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Public Works Committee Act - Parliamentary Standing Committee on Public Works - Reports - Brisbane Airport, Qld - Proposal for extensions to international Terminal facilities (6th Report of 1981)

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The Parliament of the Commonwealth of Australia



Parliamentary Standing Committee on Public Works

(Sixth Report of 1981)

Presented and ordered to be printed 26 August 1981

Parliamentary Paper No. 154/1981

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Parliamentary Standing Committee on Public Works


relating to the proposal for



(Sixth Report of 1981)


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relating to the proposal for





(Sixth Report of 1981)

Australian Government Publishing Service Canberra 1981

© Commonwealth of Australia 1981

Printed by Canberra Publishing and Printing Co.


(Twenty-sixth Committee)

Melville Harold Bungey, Esq., M.P. (Chairman) Senator Jean Isabel Melzer (Vice-Chairman) 1

Senate House of Representatives

Senator Bernard Francis Kilgariff 2

Senator Harold William Young

David Bruce Cowan, Esq., M.P. Benjamin Charles Humphreys, Esq., M.

Urquhart Edward Innes, Esq., M.P. James Leslie McMahon, Esq., M.P. Murray Evan Sainsbury, Esq., M.P.

1 Retired 30 June 1981. 2 Ceased to be member on election as President of the Senate on 18 August 1981.



29 PUBLIC WORKS COMMITTEE - REFERENCE OF WORK - INTERNATIONAL TERMINAL FACILITIES, BRISBANE AIRPORT, QLD: Mr. McVeigh (Minister for Housing and Construction), pursuant to notice, moved - That, in accordance with the provisions

of the Public Works Committee Act 1969, the following proposed work be referred to the Parliamentary Standing Committee on Public Works for consideration and report:

Extensions to international terminal facilities, Brisbane Airport, Qld.

Mr. McVeigh presented plans in connection with the proposed work.

Question - put and passed.


Barrell, T.F., Esq., Project Manager, Department of Housing and Construction, 145 Eagle Street, Brisbane, Queensland

Clarke, J .J., Esq., Senior Performance Engineer, Qantas Airways Limited, 70 Hunter Street, Sydney, New South Wales

Cox, M.J., Esq., Property Development Manager, Qantas Airways Limited, 70 Hunter Street, Sydney, New South Wales

Darling, Mrs. E.E., M.P., Member for Lilley, Parliament House, Canberra

Duncan, L.D., Esq., Officer-in-Charge, Travel Branch, Department of Immigration and Ethnic Affairs, 167 Eagle Street, Brisbane, Queensland

Fairweather, I., Esq., Chief Engineer and Manager, Department of Works, Brisbane City Council, GPO Box 1434, Brisbane, Queensland

Hinchcliffe, D.B., Esq., Electoral Secretary to Member for Lilley, Commonwealth Parliament Offices, 295 Ann Street, Brisbane, Queensland

Hughes, D.E., Esq., Senior Quarantine Inspector, Commonwealth Department of Health, 232 Adelaide Street, Brisbane, Queensland

Kirkham, B.E., Esq., Acting Regional Director - Queensland, Northern Territory and Papua New Guinea, Qantas Airways Limited, 288 Queen Street, Brisbane, Queensland

Lakeland, E.H., Esq., Controller of Buildings, Department of Transport, P.O. Box 367, Canberra City, Australian Capital Territory

Tawrence, E.J., Esq., Flight Arrangements Co-ordinator, Qantas Airways Limited, 70 Hunter Street, Sydney, New South Wales

Mann, F.G., Esq. , Senior Inspector, Special Services Section, Department of Business and Consumer Affairs, GPO Box 1464, Brisbane, Queensland

McCann, N.A., Esq., Regional Director, Department of Immigration and Ethnic Affairs, 167 Eagle Street, Brisbane, Queensland

McLagan, D.S., Esq., Principal Architect (Aviation), Department of Housing and Construction, ACT.TAB Building, 470 Northbourne Avenue, Dickson, Australian Capital Territory

Moore, W.W., Esq., Collector of Customs, Queensland, Department of Business and Consumer Affairs, GPO Box 1464, Brisbane, Queensland

Reid, G.K.R., Esq., First Assistant Secretary, Ground Facilities Division, Department of Transport, P.0. Box 367, Canberra City, Australian Capital Territory

Sanderson, G.C., Esq., Principal Engineer, Co-ordinator-General's Department, Executive Building, 100 George Street, Brisbane, Queensland

Stokes, L.C., Esq., Tour and Charter Manager, Greyhound Coaches Pty Ltd, 96 Victoria Street, West End, Queensland

Tees, Ms. A.P., Director/Secretary, Skenner Enterprises, P.O. Box 1, Broadway, Queensland

Treloar, H.J., Esq., Acting Senior Assistant Collector of Customs, Department of Business and Consumer Affairs, GPO Box 1464, Brisbane, Queensland

Walker, R.C., Esq., Engineering Director, Qantas Airways Limited, Administration Building 2, Sydney Airport, Mascot. New South Wales

Walton, H.R., Esq., Director, Aviation Security, Department of Transport, P.O. Box 367, Canberra City, Australian Capital Territory

Wheeler, T.M., Esq., Director, Business, Department of Transport, P.O. Box 367, Canberra City, Australian Capital Territory

Woonton, I.W., Esq., Chief Engineer, Airport Planning and Development, Department of Transport, P.O. Box 367, Canberra City, Australian Capital Territory Young,D.G., Esq., Director (Technical), Co-ordinator

General's Department, Executive Building, 100 George Street, Brisbane, Queensland



The Reference 1

The Committee's Investigation 5

Background 8

Current Facilities 11

The Need 17

Committee's Conclusion 28

The Proposal 29

Alternatives 31

Tyre Requirements 33

Committee's Conclusion 37

Revenue from Concessions 38

Parking 39 -

Buses 40

Subsequent Use of the ITB 41

The Site 44

Consultations 46

Curfew 47

Foundations for new ITB 48

Limit of Cost 50

Program 51

Committee's Conclusion 53

Recommendations and Conclusions 54

Construction ' 55

Design Constraints 56

Structure 57

Form 58

Finishes 59

Mechanical Services . 60

External Works and Apron 65

Site Plan A.

Floor Plan B.




By resolution on 30 April 1981, the House of

Representatives referred to the Parliamentary Standing Committee

on Public Works for investigation and report the proposed extensions to international terminal facilities, Brisbane

Airport, Queensland.

The Committee has the honour to report as follows:


1. The Proposal referred to the Committee is to enlarge

passenger holding lounges, check-in areas and the baggage claim

areas to alleviate congestion and to provide additional aircraft apron parking.

2. The works proposed will extend the life of the

international terminal until approximately 1990.

3. It is intended that these extensions be available in time to handle the increased passenger traffic expected through

Brisbane Airport during the Commonwealth Games in September 1982.

4. The estimated cost of the proposal is $2.8 million at

February 1981 prices.


5. The Committee received written submissions and drawings

from the Department of Transport and the Department of Housing and Construction and took evidence from their representatives at


a public hearing in Brisbane on 18 and 19 June 1981. Written

submissions and evidence were received from QANTAS Airways Ltd.,

the Queensland Government, Brisbane City Council, Greyhound Coaches Pty Ltd, and Skennar Enterprises. At the request of the

Committee officers of Department of Health, the Department of Immigration and Ethnic Affairs and the Bureau of Customs gave

evidence. Mrs Elaine Darling, HP, presented submissions.

Written submissions were also received from Senator D.J.

MacGibbon and Mrs R.B. Himstedt.

6. Prior to the public hearing the Committee inspected the

International Terminal facilities at Brisbane Airport.

7. The Committee's proceedings will be printed as Minutes of Evidence.


8. The existing International Terminal Building (ITB) at

Brisbane Airport was officially opened in December 1975. Prior

to that international passenger traffic arrived and departed

through a converted igloo hangar constructed during the Second

World War. The need for the present ITB arose from passenger capacity limitations, siting, structural and safety factors. The present ITB was not referred to the Committee for investigation and report to Parliament, being exempted on the grounds of urgency. However the site and nature of the building were in

accordance with a report prepared by the Bureau of Transport Economics in March 1974. Construction of the ITB at the site

finally chosen was considered on the basis of easier site

preparation, access and costs.

9. The Committee's Tenth Report of 1979 (Parliamentary Paper 343/1979) covered the Initial Works of Phase 1 of the airport redevelopment comprising site reclamation, construction of a floodway channel, a new runway, associated taxiway system


and engineering works. In that report the Committee recommended

deferment of a new airport until at least 1986 and further

recommended that a new ITS should be included in Phase 1 works of Airport development. The latter recommendation was based on

evidence that taxing distances for international aircraft would be excessive and could be dangerous. The master plan for Brisbane Airport ultimately provides for a new ITB, to be located

on the western side of the main 02/20 runway, to cost about $32.0 million.

10. The balance of works of the airport redevelopment will

be the subject of further references to the Committee.

11. Current Facilities The ITB is divided into a number of

functional areas for processing outgoing and incoming passengers,

accommodating visitors, as well as facilities for QANTAS, which handles all airline activities, and various Commonwealth Departments.

12. Outgoing passengers check in at the ticketing area in

the public departures hall. Their baggage is placed on a conveyor belt which takes it outside the building for loading onto aircraft baggage containers. After checking in passengers

proceed through outward immigration and security to the forward

lounge where they wait until called to board their aircraft.

13. Incoming passengers enter the terminal through the health holding lounges. After health clearance they go through the primafy customs area, where quarantine, customs and

immigration formalities are carried out, enter the customs hall,

collect their baggage, go through formal customs and enter the public arrivals hall.

14. Transit passengers enter through the health holding lounges and after health clearance go to the forward lounge.


15. Visitors to the terminal remain in the public concourse.

16. A number of government departments and agencies

responsible for quarantine and health, immigration and security

and customs have offices and other facilities located throughout

the building.


17. Passenger movement on international services at Brisbane

Airport increased from 4,562 in 1960 to 341,372 in 1980, an average annual growth rate of 24.1 per cent. International

aircraft movements increased from 260 in 1962 to 3,339 in 1980, increasing at an average annual rate of 15.2 per cent. Actual and forecast

Department of


Transport and aircraft movements, are given below.

provided by

Year Passengers Aircraft


1971 56,257 '1,685

1972 71,049 1,748

1973 107,046 1,814

1974 133,917 1,906

1975 190,443 2,856

1976 254,530 3,500

1977 250,855 3,149

1978 272,188 3,375

1979 301,112 3,129

1980 (provisional) 341,372 3,339

1985 499,800 4,540

1990 637,900 4,800

1995 814,200 5,030

i b. The Department of Transport believes the projections reflect ■ the likely long term impact of new pricing structures


and economic conditions. Passenger movements are expected to grow at 7.9 per cent to 1985 and 5 per cent thereafter.

19. About 50 per cent of the passenger traffic using the

ITB is Trans-Tasman. The recent requirement for New

Zealanders travelling to Australia to hold passports has

imposed an additional workload on processing facilities.

20. The terminal opened in 1975 and was designed to

handle 240 arriving and 240 departing passengers every 20 minutes.

21. Occupancy figures, or load factors have increased and most B747 aircraft now have a seating capacity in excess of

400 passengers. Thus arrival or departure can exceed 240 passengers with a current peak on Wednesdays of 600 passengers

arriving in 15 minutes.

22. Evidence indicated that in the 12 month period ending 15 June 1981 there were 108 occasions when the number of

originating and transit passengers in the forward lounge has exceeded 400 in a 60 minute peak period. The forward lounge

was designed for 480 outbound and transitting passengers; its

size was reduced by 100 square metres as a consequence of

security arrangements introduced after the terminal was built. The actual capacity of the forward lounge is thus less than

380 people with a seating capacity of 60 per cent. The lack

of depth in front of the outward immigration desks causes queues of departing passengers stretching beyond the entrance

door and into the public concourse area.

23. Facilities for arriving passengers are similarly

deficient in a number of areas. With increased load factors and almost simultaneous arrival of some flights the health holding area has insufficient space and queues often extend


through the entrance to the outside of the building. In the

primary customs area queues extend to the health desks in the

health holding lounge, causing delays to health processing. In the luggage claim area the non-continuous conveyor belt

unit was designed to handle baggage from 240 passengers every

twenty minutes. The conveyor belt is no longer suitable due

to congestion caused by the significant increases in the volume of baggage.

24. The apron in front of the terminal can accommodate

three B747 and two B707 aircraft, or four B747. At present the apron is used by 5 B747 on Fridays, 4 on Sundays and 4 on

Monday morning (this includes a B747SP). These occupancies do not include smaller jet aircraft of which a number require

parking, particularly on Monday mornings. In the 12 month

period ending April 1981 the apron also accommodated 54 other "itinerant" aircraft which included B707 and DCS aircraft. These aircraft have commonly stayed for 24 hours. Should departures be delayed congestion would occur and in the event of a diverted flight from Sydney there would be insufficient

space for all aircraft.

25. It was put to the Department of Transport that it

would be possible to avoid the problem of congestion by

staggering arrivals and departures throughout the day rather than having flights arriving and departing within 20 minutes of each other and that even if this were not possible the congestion could be reduced by relevant government departments and agencies fully manning their control points.

26. In answer to the first suggestion QANTAS

representatives stated schedules should be viewed in the

context of schedules flown by an operator on all routes, which are required to comply with curfews, depend on aircraft

turnaround times and the availability of aircraft, and the


attractiveness of arrival and departure times. In other words, to change an arrival or departure time to avoid

congestion at a terminal may ultimately require a curfew to be

broken at another airport, aircraft arriving at an

unattractive time for passengers, or aircraft requiring to be


27 . In answer to the second suggestion that more staff be

used to cope with long queues, representatives from a number of departments, in acknowledging this as one option, pointed out that even though more passengers are being processed, the

average time it takes to process a load has remained fairly

constant. This has been achieved by procedural and

administrative arrangements. More staff would certainly help,

but delays could also occur in the baggage claim area. Departments have a permanent staff at the terminal and additional staff are brought in to man additional points as required, so the congestion cannot be attributed solely to

manning levels at check points.

28. Committee's Conclusion The existing International

Terminal Facilities at Brisbane Airport are inadequate.


29. The aim of the proposal is to extend the ITB to

permit the loading and unloading of two arriving and two

departing Boeing 747 aircraft, each holding 444 passengers, in

one hour. To do this will require increasing the present

floor area of 7068 square metres by 3110 square metres and to

rearrange some functional areas. The extensions will be along the full apron frontage of the building and along both sides.

The enlarged floor area will be allocated as follows:


the health holding lounge area to be enlarged by 200

square metres or 100 square metres for each lounge;

these will be on the apron side of the building and

will provide more space in the primary customs area;

the primary customs area to be enlarged by 390 square metres to provide more queuing space;

the baggage claim facilities in the customs hall will

be enlarged and the present non-continuous conveyor

belt will be replaced by a continuous belt system to handle baggage from a fully loaded B747;

the baggage check in area to be enlarged by 185 square metres; as mentioned previously this area near the

departure entrance becomes congested by milling

passengers and visitors; the enlarged area is designed to cope with increased outward passenger movement,

reduce the mingling of passengers and visitors thus

expediting the movement of passengers to the forward


the forward departure lounge is to be enlarged by 618

square metres; this expansion and the establishment of a bar buffet area and enlarged duty free shop will be able to accommodate about 890 departing passengers with seating being provided for 60 per cent;

an elevated and enclosed observation deck along the

apron side of the building; this has been included to enable visitors to the terminal to observe arriving

and departing passengers; at present visitors observe

arriving and departing passengers from a knoll at the

northern end of the terminal. An undercover walkway, formed by the observation deck overhang has been included to provide some relief to passengers from heat and inclement weather. Access to the elevated observation deck will be from inside or outside the terminal;

a facility for the operation of customs drug detection dogs will be provided in the baggage breakdown area

outside the customs hall.


Other significant internal rearrangements and additions are as follows:

- the relocation of car rental areas from the centre of

the arrivals hall, thereby increasing space for arriving passengers;

- an additional departure tax collection booth;

- relocation of some offices to provide more space for

processing outward passengers;

- additional toilets in the forward lounge; - an additional three outwards Customs/Immigration desks;

- alterations and additions to office areas occupied by Commonwealth departments; - additional space for the currency exchange concession.

It is also proposed to extend the aircraft apron by 40 metres

towards the southwest which will give the apron capacity to accommodate five B747 aircraft.

30. Construction details are set out in Appendix A. A site plan and a floor plan, providing more detail, follow Appendix A.

31. Alternatives In evidence the Department of Transport

stated the only alternative to the proposal would be to construct a new ITB, to be completed in 1986, on the site chosen for the

New Brisbane International Airport. It would mean the existing ITB would continue to be used for a further 3 and a half years.

32. On the other hand an analysis showed that it was clearly

more economical for extensions to the present ITB, costing $2.8M, which would enable it to be used until 1990. By this time a new terminal would be completed as part of the total airport



33. Tyre Requirements As mentioned in paragraph 9 the

Committee recommended in its 1979 report that a new XTB should be

included in Phase 1 works of the airport development. This

recommendation was based on evidence that taxing distances for

international aircraft between the present ITB and the proposed 02/20 runway would be excessive and could be dangerous. Taxing

distances will range from 2.8 kilometres for a takeoff on runway 02, to 6.45 kilometres for a takeoff on runway 20.

34. The safety problems have been overcome by changes to

operating procedures and an increase in typre ply ratings on inboard landing gears. The revised operating procedures include

slower taxing speeds and less braking.

35. The taxing distances to apply at Brisbane will fall

within the range applying at a number of overseas airports with

similar long taxing distances which are as follows:

Honolulu 4.5 km (average, but up to 8 km)

Singapore 5.5 km

Dallas Fort Worth 6.5 km

John F. Kennedy 4.3 km

Chicago O'Hare 4.5 km

36. Under the revised operating procedures and increased tyre ply ratings both the Department of Transport and QANTAS believe the taxing distances between the present ITB and the

proposed new 02/20 runway will not cause any tyre problems. The United States Federal Aviation Administration issued a new tyre

standard in November 1979 to come into effect in December 1982 for wide bodied aircraft.

37. Committee's Conclusion The proposed extensions to the building and tarmac and other alterations are satisfactory.


38. Revenue from Concessions The proposal includes

provision of additional space for food and liquor services to be

provided and the duty free shop to be expanded. Revenue returns

to the Commonwealth from the duty free concession amount to

$43,000 per month as a consideration to trade and $3,210 per month rental. The lease on the existing duty free store expires

in December 1982. The terms of the consideration to trade is on an escalating basis which will ensure that increased takings will

give a higher return to the Commonwealth. The Department of Transport indicated that because of the lease the cost of reloca­

tion would be met by the Commonwealth. The Committee believes,

however, that there may be scope within the lease agreement for

the lessee to contribute towards the cost of relocation. The Department of Transport should explore this further.

39. Parking Additional space for carparking is not included

in the proposal. The Department of Transport believes the present car park to be adequate. It can take about 280 cars and

is run by a concessionaire. The ring road around the car park encompasses a larger piece of land than the car park and provides

sufficient space for overflow parking on days when there is excessive demand. The land is available for ready conversion to

a car park extension if and when required. The Committee

believes that the question of adequate car parking should be

carefully monitored by the Department of Transport.

40. Buses In evidence it was stated there is an urgent need for a special study of the methods by which passengers travelling

in groups are met by coach operators and assisted in locating

coaches. It was pointed out there is no holding area outside the

customs hall to assemble groups, the footpath outside the terminal is too narrow and becomes crowded with travellers boarding hire cars and buses as well as travellers moving along

the footpath to the coach parking area. The Department of Transport advised that local management procedures can be implemented to overcome congestion problems. The Committee


believes there to be considerable scope for improving the situation beyond implementing local management procedures and

suggests the question of locating coach parking bays closer to

the exit be fully investigated and reported in the Department's

annual report.


41. According to the Department of Transport the extensions will permit the terminal to operate until 1990. Because of this the Department of Transport was not in a position to plan in detail the eventual use of the building. It was mentioned the ITB

site is proposed as an area for airfreight handling operations in the planning for the new Brisbane Airport. Its location near

port facilities, some industrial areas and the QANTAS freight terminal were cited as factors favouring this planning.

42. QANTAS stated it would prefer to have air freight

facilities adjacent to passenger terminals to avoid the cost of shunting aircraft long distances from the passenger terminal to the freight terminal.

43. A number of freight handling organisations have

expressed an interest in establishing facilities at the airport

and the building would suit some of them. Mention was also made

of the possibility of using the building for workshops.


44. The ITB is located about 2 kilometres north of the

existing domestic terminal facilities and about 4 kilometres south of the site proposed for the new domestic terminal complex

which will form part of the remainder of the Phase 1 work for the total redevelopment of Brisbane Airport.

45. Access to the ITB is by sealed road either from the

existing domestic facilities or from Sugarmill Road.



46. The proposal has the support of the Queensland

Government and the Brisbane City Council. Both bodies expressed a desire to have the work completed in time for the Commonwealth Games. As part of the general upgrading of roads in Brisbane the

Brisbane City Council is currently upgrading Kingsford Smith

Drive which is the main route to the terminal.

47. Curfew The question of curfews was raised by a number

of witnesses during the hearing. The Department of Transport advised that the curfew on the present runway system will remain

until the runways are decommissioned and until the 02/20 runway becomes operational.


48. In evidence it was suggested that work should

immediately commence for the placing of fill for the new inter­

national terminal building. It was claimed that the presence of

a dredge already on site would make this a practical proposition as well as affording savings in cost. The Department of Housing and Construction advised that there were no significant economic arguments warranting the fill being placed now.

49 . It is planned to have the new International Terminal

completed by 1991 and work on the terminal would commence in

1988. This means fill would not be required until 1987 if a year

is to be allowed for settling to take place. The Committee has

received a further reference relating to the provision of

additional filling for a cross runway and the suggestion will be further examined by the Committee during that investigation.



50. The estimated cost of the extensions when referred to

the Committee is $2.8M at February 1981 prices and comprises:

Building Extensions $ 2 .62M Apron Extensions $0.18M



51. One of the design constraints is that the building must

remain in use for international passenger processing during the

construction period. Accordingly construction activity has been planned to permit passenger operations to continue with a minimum

of disruption and inconvenience to the public.

52. The construction period is twelve months, planning to commence in August 1981. External extensions to the terminal

will be carried out during the early part of the period with internal alterations and additions programmed later. The

building extensions are planned to be completed before the end of

June 1982 with the apron extensions to be completed by the end of December 1981.

53. Committee's Conclusion The Committee recommends the construction of the work in this reference.


54. The summary of recommendations and conclusions of the

Committee is set out below. Alongside each is shown the

paragraph in the report to which it refers.











Parliamentary Standing Committee on Public Works Parliament House Canberra ACT 20 August 1981




55. The proposed extensions to the existing International

Terminal Complex cover building extensions with alterations to

mechanical, electrical, hydraulic and stormwater services and extension of the existing aircraft apron. The materials,

finishes, fittings and other extensions will be compatible with the existing terminal.

56. Design constraints The main design constraints which

have been recognised and provided for in the design approach are:

- the existing structure and partitioning system;

- continuous settlement of the existing building as a

consequence of poor subsurface soil conditions; - the differential rates of settlement between the

existing terminal and the proposed extensions - there will be a requirement for structural measures and finishes that can accommodate this differential settlement;

- operation of the existing terminal during

construction which will involve alterations to

existing functional areas;

57. Structure The existing structural system consists of

steel posts and open trusses. The frame for the additions to

the holding lounge area and the lateral extensions for check in and baggage claim areas will be of steel posts and beams.

58. Form Extensions to the apron side and the lateral

sides of the building will be single storey with an upper

level viewing gallery along the apron frontage.


59. Finishes External cladding will match existing metal

decking. Internal walls and ceilings will be plasterboard. Concrete floors in new areas will be carpeted in main spaces

with heavy duty rubber flooring in heavy traffic areas.

60. Mechanical Services All new internal areas will be airconditioned. The existing airconditioning system, which is

provided by a number of dispersed plant installations, will

have several more units added. Readjustments to some existing units will also be made. New air conditioning ductwork will generally be concealed. Units for refrigerated drinking water will be installed.

61. A new continuous baggage conveyor capable of handling baggage from passengers from a Boeing 747 aircraft (444

passengers) will be provided. The existing conveyor will be


62. Existing power, lighting, fire detection and public

address system installations will be extended to new areas. Lighting will be provided by recessed high intensity lamps and a number of skylights to supplement artificial lighting, will

be provided in the central building area. Emergency lighting will also be provided.

63. Direction and information signs will be provided

throughout the terminal.

64. Appropriate connections to existing water, sewerage,

stormwater and fire hydrant systems to service the new

extensions will be provided.

65. External Works and Apron Existing road and

carparking arrangements and trunk engineering services will

not require extensions. The existing apron, some 54,450 square metres, will be extended by 6,600 square metres to


provide parking space for a maximum of five Boeing 747

aircraft at any one time. The extension will comprise 5,240

square metres of high strength aircraft pavement, and 1360

square metres of tug strength pavement. The high strength

pavement will be of bituminous concrete, 50 mm thick, on 250 mm of fine crushed rock, on 200 mm of crushed rock and

1500 mm of sand. The tug strength pavement will be of

bituminous concrete, 25 mm thick, on 125 mm of fine crushed

rock, on 125 mm of crushed rock and 525 mm of sand.

66. An additional hydrant refuelling point will be

included in the apron extensions.

67. No additional landscaping on the south-eastern

(parking area) side of the building is envisaged. The

extensions to the apron side of the building will encroach on

the landscaped areas which will be removed.



Existing Domestic Terminals


X <** Fire Control Station Tower

International Terminal Extensions

Extensions Shown Shaded Maintenance


Brisbane Airport, Queensland.

site plan


1 2 3 4 5 6 7 8


10 11 12 13 14 15


departures hall outwards customs ramp to observation deck security check area forward departure lounge health holding lounge primary customs customs hall new baggage conveyor arrivals hall customs concessionaires qantas toilets upper observation deck proposed extensions alterations to existing

floor plan

international terminal building floor

ftHL plan 20_____ jp