircraft has just left within 30 minutes. : The stand aircraft type restrictions/ regulations do not permit any of the overflow flights to be parked at the stand. : Time gap between two flights is not sufficient to accommodate one of the aircraft allocated to the overflow area. Virtual Overflow area showing the missing stands 25

148 Conclusions The aircraft stand system with 31 stand positions is at 70% of the capacity using a typical 2005 busy summer day. It can easily accommodate the current traffic plus 50% (5.0 MAP). Up to three additional code B stands are required when the traffic growth reaches 60% (5.4 MAP). However, the cargo apron maybe at capacity before the airport reaches 5.0 MAP. By implementing local operational procedures such as towing aircraft that has long ground occupation time to a remote location (cargo apron or the west apron), and by adding some flexibility to the actual apron usage such as introducing MARS (Multiple Apron Ramp System) at the remote S-Sixties stands (see the next figure) the apron stand system would be able to handle a 60% traffic increase with only minor investments. This figure shows that 6 Code B aircrafts can be parked where 4 Code C aircrafts are parked. Although the apron stand system has the capacity of accommodating a 60% traffic increase it is seams that the taxi - runway system may become the airport capacity limiting factor. Priority should be made to increase the runway throughput before investing in the apron expansion by improving to the runway - taxiway system such as extending the taxiway F to the runway end or relocating the runway to the west to fully take advantage of a dual taxiway system. All the stand assignment Gant charts can be found in the appendix C1 to C4, where C1 is the actual 2005 demand, C2 the % demand, C3 the % demand and appendix C4 the % demand. The next pages figures shows part of the Gantt chart of the % stands allocation as for example. 26

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152 EUROPEAN ORGANISATION FOR THE SAFETY OF AIR NAVIGATION EUROCONTROL Assistance to ANA Airports Airside Capacity Assessment of Porto Airport Edition : 1.4 Edition Date : 24 August 2005 Status : Released Issue Class : Restricted audience

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154 DOCUMENT IDENTIFICATION SHEET DOCUMENT DESCRIPTION Document Title EUROCONTROL Assistance to ANA Airports Airside Capacity Assessment of Porto Airport EATMP Infocentre Reference: 05/07/20-1 PROGRAMME REFERENCE INDEX: EDITION: 1.4 Project Manager : Bruno Desart, DAS/AEM EDITION DATE: Project Team : Bruno Desart, Laura Serrano Martin, Kamen Peshev Abstract In a letter dated 22 May 2000, Mr. Fernando Melo Antunes, President of the ANA Board, requested EUROCONTROL to conduct a runway capacity study for four Portuguese Airports, namely Lisboa, Faro, Madeira and Porto. The aim of this request was to assist the Airports Authority in Strategic Airport Planning and to support them in the implementation of the EC Regulation 95/93 on airport Slot Co-ordination. This document concerns the fourth airport, Porto Airport (Aeroporto Franscisco Sa Carneiro). This study is based on specific baseline scenarios and uses the EUROCONTROL Commonly Agreed Methodology for Airport airside Capacity Assessment (CAMACA). Both the baseline scenario and the analytical model were reviewed and accepted by the Technical Team that included representatives from ANA, NAV and EUROCONTROL. Keywords Capacity Airside Porto Airport CAMACA CONTACT PERSON: Bruno Desart TEL: DIVISION: DAS/AEM DOCUMENT STATUS AND TYPE STATUS CATEGORY CLASSIFICATION Working Draft Executive Task General Public Draft Specialist Task EATMP Proposed Issue Lower Layer Task Restricted Released Issue INTERNAL REFERENCE NAME: ELECTRONIC BACKUP N:\AirsideCapacityStudies\Portugal\Porto - OPO - LPPR\OPO EUROCONTROL Study 2003\OPOFinalReport.1.42.doc HOST SYSTEM MEDIA SOFTWARE Microsoft Windows Type: Hard disk Word 97 SR2 Media Identification:

155 EUROCONTROL Assistance to ANA Airports Airside Capacity Assessment of Porto Airport DOCUMENT APPROVAL The following table identifies all management authorities who have successively approved the present issue of this document. Stakeholder / Organisation Official s Name: Position: Date & Signature: Prepared EUROCONTROL Mr. Bruno DESART Manager Airport Capacity & Delay Analysis Mr. Rui ALVES Operational Manager Porto Airport Reviewed ANA NAV Mr. João NUNES Mr. Pedro Manuel BARROS PRATA Head of Operations Division Head of Porto ATS EUROCONTROL Mr. Ken REID Head of Airports & Environment Management Business Division Cpt. J. Ivo da SILVA Technical Services Director ANA Approved NAV Mr. Jaime VALADARES Mr. Abel PARAIBA Advisor ANA Board Director Safety and Operational Performance EUROCONTROL Mr. Bo REDEBORN Director ATM Strategies Edition : 1.4 Released Issue Page iv

156 EUROCONTROL Assistance to ANA Airports Airside Capacity Assessment of Porto Airport DISTRIBUTION LIST The following table identifies the direct stakeholders as well as all the other participants to the study. Their co-operation is gratefully acknowledged. ANA NAV EUROCONTROL Mr. Walter W. MARQUES President of ANA Board Mr. Rui VERES ANA Board Member Mr. Casimiro PIRES ANA Board Member Mr. Jaime VALADARES Advisor to ANA Board Mr. João Ivo DA SILVA Technical Services Director (DSTE) Mr. João NUNES DSTE/Head of Operations Division Mr. Fernando GASPAR VIEIRA Director Porto Airport Mr. Rui ALVES Operational Manager Porto Airport Mr. Antonio LOUREIRO Head of Porto Airport Operations Mr. Joaquim CARVALHO Deputy Head of Porto Airport Operations Mr. Paulo Jorge F. PEREIRA Airport Operations Expert Mr. Abel PARAIBA, Director Safety and Operational Performance Mrs. Maria da Conceição Lobão FERREIRA, Lisbon FIR OPS Director Mr. Americo MELO Mr. Pedro Manuel BARROS PRATA Head of Porto ATS Mr. Jesus CONDE Technical consultant / ATM expert Mr. Rui NEVES Mr. Alvaro FERRAO Mr. Bo REDEBORN - Director ATM Strategies Mr. Ken READ Head of Airports & Environment Management (DAS/AEM) Mr. Kenneth EIDEBERG - Head of Stakeholder Implementation Service (SIS) Peter ERIKSEN Acting Airport Operations Domain Manager (DAS/AEM) Razvan BUCUROIU Capacity Enhancement Manager (SD/ESC/CEF) Etienne FRANCOIS LCIP Service Manager Mr. Bruno DESART Manager Airport Capacity & Delay Analysis Mr. Juan CARRASCO GUILLEN - Area Manager (WEST) & CIP EAS Projects Ms. Laura SERRANO MARTIN Airport Modelling & Statistics Mr. Kamen PESHEV Software Expert Edition : 1.4 Released Issue Page v

157 EUROCONTROL Assistance to ANA Airports Airside Capacity Assessment of Porto Airport EXECUTIVE SUMMARY In a letter dated 22 May 2000, Mr. Fernando Melo Antunes, President of the ANA Board, requested EUROCONTROL to conduct a runway capacity study for four Portuguese Airports, namely Lisboa, Faro, Funchal and Porto. The purpose of this request was to assist the Airports Authority in Strategic Airport Planning and to support them in the implementation of the EC Regulation on airport Slot Co-ordination. This document addresses capacity analysis for the fourth of these airports, Porto Airport (Aeroporto Franscisco Sa Carneiro), based on the operational conditions in It reports the airside capacity values and ground traffic efficiency analysis, based on specific baseline scenarios and using the EUROCONTROL Commonly Agreed Methodology for Airport airside Capacity Assessment (CAMACA). Both the baseline scenarios and the analytical model were reviewed and accepted by the Technical Team that included representatives from ANA, NAV and EUROCONTROL. Based on data collected in 2003, the following conclusion could be drawn: Declared capacity at Porto Airport was 14 movements per hour. This study showed that the runway system capacity was 19 movements per hour during outbound traffic peak and 17 movements per hour during inbound traffic peak when RWY 17 was used in mixed mode of operations. When RWY 35 was used, the hourly capacity was 24 movements in departure peak and 16 movements in arrival peak. Although the airport was equipped with an on-site monopulse 15-RPM SSR radar, the capacity at Porto Aiport was predominantly affected by the in-trail separations (8 NM on RWY 17 and 10 NM on RWY 35). In inbound traffic peak, capacity relating to RWY 17 operations could be increased by 39% if radar separation was reduced to 5 NM, and to 55% if it was reduced to 4 NM. Below 4 NM on RWY 17, it was suggested to focus on lower arrival runway occupancy time. As far as RWY 35 was concerned, the following capacity increases were assessed for inbound traffic peak : 69% if radar separation was reduced to 5 NM, 95% if reduced to 4 NM, and 130% if reduced to 3 NM. The need to taxi on RWY 35 in order to join the departure queue of RWY 17 was another factor affecting capacity. In order to mitigate the impact of these operations, the five following planning options were analysed: the construction of a new holding bay close to threshold 17, the extension of Western taxiway up to 2400 and 2700 m, the extension of Easter taxiway up to 2500 and 2700 m. The extension of Eastern taxiway was the most promising option from both capacity and safety points of view, because it avoided crossing runway operations. Taxiway extension had no significant impact on RWY 35 operations, as long as heavy jets were operated out of peak. As far as the apron S was concerned, its configuration enabled to accommodate 16 aircraft per hour when parking positions S10 and S55 were not split, and 18 aircraft per hour when spittable stands were used. The new design of Apron S was expected to increase sustained capacity to 33 aircraft per hour, for the 32 parking positions, should type of service remain unchanged. A ground traffic efficiency is also reported, concluding that ground traffic was fluid and efficient, and did not constrain airside operational capacity. Edition : 1.4 Released Issue Page vi

158 EUROCONTROL Assistance to ANA Airports Airside Capacity Assessment of Porto Airport In brief, the runway and Apron S were the two major components in the determination of Porto airside capacity in 2003, to be considered with equal importance. The new investment on Apron S would be fully beneficial if runway capacity was improved through reduction of in-trail separation combined with Eastern taxiway extension to increase departure capacity on RWY 17. It is to be noted that, since 2004, NAV reduced in-trail separation to 7 NM on both runway orientations, what entailed a theoretical capacity increase of more than 11% for equally balanced traffic mix for RWY 35 operations. This resulted in an increase of declared capacity by 2 additional movements. It is also to be noted that, according to AIP s, runway exit F is not available any longer for landing on RWY 17. It is recommended to investigate the impact of this operational change on capacity in the scope of a next capacity analysis study. Edition : 1.4 Released Issue Page vii

159 EUROCONTROL Assistance to ANA Airports Airside Capacity Assessment of Porto Airport COPYRIGHT NOTICE This document has been produced by the EUROCONTROL Agency for the ANA Board. Copyright is vested with the EUROCONTROL Agency. Copy or disclosure to any other party is subject to prior consent in writing by the EUROCONTROL Agency. ACRONYMS ANA Portuguese Airports Authority Aeroportos de Portugal SA ANSP Air Navigation Service Provider CAMACA EUROCONTROL Commonly Agreed Methodology for Airport airside Capacity Assessment over ECAC CTOT Calculated Take-Off Time FAF Final Approach Fix LPPR Porto Airport (Aeroporto Franscisco Sá Carneiro) ICAO Code LUPT Line-up Time, defined as the time elapse measured between the crossing of the stop bar and the moment that the aircraft is fully lined up. (AOT4 WP3 RACE TF) MTOW Maximum Take-Off Weight NAV Navegação Aèrea de Portugal, E.P. NOTAM Notice to Airmen OM Outer Marker OPO Porto Airport (Aeroporto Franscisco Sá Carneiro) IATA Code (P)RET (Perpendicular) Runway Exit Taxiway RAT Runway Access Taxiway ROTA Arrival Runway Occupancy Time, defined as the time elapse measured between the crossing of the threshold and the aircraft s tail vacating the runway edge (AOT4 WP3 RACE TF) ROTD Departure Runway Occupancy Time, defined as the time elapse measured between the crossing of the holding stop bar and the main gear off the runway. (AOT4 WP3 RACE TF) RRET Rapid Runway Exit Taxiway RWY Runway SSR Secondary Surveillance Radar STATFOR EUROCONTROL Air Traffic Statistics and Forecast Service TAP Transportes Aéreos Portugueses THR Runway Threshold TORA Take-Off Run Available TOFT Take-Off Time, defined as the time elapse measured between the moment that the departure is fully lined up and the moment that the main gear is off the runway, (including pilot response times, ATC clearance time equivalent and separation time equivalent). (AOT4 WP3 RACE TF) TWY Taxiway VLA Very Large Aircraft (i.e. A380) Edition : 1.4 Released Issue Page viii

160 EUROCONTROL Assistance to ANA Airports Airside Capacity Assessment of Porto Airport DOCUMENT CHANGE RECORD The following table records the complete history of the successive editions of the present document. Edition Date Status Reason for Change /06/03 Working draft report & Page/Section affected /07/03 Draft Report Sections 2.3, 4.2, 5.2 and related to Sensitivity Analyses /07/03 Draft Report Typographical review /10/03 Proposed Issue External review /02/04 Proposed Issue Complement results with new data collection by ANA and NAV /05/04 Proposed Issue Decision made at meeting 19/02/ /07/05 Proposed Issue Decision made at meeting, 12/07/2005, concerning new radar provision; Executive Summary; Conclusion /08/05 Released Issue Executive Summary and Conclusion based on update of information from NAV, 9 August 2005 Edition : 1.4 Released Issue Page ix

161 EUROCONTROL Assistance to ANA Airports Airside Capacity Assessment of Porto Airport TABLE OF CONTENTS DOCUMENT IDENTIFICATION SHEET... iii DOCUMENT APPROVAL...iv DISTRIBUTION LIST...v EXECUTIVE SUMMARY...vi COPYRIGHT NOTICE... vii ACRONYMS... vii DOCUMENT CHANGE RECORD... viii TABLE OF CONTENTS...ix 1. INTRODUCTION BACKGROUND OBJECTIVE AND SCOPE DOCUMENT STRUCTURE REFERENCE DOCUMENTS SCENARIO DEFINITION PORTO AIRPORT THE CONTEXT BASELINE SCENARIOS SENSITIVITY ANALYSES Sensitivity Analyses for the Runway Sensitivity Analyses for the Apron Configuration ANALYSIS ENVIRONMENT THE COMMONLY AGREED METHODOLOGY FOR AIRPORT AIRSIDE CAPACITY ASSESSMENT (CAMACA) DATA COLLECTION & INPUTS Aircraft Classification Choice of a Representative Traffic Sample Fleet Mix Analysis Aircraft Performance Data & Runway Occupancy Time Data Collection ATC Separations Apron Configuration Turnover and Stand occupancy Times Assumptions for Ground Traffic Efficiency Analysis Stand Usage RUNWAY SYSTEM CAPACITY ASSESSMENT BASELINE SCENARIOS OPO2003-RWY17 Baseline Scenario OPO2003-RWY35 Baseline Scenario SENSITIVITY ANALYSES New holding bay at THR Western TWY extension Eastern TWY extension Impact of radar separation APRON CAPACITY ANALYSIS BASELINE SCENARIO THE 2003 APRON S CONFIGURATION SENSITIVITY ANALYSIS FUTURE APRON S CONFIGURATION GROUND TRAFFIC EFFICIENCY ANALYSIS BASELINE SCENARIO OPO2003-TWY BASELINE SCENARIO OPO2003-TWY CONCLUSION & RECOMMENDATIONS Edition : 1.4 Released Issue Page x

162 EUROCONTROL Assistance to ANA Airports Airside Capacity Assessment of Porto Airport ANNEX 1. FLEET MIX ANALYSIS ANNEX 2. ROT DATA COLLECTION ANNEX 3. ATC SEPARATION ANNEX 4. STAND OCCUPANCY DATA COLLECTION ANNEX 5. RUNWAY CAPACITY ASSESSMENT BASELINE SCENARIOS ANNEX 6. RUNWAY CAPACITY ASSESSMENT SENSITIVITY ANALYSES ANNEX 7. GROUND TRAFFIC EFFICIENCY ANALYSIS Edition : 1.4 Released Issue Page xi

163 EUROCONTROL Assistance to ANA Airports Airside Capacity Assessment of Porto Airport This page is intentionally left blank Edition : 1.4 Released Issue Page xii

164 EUROCONTROL Assistance to ANA Airports Airside Capacity Assessment of Porto Airport 1. INTRODUCTION 1.1 Background In a letter dated 22 May 2000, Mr. Fernando Melo Antunes, President of the ANA Board, requested EUROCONTROL to conduct a runway capacity study for four Portuguese Airports, namely Lisboa, Faro, Funchal and Porto. The purpose of this request was to assist the Portuguese Airports Authority in Strategic Airport Planning and to support them in the implementation of the EC Regulation 95/93 on airport Slot Co-ordination. 1.2 Objective and Scope This document addresses capacity assessment for the fourth of these airports, Porto (Aeroporto Franscisco Sa Carneiro). It reports the airside capacity values and ground traffic efficiency analysis, that have been assessed based on specific baseline scenarios and estimated using the EUROCONTROL Commonly Agreed Methodology for Airport airside Capacity Assessment (CAMACA). This project mainly consists of: Collecting up-to-date airport operational data (including traffic pattern, fleet mix, ground performance separations), for statistic purpose; Reviewing the analysis of the data collected, as well as the preliminary results with the airport authorities (ANA), Porto Airport operators and ATS providers; Providing ANA with runway capacity assessment for the current operations at Porto Airport; Providing ANA with ground traffic efficiency analysis of the current taxiway system; Providing ANA with capacity assessment of the current and future apron system; Quantifying the potential benefits on ground operations of a new holding bay close to threshold 17, and both Western and Eastern taxiway segment along RWY 17/35. Both the baseline scenarios and the analytical model were reviewed and accepted by the Technical Team that included representatives from the Portuguese Airports Authority (ANA), Porto Airport, air navigation service providers and EUROCONTROL. Edition : 1.4 Released Issue Page 1

165 EUROCONTROL Assistance to ANA Airports Airside Capacity Assessment of Porto Airport In addition, the report will assist the Airports Authority with Strategic Airport Planning, and will contribute to improve airport operations and capacity management efficiency at Porto airport, while enhancing or maintaining the current level of safety. 1.3 Document Structure Section 2 of this document reports some background information related to Porto Airport. This information is required in order to get a comprehensive view of the baseline scenarios and sensitivity analyses, also described in Section 2. Section 3 reports the context and environment in which the study has been performed. It includes the data collected and used in the input of the analyses. The airside capacity assessment results are reported as follows: Runway capacity assessment in Section 4, Apron capacity assessment in Section 5, and Ground traffic efficiency analysis in Section 6. Lastly, Section 7 reports the major conclusions and recommendations of the Porto airside capacity assessment project. 1.4 Reference Documents Reference Author / Organisation, Title, Edition and Date [1] ICAO Annex 14, Aerodrome Design and Operations. ICAO Doc 4444 RAC/501, Rules of the Air and Air Traffic Services, [2] 13 th Edition, Council Regulation (EEC) No 95/93 on Common Rules for the Allocation of Slots [3] at Community Airport, Official Journal of the European Communities, 22 January EUROCONTROL Assistance to ANA Airports Airside Capacity [4] Assessment of Lisbon Airport, DSA/AOP/CAP/01-003, Released Issue 1.0, January EUROCONTROL Assistance to ANA Airports Airside Capacity [5] Assessment of Faro Airport, DSA/AOP/CAP/01-056, Edition 1.0, August EUROCONTROL Assistance to ANA Airports Airside Capacity [6] Assessment of Madeira Airport, Final Presentation, 7 May EUROCONTROL Assistance to ANA Airports Airside Capacity [7] Assessment of Lisbon Airport - Phase 2: Fast-time Simulation, Proposed Issue 0.3, March Edition : 1.4 Released Issue Page 2

166 EUROCONTROL Assistance to ANA Airports Airside Capacity Assessment of Porto Airport 2. SCENARIO DEFINITION 2.1 Porto Airport The Context Porto airport (OPO) served 2.6 million passengers in 2003, and accommodated 41,193 movements during the same period of time, including more than 70% medium-jets. August was the busiest month, during which 352,647 passengers were served at the airport. The majority of passenger movements are coming from North-western European countries. Figure 2-1 Porto Airport Layout in 2002 Porto Airport is spread over 320 Ha. As illustrated on Figure 1-1, Porto Airport is equipped with a single runway 17/35, that is 3480 m long and 45 m wide. Both RWY thresholds are displaced, by 300 m for THR 17 and 150 m for THR35. RWY 17 is CAT II-equipped. Based on statistics in 2002 and beginning 2003, RWY 35 operations occur 60% of the time. The airport is also equipped with an on-site monopulse SSR rotating at 15 RPM. The capacity declared in 2002 was 14 movements per hour, with a maximum of 4 movements every quarter, and 2 simultaneous runway movements. There is currently a maximum of 16 parking positions: 2 cargo positions on Apron N and 14 positions on Apron S used for passenger traffic, 2 of them being splittable. As shown on Figure 2-2, Porto Airport layout is currently improved. New investment is planned and work is in progress, related to the building of new taxiway segments and apron expansion. The future configuration of Apron S will include 29 parking positions, including 16 pier-served positions. Three of these stands are splittable, what will result in a total of 32 parking positions for Apron S. Edition : 1.4 Released Issue Page 3

167 EUROCONTROL Assistance to ANA Airports Airside Capacity Assessment of Porto Airport Figure 2-2 Future Apron Layout 2.2 Baseline Scenarios Baseline scenarios aim at reflecting airport operations as closely as possible to reality, for the runway, taxiway system and stand configuration currently in use at the airport. Capacity figures for the baseline scenarios are based on collected data, in opposite to sensitivity analysis. All the baselines scenarios and sensitivity analyses were reviewed and approved by the Technical Team members, comprising representatives of ANA, NAV and EUROCONTROL. For runway capacity assessment purpose, the two following baseline scenarios were identified: 1. OPO2003-RWY17 : South wind, RWY 17 used in mixed mode operations, based on current infrastructure, current operational practices and procedures, including separations between aircraft, current SIDs and STARs. 2. OPO2003-RWY35 : North wind, RWY 35 used in mixed mode operations, based on current infrastructure, current operational practices and procedures, including separations between aircraft, current SIDs and STARs. The operations on these two runway orientations may slightly differ because of the location and type of runway exits, and because of airborne separations applied in the vicinity of the airport. The baseline scenario for apron capacity assessment (OPO2003-APR) aims at reflecting the capacity that can be provided by the current configuration of Apron S, with its 14 parking positions available (16 when split), and with the current limitations in critical aircraft. Because it is related to cargo operations, the capacity assessment for Apron N is out of scope of the present study. The two following baseline scenarios were identified for the purpose of ground traffic efficiency analysis: Edition : 1.4 Released Issue Page 4

168 EUROCONTROL Assistance to ANA Airports Airside Capacity Assessment of Porto Airport 1. OPO2003-TWY17 : RWY 17 used in mixed mode operations, based on current infrastructure, current operational practices and procedures, including separations between aircraft on ground, with the limitations in maximum wing span and maximum weight on taxiway segments. 2. OPO2003-TWY35 : RWY 35 used in mixed mode operations, based on current infrastructure, current operational practices and procedures, including separations between aircraft on ground, with the limitations in maximum wing span and maximum weight on taxiway segments. 2.3 Sensitivity Analyses A sensitivity analysis aims at quantifying the impact of changing a primary input parameter used in the baseline scenarios, including infrastructure improvement Sensitivity Analyses for the Runway In order to illustrate the impact of changes to the input parameters used in the baseline scenarios, a set of sensitivity analyses was performed per runway orientation, as illustrated on Figure 2-3 and Figure 2-4. S6 S7 S8 5 NM 4 NM Radar Separation 8 NM m17 3 NM LVO S9 Dep. Holding-bay THR 17 S1 2400m from THR35 S2 TWY Western Extension 2700m from THR35 S3 2500m TWY Eastern Extension S4 2700m from THR35 S5 Figure Definition of Sensitivity Analyses for RWY 17 Edition : 1.4 Released Issue Page 5

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