They can only start construction when the tunnel underneath is completed, so don't expect this extension for the first few years.BrightCedars wrote:I definitely think that the initial project of extending the A-pier to the West, if I'm not mistaken, in any case to the side where there currently is nothing, will soon have to be put into concretization.
Extending the A-pier is one solution, but not the solution. Only a new terminal is a real solution for extending capacity at BRU. This could be build at the current location of the former DHL hangers and SN Technics.This will allow for a terminal of a size and capacity similar to that of the current A-pier to help double the capacity of the A-pier and allow for another 5 million passengers at least. Needless to say that some more long-haul non-Schengen capacity is required and that the reallocation of part of the existing A-pier can only be seen as a temporary solution.
The satellite is being transformed into an office building, the C-pier will only be used as a corridor between those offices and the old terminal.What is really needed is to build the C-pier in lieu of the now defunct finger and said-to-be protected satellite. I still don't understand that monument status issue with the satellite if it is founded, I mean it's more a practical building than a monument. And it seems the main original terminal building is being kept. I truly hope this is a pipe dream and one day or another we'll see the C-pier being erected. Should SN only double their long-haul fleet in the next 4 years, there will be more and more trouble. I think a good C-pier and the 2nd wing of the A-pier would take the facility to a capacity near the 50 million mark. Which will leave room for growth, and I'm not seeing the airport being extended further than that. If needed, the average capacity of aircraft will have to rise like it does at many other airports where there is saturation.
What I don't understand is that they reserved so much space for LC and leisure flights. I would have just refurbished the satellite and used those 8 parking spaces (maybe extend it to 9 or 10 since there is no use of jetways anymore) for LC, together with the parking stands at apron 5. They could have used the doors at ground level in the satellite for operations to planes parked at the building and those at the C-pier for the remote stands.
The offices planned at the satellite could have easily been made in the old, empty office building, integrated in the old terminal.
In front of the old terminal there should have been a corridor to the old location of the finger south (where there is going to be the LC concourse) and construct an extension of the B-pier over there. This way they could have installed two price classes for companies using BRU: the more expensive current B-pier for traditional carriers and the cheaper (and further away) extension for leisure companies and other airlines who wish to pay a lower fee and are willing to park their planes over there.
You could park about 7 widebodies at this extension.
Why make it so difficult and expensive? Just demolish the old DHL hangers, and the infrastructure of SN Technics and construct a new terminal at the site. There is plenty of room for it and they could dedicate to Star Alliance carriers. DHL building 2 will be used for terminal activities (it actually is a bit longer then the current 1995 terminal) and the rest could be used to build a concourse, all up to General Aviation. With about 600 meters it is almost as long as the +/- 620 meter long B-concourse.Or would it be possible to envisage a totally new Terminal opposite the existing facilities, across the shortest runway perhaps? But that may mean some kind of light rail or metro would be needed to connect the facilities, and the development of parking and all sorts of things on that side of the airport zone.
I think all space at the Zaventem area of the airport should be reserved for pax operations. All 'strange' activities should be moved to other sites. Actually, in my opinion, the military airport should be moved, so the technical ops can be moved to that location, including the hanger 40 and 41 of SN technics. This way space is made available for extra parking buildings and maybe the once planned airport village.
LSG and Aviapartner catering can be moved to Brucargo as well. With the entire make over of that area they could reserve some space for it.
There is plenty of room, it will only cost a lot of money and efforts by everyone, not the least the passengers. But I think these sacrifices have to be made in order to allow the airport to grow further.One sure thing, Brussels Airport is reaching design capacity, particularly at certain hours, and something needs to be done about this. I'm more skeptical when it comes to the low-cost terminal, where is it that they are planning this facility again? It may be taking on vital space, although there you need less "gates" as planes generally don't call for very long.