That’s correct. Early S24 constraints. Runway upgrade, taxiway widening and installation of new scanners in security.
Edinburgh: Infrastructure & Construction Updates
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Discussions relating to Edinburgh Airport
First phase is widening of taxiway leading on to the runway.
diamond geezer
Active Member
I can't see such a taxiway widening project listed in 2.1 below. Where exactly is it being widened and by how much?
31414. taxiways and stand refurb. Listed as design. I’m led to believe that the design is complete and works could start right away. I don’t know the size of the widening but understand it is the railway end of runway to begin with. It’s certainly quite tight currently for wide-bodies. A big caveat is of course the sale of the airport. Any significant expenditure may be put on hold until the process finds its course.
Sale or no longer for sale??
A potentially game changer announcement made a short time ago. Blackrock, One of the world’s largest asset collector co has acquired GIP, the current owners of EDI. Effectively, EDI is now an asset of BR. The stated aim of Blackrock is to invest heavily in major infrastructure projects such as airports. Will this news effectively kill of the sale process? If retained in the Blackrock portfolio, this may result in serious investment at EDI. Potentially very exciting news.
A potentially game changer announcement made a short time ago. Blackrock, One of the world’s largest asset collector co has acquired GIP, the current owners of EDI. Effectively, EDI is now an asset of BR. The stated aim of Blackrock is to invest heavily in major infrastructure projects such as airports. Will this news effectively kill of the sale process? If retained in the Blackrock portfolio, this may result in serious investment at EDI. Potentially very exciting news.
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- Admin
- #27
BlackRock to buy Global Infrastructure Partners for $12.5bn
Deal would create world’s second-biggest infrastructure firm and shake up private market investing
www.ft.com
I guess if could kill off the sale process, especially if Blackrock were involved anyway. I imagine you would prefer to see Blackrock hold on to the airport rather than continuing with the sale. Would it be right to assume Blackrock will have already fully assessed the Global Infrastructure Partners portfolio?
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My understanding of the situation is GIP will continue to manage EDI. The sale is Blackrock acquiring GIP. Any major expenditure or airport expansion decisions will be made by BR. They could of course decide to sell the asset (EDI) at some point. However, it wouldn’t make much sense, in the short term, to sell an asset they clearly see as valuable and a potential money maker somewhere down the line. The key for EDI is if the new owner is prepared to spend serious cash to take the airport to the next level.BlackRock to buy Global Infrastructure Partners for $12.5bn
Deal would create world’s second-biggest infrastructure firm and shake up private market investing
I guess if could kill off the sale process, especially if Blackrock were involved anyway. I imagine you would prefer to see Blackrock hold on to the airport rather than continuing with the sale. Would it be right to assume Blackrock will have already fully assessed the Global Infrastructure Partners portfolio?
Terminal Expansion
The much discussed terminal expansion appears to be on the radar again. A significant expansion in the next few years, creating a much expanded area for international flights. Most domestic flights being handled through gates 1-3. Thinking about the current layout, with all international arrivals being processed through arrivals 2, this would free up significant space at ground floor level, currently used as international arrivals 1. Interesting times ahead. Thanks to PM for the link.
The much discussed terminal expansion appears to be on the radar again. A significant expansion in the next few years, creating a much expanded area for international flights. Most domestic flights being handled through gates 1-3. Thinking about the current layout, with all international arrivals being processed through arrivals 2, this would free up significant space at ground floor level, currently used as international arrivals 1. Interesting times ahead. Thanks to PM for the link.
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- #30
That's good news and indicates the new owners are keen to continue developing the airport as opposed to selling the airport do you think?
Direct staff at the airport have been told to expect significant change in the next three years. This ties in with the info detailed in report. Four gates with airbridges for domestic routes with 6 remote stands directly opposite the terminal. Additional remote stands to the east for over flows. This leaves a significant chunk of the existing terminal for international flights. The plans should be available to view in the public domain shortly I understand.
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- #32
Focusing specifically on infrastructure, I wanted to open up a discussion on whether Edinburgh's current capital investment programme can keep pace with peak demand.
Looking first at airfield and gate capacity constraints, the continuous expansion of base carriers like Ryanair, easyJet, and Jet2 is driving impressive passenger numbers, but it clearly puts severe pressure on apron space during the peak 06:00 to 08:00 morning wave. With the ongoing Terminal Infrastructure Expansion programme delivering additional remote stands, how reliant is EDI becoming on busing operations during peak hours? Furthermore, are we at a point where the sheer number of based narrowbodies limits the scope for attracting new long haul arrivals that require widebody gate positions and heavy ground handling support during those same morning windows?
When it comes to security and terminal bottlenecks, the rollout of Next Generation Security Checkpoint 3D scanners will have certainly helped throughput, but processing passengers rapidly creates knock on pressure further inside the terminal. Does the current airside departure lounge footprint cope adequately with morning rush hours, or is airside retail and seating space now the main operational bottleneck? With future phases of the expansion programme targeting immigration and arrivals unification down the line, where do you feel the biggest passenger friction points are right now?
Finally, on airfield resurfacing and general resilience, major capital works like the £30m runway rehabilitation programme on 06/24 are taking place during overnight windows, showing that airfield maintenance remains a top priority. How well do you think EDI handles operational resilience during severe winter weather or air traffic control restrictions compared to other major UK regional hubs? Also, is landside access like trams, buses, and drop off zones keeping up with passenger growth, or is a dedicated new road link long overdue?
Where do you think the airport operator needs to focus its capital expenditure next to protect the passenger experience as throughput grows?
Looking first at airfield and gate capacity constraints, the continuous expansion of base carriers like Ryanair, easyJet, and Jet2 is driving impressive passenger numbers, but it clearly puts severe pressure on apron space during the peak 06:00 to 08:00 morning wave. With the ongoing Terminal Infrastructure Expansion programme delivering additional remote stands, how reliant is EDI becoming on busing operations during peak hours? Furthermore, are we at a point where the sheer number of based narrowbodies limits the scope for attracting new long haul arrivals that require widebody gate positions and heavy ground handling support during those same morning windows?
When it comes to security and terminal bottlenecks, the rollout of Next Generation Security Checkpoint 3D scanners will have certainly helped throughput, but processing passengers rapidly creates knock on pressure further inside the terminal. Does the current airside departure lounge footprint cope adequately with morning rush hours, or is airside retail and seating space now the main operational bottleneck? With future phases of the expansion programme targeting immigration and arrivals unification down the line, where do you feel the biggest passenger friction points are right now?
Finally, on airfield resurfacing and general resilience, major capital works like the £30m runway rehabilitation programme on 06/24 are taking place during overnight windows, showing that airfield maintenance remains a top priority. How well do you think EDI handles operational resilience during severe winter weather or air traffic control restrictions compared to other major UK regional hubs? Also, is landside access like trams, buses, and drop off zones keeping up with passenger growth, or is a dedicated new road link long overdue?
Where do you think the airport operator needs to focus its capital expenditure next to protect the passenger experience as throughput grows?
It seems to me that longhaul to airports like Edinburgh will be more narrobodies than wide. Jetblue are all 321N are they not?
On the assumption that (a) EDI will exceed 18million pax this year, and (b) no second runway arriving, it seems to me that Rapid exit taxiways would be useful.
On the assumption that (a) EDI will exceed 18million pax this year, and (b) no second runway arriving, it seems to me that Rapid exit taxiways would be useful.
GeorgeNTravels
Active Member
I'm sure I read somewhere rapid exit taxiways aren't possible at EDI as the angle from exiting the runway and turning onto the main taxiway isn't approprate for it - especially landing on Runway 24 - instead work has focused on improving existing exits to make them easier for larger aircraft - thus improving efficency.
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