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Public Investment> Beef Island Airport Development Project |
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Beef Island Airport Development Project
Background The existing airport on Beef Island is the main port of entry by air to the BVI. It is the key link to the remainder of the world for both visitors and residents. In 1998 approximately 180,000 people entered the BVI by air. Of these 173,000 traveled through Beef Island International airport. A similar number departed. The airport has received minor improvements over the years. However, the existing terminal building is no more that 1,000 sq. m. in area. Given that the accepted design standard for terminal buildings suggests that approximately 10 – 12 sq. m. of floor area is required per passenger handled in the design hour, the existing building can comfortably handle no more than 100 passengers per hour. The airport currently deals with one way flows in excess of 1,000 per day, with peaks of 150 per hour. Hence there is serious under capacity. The aircraft parking apron is 13,000 sq. m. in area. During peak periods this becomes congested and careful marshalling of aircraft is required. The existing runway is 1,115 metres long. During most of the year, this restricts the payload of the ATR 42 aircraft operated by the main airline operator, American Eagle, such that seats have to be left unused. The runway length also restricts the choice of aircraft that operators may wish to operate. The airport presently occupies approximately 35 hectares (86.5 acres) of Beef Island. Description and Scope The principal objectives of the Phase 1 Development are to address the shortfalls in capacity identified in the preliminary studies, particularly in the areas of:
The airport area will be increased by 23 hectares (56.5 acres) to 58 hectares. This includes 8 hectares reclaimed by the filling of Conch Bay. The main directions of this expansion are to the south to provide space for the new terminal building, car park and approach road, and to the east for the extension of the runway. The new passenger terminal provides modern yet simple handling facilities for a peak hour passenger flow of 430 within approximately 4,300 sq. m. of floor area.
A separate cargo building is included. This small building of 300 sq. m. floor area provides a facility to handle air cargo and mail separately from the passenger handling. This allows the passenger terminal to be designed for the specific purpose of passenger handling and the cargo building for the more "industrial" needs of cargo. A new access road is needed to make way for the new taxiway and holding area at the runway end and to provide access to the site of the new cargo building and the passenger terminal. This road feeds to the terminal forecourt with 170 metres of set down space and a car park initially for 150 private and rental cars and 40 taxis. New incoming water mains, electricity supplies and telephone services will be routed along the verges of the new access road. All services will be underground. Between the new passenger terminal and the runway an enlarged aircraft parking apron is to be constructed. This will provide 35,000 sq. m. of parking space; more than three times the size of the existing apron. Up to eight 50/ 70 seat aircraft may be parked simultaneously with a separate area for general aviation aircraft. This apron is constructed partly over the site of the existing passenger terminal and apron. This requires the apron to be constructed in stages in order to keep space available for continuing operations throughout the construction period. The final element of the Phase 1 Development is the improvement and extension of the runway. The runway is to be extended by 300 m. by filling Conch Bay. This will provide a runway 1,415 m. (4,650 ft.) long that will permit unrestricted operation of the existing and slightly larger aircraft. The graded strip that contains the runway is widened from 80 m. to 150 m. to comply with the international regulations applicable to the extended runway length. At the western end of the runway a turning and holding loop is to be constructed. This will allow aircraft to be held clear of the runway prior to take off to permit other aircraft to land. This arrangement enables the runway to be used for a higher frequency of landings and take offs than would be the case without this facility. Implementation Strategy The development works are to be carried out whilst maintaining full operational capacity of the existing airport. The new terminal building and cargo buildings and the new road access and car parks are being constructed on newly acquired land to the south of the airport. This work does not affect the airport operation. The new aircraft apron is to be constructed over the existing airport access road, the existing terminal building and apron. This work requires the diversion of airport access and services as an initial stage in the construction. After the diversion is implemented the first phase of the apron will be constructed prior to completion of the new terminal building. The apron works will be completed after opening of the new terminal when the existing buildings will become available for demolition. The extension and upgrading of the runway will be carried out in parallel with the terminal and apron development. Some work adjacent to the operational runway will be carried during night-time occupation when the airport is closed. Costs/ Benefits The project is divided into two separate but associated phases comprising:
Construction is divided into several contracts related to particular types of work and geographical location. The estimated project cost is $53 million made up of the following:
Project funding has been provided as follows:
Direct and indirect benefits to the BVI arise from the airport project. Without the project, tourism development would be further restrained and planned growth limited. The planned growth rates in the National Development Plan for the period 2000 - **** are *.*%. This growth which has been evaluated at $ **** during the planning period cannot be achieved without the airport development. Summary of Related Studies
Expected Outputs
Associated Risks
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Webmaster: Jerinice Stoutt
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