Chisinau Airport Master Plan

Chisinau Airport Master Plan
May, 2010
Master Plan Chisinau Airport May 2010
Disclaimer
This document was prepared in May 2010 by HOCHTIEF AirPort GmbH,
Essen, Germany, (“HTA”) under a contract with S.E. Chisinau Airport, Chi-
sinau, Moldova, dated 29 May 2009 (the “Contract”).
This document includes certain statements, estimates and forward look-

ing projections. Such statements, estimates and forward looking projec-
tions reflect various assumptions that may or may not prove correct and
involve various risks and uncertainties. HTA do not take any responsibility
for these statements, estimates or projections.
HTA takes only such representation or warranty as to the accuracy or

completeness of any statement or any information contained in this doc-
ument and will be liable for any loss or damage suffered as a result of any
omission, inadequacy, incompleteness or inaccuracy whether arising from
any negligence or otherwise as defined in the Contract.
HOCHTIEF AirPort GmbH Page 2

Content
List of Abbreviations .................................................................................................................. 9
1. Executive Summary ........................................................................................... 13
2. Introduction ........................................................................................................ 16
2.1 Purpose of the Master Plan ................................................................................... 16
2.2 Methodology of the Master Plan ........................................................................... 17
2.3 Planning objectives and criteria ............................................................................. 19
3. Background and History of Chisinau Airport .................................................. 23
4. Inventory of Services, Facilities, Zoning and Restrictions ............................. 25
4.1 General................................................................................................................. 25
4.2 Airfield .................................................................................................................. 27
4.2.1 Runway ................................................................................................................ 27
4.2.2 Taxiways .............................................................................................................. 31
4.2.3 Apron ................................................................................................................... 35
4.2.4 Navigational, Visual Aids and Airfield Lighting ........................................................ 38
4.2.5 Obstacle Limitation Surfaces................................................................................. 40
4.2.6 Airfield Fencing and Perimeter Road ..................................................................... 44
4.2.7 Airside Capacity .................................................................................................... 44
4.3 Terminal................................................................................................................ 45
4.3.1 Passenger Terminal .............................................................................................. 45
4.3.2 VIP Terminal / Delegation Terminal ........................................................................ 52
4.4 Landside access and parking................................................................................ 52
4.5 Secondary buildings ............................................................................................. 53
4.5.1 Fuel Farm ............................................................................................................. 54
4.5.2 Petrol Station ........................................................................................................ 54
4.5.3 Vehicle Maintenance ............................................................................................. 55
4.5.4 Aircraft Maintenance ............................................................................................. 56
4.5.5 Fire Brigade .......................................................................................................... 56
4.5.6 GSE and heavy Airfield Equipment ........................................................................ 57

4.5.7 Tower / ATC / Administration ................................................................................ 59
4.5.8 Catering................................................................................................................ 59
4.5.9 Parking ................................................................................................................. 60
4.5.10 Medical Centre ..................................................................................................... 60
4.5.11 Building Maintenance ............................................................................................ 60
4.5.12 Old Terminal Building ............................................................................................ 61
4.6 Utilities .................................................................................................................. 61
4.6.1 Water supply and Fire Fighting .............................................................................. 61
4.6.2 Surface Water Drainage System............................................................................ 64
4.6.3 Sewage System and Waste Water ........................................................................ 67
4.6.4 Electric Energy / Power Supply ............................................................................. 70
4.6.5 Natural Gas Supply ............................................................................................... 73
4.6.6 Heating Plants / Central Heating ........................................................................... 73
4.7 Environmental Situation......................................................................................... 74
4.7.1 Climate ................................................................................................................. 74
4.7.2 Site geology, topography and seismicity ............................................................... 75
4.7.3 Regulatory compliance summary .......................................................................... 76
4.7.4 Soil and ground water ........................................................................................... 76
4.7.5 Noise .................................................................................................................... 77
4.7.5.1 Aircraft noise......................................................................................................... 77
4.7.5.2 Ground noise ........................................................................................................ 78
4.7.5.3 Minimizing aircraft and ground noise ..................................................................... 80
4.7.5.4 Safety and Noise Zoning ....................................................................................... 80
4.7.6 Air quality .............................................................................................................. 81
4.7.7 Water Supply and Wastewater Discharges ............................................................ 83
4.7.8 Sewage system .................................................................................................... 84
4.7.9 Wastewater from the airplanes .............................................................................. 85
4.7.10 Surface Water Drainage System............................................................................ 86
4.7.11 De-icing ................................................................................................................ 91

4.7.12 Waste Management .............................................................................................. 92
4.7.13 Dumps ................................................................................................................. 93
4.7.14 Hazardous waste and materials ............................................................................ 93
4.7.15 Operational Nuisances .......................................................................................... 95
4.7.16 Heritage................................................................................................................ 95
4.7.17 Energy and Resource Efficiency ............................................................................ 95
4.7.18 Flora, Fauna and Wildlife Hazard Control ............................................................... 96
4.7.19 Emergency procedures ......................................................................................... 97
4.7.20 Occupational and Health Safety ............................................................................ 97
4.7.21 Training and Emergency ....................................................................................... 98
4.7.22 Community Liaison and Consultation .................................................................... 98
5. Traffic Forecast for Chisinau Airport ............................................................. 100
5.1 Introduction ........................................................................................................ 100
5.2 Socio-economic impacts .................................................................................... 100
5.3 Traffic development at Chisinau Airport ............................................................... 106
5.4 Traffic forecast approach .................................................................................... 111
5.5 Forecast assumptions ......................................................................................... 112
5.6 Passenger forecast results .................................................................................. 114
5.7 Aircraft movements forecast ............................................................................... 115
5.8 Cargo forecast .................................................................................................... 117
5.9 Scenarios ........................................................................................................... 117
5.10 Design day profile ............................................................................................... 120
6. Stakeholders characteristics, the airport role and its commercial strategy

........................................................................................................................... 122
7. Demand / Capacity Analysis ........................................................................... 124
7.1 Airfield ................................................................................................................ 126
7.1.1 Runway .............................................................................................................. 126
7.1.2 Taxiway System .................................................................................................. 126
7.1.3 Apron Configuration ............................................................................................ 127

7.2 Terminal.............................................................................................................. 130
7.3 Landside Access and Parking ............................................................................. 136
7.4 Cargo terminal .................................................................................................... 137
7.5 Utilities ................................................................................................................ 138
8. Facility requirements and concepts as well as support services and utilities

........................................................................................................................... 139
8.1 Airside ................................................................................................................ 139
8.2 Navigation Aids ................................................................................................... 141
8.3 Air Traffic Control Tower ..................................................................................... 141
8.4 Weather Criteria .................................................................................................. 142
8.5 Passenger Terminal ............................................................................................ 144
8.6 Cargo terminal .................................................................................................... 147
8.7 On-airport ground access and car parking .......................................................... 147
8.8 Ancillary Facilities ................................................................................................ 150
8.9 Utilities ................................................................................................................ 154
8.9.1 Power Supply ..................................................................................................... 154
8.9.2 Surface Water Drainage ...................................................................................... 154
8.9.3 Water Supply ...................................................................................................... 155
8.9.4 De-icing .............................................................................................................. 155
8.9.5 Airport heating supply, natural gas supply ........................................................... 156
8.10 Real Estate and Retail Development.................................................................... 156
9. Alternatives and options ................................................................................. 158
9.1 Airside Development Options .............................................................................. 159
9.2 Landside Development Options .......................................................................... 165
9.2.1 Existing Terminal ................................................................................................. 165
10. Phasing Plan and prioritization of phases ..................................................... 172
10.1 Phase 1 .............................................................................................................. 172
10.2 Phase 2 .............................................................................................................. 175
10.3 Phase 3 .............................................................................................................. 179

11. Land-Use Plan.................................................................................................. 182
11.1 Land-Use principles ............................................................................................ 182
11.2 Airfield Development Concept ............................................................................. 184
11.3 Terminal Development Concept .......................................................................... 190
11.3.1 Design Parameters ............................................................................................. 190
11.3.2 Functional Requirements .................................................................................... 191
11.3.3 Space and Equipment Requirements .................................................................. 192
11.4 Draft Terminal Design.......................................................................................... 193
11.4.1 Development Concept and Phasing .................................................................... 193
11.5 Landside Access and Car Parking ...................................................................... 197
11.6 Ancillary Facilities ................................................................................................ 198
11.7 Utilities ................................................................................................................ 202
11.8 Safety and Security ............................................................................................. 213
12. Financial Planning............................................................................................ 215
13. Detailed Options for Further Commercialization of the Airport .................. 220
13.1 Cost ................................................................................................................... 221
13.2 Revenues ........................................................................................................... 223
13.2.1 Hotel .................................................................................................................. 224
13.2.2 Offices ................................................................................................................ 224
13.2.3 Car parks............................................................................................................ 225
13.2.4 Terminal.............................................................................................................. 226
14. Environmental Impact ..................................................................................... 228
14.1 Noise .................................................................................................................. 228
14.1.1 Aircraft Noise ...................................................................................................... 229
14.1.1.1.1 Noise Contours................................................................................................... 230
14.1.1.2 Noise results ....................................................................................................... 232
14.1.1.3 Interpretation of noise results and conclusions .................................................... 236
14.1.2 Safety and Noise Zoning ..................................................................................... 238
14.1.3 Noise monitoring................................................................................................. 239

14.2 Air Quality ........................................................................................................... 240
14.2.1 Background Air Quality ....................................................................................... 240
14.2.2 Future Air Quality Assessment............................................................................. 244
14.2.2.1 Emission Inventory associated with the Operational Phases ................................ 244
14.2.2.2 Assessment of Impacts on Air ............................................................................. 253
14.3 Waste Management ............................................................................................ 260
14.4 Soil and Groundwater Contamination .................................................................. 262
14.5 Water Supply and Wastewater Discharges .......................................................... 263
14.6 Wastewater sewer system .................................................................................. 263
14.7 Surface water drainage system ........................................................................... 264
14.8 Flora, Fauna and Wildlife Hazard Control ............................................................. 264
14.9 Energy Efficiency and Fuel Resources ................................................................. 266
14.10 Material Assets and Cultural Heritage .................................................................. 267
14.11 Social and local economic impacts ..................................................................... 267
15. Public and Airline Consultation ...................................................................... 269
16. References ....................................................................................................... 271
17. Appendix........................................................................................................... 273
17.1 Land Use Maps for Chisinau Airport .................................................................... 273
17.2 Maps of air pollutants dispersion for the two scenarios: 2015/2016 and 2030
selected for Chisinau Airport ............................................................................... 274
17.3 Overlap noise maps (Lden and Lnight) for 2009/ 2010, 2015/2016 and 2030 ..... 275

List of Abbreviations
a – annual
ATC – Air Traffic Control
ACI – Airports Council International
ATM – Air Transport Movement
AAGR – Average Annual Growth rate
ACN – Aircraft Classification Number
APUs- Auxiliary Power Units
ARR – Arrival
Arriv. - Arrival
Approx. – Approximately
BHS - Baggage Handling System
Capex - Capital Expenditures
CBR – California Bearing Ratio
CIS - Commonwealth of Independent States
cm - centimetre
Dep – Departure
Dom – Domestic
Des. Live – Design Live
e.g. – for example
ETV – Elevating Transfer Vehicle
EWC- European Waste Catalogue
F+B - Food and Beverage
FSNRMS – Federal Supervisory Natural Resources Management Services

GSE – Ground Service Equipment
GDP – Gross Domestic Product
GA – General Aviation
h – Hour
HTA – HOCHTIEF AirPort
IATA – International Air Transport Association
ICAO – International Civil Aviation Organization
ILS – Instrument Landing System
Incl. – Including
Int – International
Immig – Immigration
KDP – Commander dispatcher point
KIV – IATA Code for Chisinau International Airport
km – kilometer
KW – Kilowatt
l – Liter
LDA – Landing distance Available
LV- Limit Value
m – Meter (m² - square meter; m³ - cubic meter)
M&E – Mechanical and Electrical
MAC– Maximum Admisible Concentration
max – Maximum
Mio – Million

MNR – Ministry of Natural Resources
MIDT – Market Information Data Tapes
mppa - Million Passengers per Annum
MVA – Mega Volt Ampere
MW – Megawatt
No. – number
NMHC– Non-methane hydrocarbons
OAG – Official Airline Guide
OAO – Open Joint Stock Company
p.a. – per annum
PAX – Passenger
Pass – Passport
PP – Passport
PCN – Pavement Classification Number
PCC – Portland Cement Concrete
PM10– Particulate matters with diameter of 10 µm
RWY – Runway
s – Second
SNiP – Construction Standards and Rules
Sqm – square metre
SW – South West
t – tons

THC– Total Hydrocarbons
TO – take off
TOG – Total Organic Gases
TORA – Take Off Runway Available
TSP – Total Suspended Particles
TWY – Taxiway
UTC – Coordinated Universal Time
VIP – Very Important Person
VOC- Volatile Organic Compounds
VSN – Industrial construction standard
vs. – versus
WEEE – Waste Electrical and Electronic Equipment

1. Executive Summary
Chisinau Airport is Moldowa’s main gateway to Europe and the world and the nation’s premier
airport. The airport provides access to all the benefits of the global aviation network. The airport is
ideally located 14 km south of the city centre of the capital Chisinau and is a vital economic hob
and a major job creator for Moldova.
This Master Plan is the first comprehensive Master Plan prepared for Chisinau Airport. The wider
audience and stakeholders are invited to comment on this Draft. The comments will be considered
in preparing a final version of the Master Plan for Chisinau Airport, which will be completed in 2010.
The airport intends to update the Master Plan every 5 years.
The Master Plan covers a planning horizon of 20 years until 2030. The Master Plan presents the
airport’s vision for the sustainable operation and development of Chisinau Airport for the next 20
years.
There will be no major changes to the operation of the airport over the 20 year period, including
- No new runways
- No change to the runway length or orientation
- No major expansions to the airfield
- Passenger terminals and airport support facilities will be located in the northern part of the
airport
The updated traffic forecast prepared in connection with this Master Plan indicates that by 2030
Chisinau Airport will be handling 3.2 million passengers, 8,200 tons of air cargo and 40,000 aircraft
movements. Compared to the results of 2008 of 850,000 passengers, 2,400 tons of air cargo and
12,000 aircraft movements this represents average annual growth rates of 6.9% for passengers,
6.3% for air cargo and 6.2% for aircraft movements.
This Master Plan demonstrates that Chisinau Airport can sustainably accommodate the forecast
growth in airline travel. To achieve this, there will be improvements and expansions to a range of
facilities including aprons, passenger terminal, car parks, support facilities and commercial facili-
ties. The improvements and expansions are foreseen to be implemented in phases. Three phases
have been defined for this Master Plan:
- Phase 1, meeting the forecast demand for the years 2015 / 16

- Phase 2, meeting the forecast demand for the year 2025
- Phase 3, meeting the forecast demand for the year 2030
In addition, a high level expansion concept has been prepared for the years after 2030.
Works in Phase 1 will focus on rehabilitating most of the existing airfield. The majority of the Phase
1 works will be carried out under the Modernization Project II, funded by the European banks
EBRD and EIB.

Works in Phase 2 will focus on developing a new passenger terminal, which is foreseen to be built
west of the existing passenger terminal. In addition, the airport land south of the runway should be
expanded to ensure full compliance with applicable international ICAO regulations with regard to
the runway strip.
Works in Phase 3 will focus on limited expansions to both the airfield and the terminal and support
facilities to meet growing demand.
No major changes will be necessary for the road access to the airport. A shuttle bus connection to
the railway line bypassing north of the airport can be implemented at some time in future.
All expansion works are defined through trigger criteria like defined peak hour numbers of passen-
gers or aircraft. Therefore, these expansions can be flexibly preponed if traffic develops faster or
postponed if traffic develops slower than forecast.
Integral part of this Master Plan is a comprehensive analysis of the environmental impact of the
implementation of the Master Plan. Implementation of the Master Plan is expected to not have a
potential for significant environmental impacts.
Implementation of the Master Plan is expected to require financial resources in form of the follow-
ing Capital Expenditures:
Phase 1 Phase 2 Phase 3
EUR 52 million EUR 90 million EUR 57 million
Note: All figures are real values, price basis 2009.
In preparing this Master Plan, consultation has been carried out with a series of different stake-
holders. The views have been collected and considered in preparing this Master Plan. Consultation
included:
• Community representatives;
• Airline representatives;
• Representatives of Authorities and Governmental Agencies; and
• Business partners of the airport.
A draft version of this Master Plan has been made available in December 2009 for review by the
airport management and other stakeholders, including the general public. This included a publish-
ing on the airports web page, inviting interested parties to comment by the end of January 2010.
Approximately 100 comments from different stakeholders were received. The comments were
analyzed and discussed with the airport management on February 05, 2010 and decisions were
taken how to consider each individual comment. This Master Plan takes into consideration the
comments received as agreed on February 05, 2010.

In line with international best practice it is recommended to review and update this Master Plan in
intervals of five years, i.e. to carry out a first update in 2015.
The authors of this Master Plan wish to thank to all those stakeholders and experts that contri-
buted to preparing this Master Plan.

2. Introduction
2.1 Purpose of the Master Plan
The Master Plan is an essential management strategic tool for Chisinau Airport for coordinating the
phased spatial development of the airport and areas of interest beyond the airport boundary. The
Master Plan shall provide long term planning reliability for all parties concerned (i.e. airport man-
agement, city authorities and real estate developers). It is therefore designed for a time horizon of
20 years. The Master Plan shall comprise the development of the airport in three development
phases. The first phase will be the short term future (design year 2015/2016) 2015; second phase
the medium term future until 2025 and third phase the long term future (design year 2030) 2030.
Further, an ultimate vision describing ultimate development opportunities of the airport is being
presented.
According to ICAO, Doc 9184, Pat 1, Master Planning, a Master Plan “presents the planer’s con-
ception of the ultimate development of a specific airport. It effectively presents the researched logic
form which the plan was evolved and artfully displays the plan in a graphic and written report.”
However, the Master Plan is a guidance only and nothing more. It is not an implementation pro-
gram. The development of an implementation program follows the development of the guidelines
of the Master Plan. A Master Plan does not develop specifics with respect to improvements; it is
only a guide to the types of improvements which should be undertaken.
The Master Plan shall serve as a quick reference guide for all parties directly and indirectly affected
by the airport development, including those that are less familiar with the precise aviation proce-
dures and airport needs. It aims to reach a common understanding between S.E. Chisinau Airport
and its’ stakeholders on strategic outlook for the future development of Chisinau Airport based on
sustainable outcomes. Further, it creates long term planning clarity for customers, internal business
units in relation to land use, infrastructure development and operational matters.
The Master Plan is prepared to give a long-term outlook on the development of the airport and will
thus be a stable basis for individual projects. A regular review of the Master Plan should therefore
be conducted in an interval of not less than 5 years or when the design parameters have been
rendered obsolete by sudden and unforeseeable circumstances.
This document contains a chapter with an investment program for each phase of the Master Plan.
It includes the refurbishment of airport facilities and the construction of a new terminal. The finan-
cial figures should support Chisinau Airport to foresee the budget required and to initiate the ne-
cessary actions to obtain funds.
The Moldovan legislation does not require an approval of the Master Plan. However, this Master
Plan shall be endorsed by the management of Chisinau Airport and forwarded to “Chisinau
Proiect” Institute in order to consider the Chisinau Airport Master Plan in the general layout of Chi-
sinau City.

2.2 Methodology of the Master Plan
The Master Plan has been prepared in close collaboration with management and experts of Chisi-
nau Airport. For the purpose of the Master Plan project, Chisinau Airport set up a dedicated
Project Implementation Unit (PIU), which was responsible for the coordination and management of
the Master Plan project within the airport company. The close liaison gave the airport management
the opportunity to align the Master Plan with its own business goals and to consider its operational
experience.
The elaboration of the Master Plan was carried out in parallel to the Detailed Technical Design
Project for the rehabilitation works. The objective of the Detailed Technical Design Project is to
provide a detailed planning for a short-term rehabilitation of the airfield pavement, airfield lighting
and drainage and a preliminary design for a limited terminal expansion. Since the two projects
interact, it was very important from the beginning of the project that the ideas and assumptions
contained in the Master Plan and the Detailed Technical Design are congruent and reasonably
reflected in both designs.
The preparation of the Master Plan was structured in phases. Each phase was concluded by a
workshop presenting a milestone in the process of the Master Plan elaboration. These regular
workshops structure the process and put deadlines on intermediate results. In the workshops, the
key deliverables and findings of the respective phase were presented and discussed with PIU and
major other airport stakeholders. In addition, major strategic airport development decisions were
be commonly elaborated and the next steps of the project defined.
The following figure summarizes the Master Plan elaboration process:

Master Plan elaboration process
After a project Kick-Off meeting, an analysis of the technical and functional condition of the airport
assets was conducted. In parallel, the traffic forecast update based on the NACO traffic forecast
was prepared. The first phase was concluded by a workshop, where the results of both activities
were presented. In the second phase the future requirements for the three phases with the design
years 2015/2016, 2025 and 2030 were elaborated based on the annual figures and design figures
from the traffic forecast. Development options for the airside and landside facilities were prepared
and presented in the second workshop. Taking into account the comments received in the second
workshop, a development concept for each of the key infrastructure elements was drafted and
discussed during the third workshop.
The Draft Master Plan considers the comments received during the Master Plan process and re-
flects the results of the third workshop. The Draft Master Plan is forwarded to Chisinau Airport for
comments and will be amended accordingly.
The final Master Plan takes into consideration the comments received from interested parties,
including the wider audience. The Master Plan has been forwarded to Chisinau Airport for final
approval before being submitted to “Chisinau Project” Institute for consideration in the general
layout of Chisinau city.

2.3 Planning objectives and criteria
The planning objectives and criteria taken as a basis for the preparation of the Master Plan aim to
define an optimal layout of the airport infrastructure facilities, whilst taking into account the envi-
ronmental impacts and financial viability of the measures.
The Master Plan acknowledges then need for a balanced approach to development, based on the
following objectives as stipulated in the terms of references:
• Ensure provision of capacity to meet future demand;

• Social progress which recognizes the needs of the airport stakeholders and community;
• Effective protection of the environment; and
• Maintenance of high and stable levels of economic growth and employment.
These and additional objectives and planning criteria have been elaborated in more detail and
jointly with Chisinau Airport:
• Ensure provision of capacity to meet future demand:
Chisinau Airport provides sufficient capacity to serve the projected growth. Its airside facilities and
terminal shall be sized and configured to handle Code D type of aircraft. In planning and designing
facility improvements, Chisinau Airport is adaptable to the changing needs of its customers, te-
nants, federal and local requirements. New investments are thoroughly reasoned and imple-
mented. Planning and design allows a modular expansion of the assets according to the traffic
development and provides sufficient flexibility to react to unexpected events.
• Social progress which recognizes the needs of the airport stakeholders and community:
Chisinau Airport must continue to provide a safe and secure operating environment for passengers
and their baggage. Airport facilities are planned and designed to move passengers efficiently. The
airfield’s facilities will be equipped with navigation equipment and lighting systems necessary for
operating in poor weather conditions. It ensures a safe and efficient environment for all stakehold-
ers of the airport.
• Effective protection of the environment:
Chisinau Airport continues its proactive approach for planning future facilities that meet specified
needs, while at the same time minimizes impacts on the environment. In the best way possible,
airfield improvements are planned that accommodate aviation demand and minimize noise impacts
on adjoining communities.
• Maintenance of high and stable levels of economic growth and employment:
Chisinau Airport is critical for attracting and retaining businesses in Moldova. The airport is a vital
part of the infrastructure that supports economic growth. The airport takes a lead role in support-
ing economic development efforts. The airport operation is financially self-sustaining. The airport’s

development is conducted in a financially feasible manner, balancing the need for new facilities
with maintaining reasonable user charges. Chisinau Airport acknowledges the importance of non-
aviation revenues and pursues a strategy to attract potential investors. Due to their attractive loca-
tion adjacent to the airport, commercial and property opportunities are developed.
• Provides high quality journey experience
Chisinau Airport shall offer a pleasing experience to the users and customers. Its facilities are intui-
tively laid out, enabling “hassle-free” use by the air travelers and accommodate the special needs
of the elderly, disabled and families traveling with children. The airport’s facilities will be sufficient to
maintain a high level of convenience and efficiency.
• Operates the airport in order to maximize the efficient use of infrastructure
Chisinau Airport manages its asset in an efficient way by well-defined procedures, new technolo-
gies and equipment and highly qualified staff. It uses the best practices from the industry to service
the air traveling public and the community with good value.
• Remain main gate to the country
Chisinau Airport will remain the main gate to Moldova and the region’s premier passenger service
airport. Chisinau Airport is an international airport, with all the required facilities necessary to
process international passenger arrivals and departures. It is configured to accommodate aircraft
that fly intercontinental routes. The airport meets the increasing travel needs generated by the
region’s growing economical activity and accommodates future growth in charter and travel group
activities as well.
Objective is to achieve a well balanced concept taking into account the need of each of the stake-
holders. Chisinau Airport is the main gateway to Moldova, plays a significant role in the develop-
ment of economy, social, tourism.
To the greatest extent possible, the Master Plan applies the planning objectives and criteria to
meet the airport’s future demand. The Master Plan for Chisinau Airport establishes a program for
the improvement of existing facilities and the development of new facilities at the airport over the
next 20 years.
The Master Plan aims to provide an overall strategy for sustainable development of the Airport
based on economic efficiency, quality facilities and services, social importance.
ICAO and IATA standards
The proposed development of Chisinau Airport is based on international standards and recom-
mended practices of the following aviation organizations:
• International Civil Aviation Organization (ICAO); and

• International Air Transport Association (IATA)
The ICAO, an agency of the United Nations, codifies the principles and techniques of international
air navigation and fosters the planning and development of international air transport to ensure safe

and orderly growth. The ICAO Council adopts standards and recommended practices concerning
air navigation, prevention of unlawful interference, and facilitation of border-crossing procedures for
international civil aviation.
The IATA is an international trade organization set up to promote co-operation between airlines
around the globe. The main aim of IATA is to promote safe, scheduled and inexpensive air travel
worldwide.
These organizations provide diverse aviation publications. In addition to the ICAO Annexes to the
Convention on International Civil Aviation, multiple manuals provide important guidelines, basic
requirements and recommendations for airport development, planning, design, operation and ser-
vices.
In implementing developments at Chisinau Airport, specific attentions need to be given to the

standards defined by ICAO. Wherever practicable, these ICAO standards should be applied. In
case the standards can not be applied in a practicable way, coordination with Moldavian Civil
Aviation Authority (CAA) shall be undertaken by the airport with the aim to finding a solution for
such specific aspects.

In relation to airport Master Planning, the following documents have been used for preparing the
development concept until the year 2030:
• ICAO: Airport Planning Manual – Part 1 – Master Planning

• ICAO: Airport Planning Manual – Part 2 – Land Use and Environmental Control
• ICAO: Aerodrome Design Manual – Part 1 – Runways
• ICAO: Aerodrome Design Manual – Part 2 – Taxiways, Aprons, and Holding Bays
• ICAO: Airport Services Manual – Part 1 – Rescue and Fire Fighting
• ICAO: Annex 14 – Aerodromes – Volume I – Aerodrome Design and Operations
• ICAO: Annex 16 – Environmental Protection – Volume I – Aircraft Noise
• ICAO: Annex 16 – Environmental Protection – Volume II – Aircraft Engine Emissions
• IATA: Airport Development Reference Manual
• NACO: Chisinau Airport – Modernisation Airport Project, May 28, 2008
• Dorsch Consult: Chisinau Airport Project II, Moldova, Feb 26 – 28, 2007
• Ic Consulenten: Assessment of the bearing capacity and status display of runway 08/26 and
of taxiways alpha, bravo and charlie, 17.10.2008
• AEA: Chisinau International Airport Modernization Project II Environmental Due Diligence:
Environmental Analysis Report, August 2008
• ICAO Consultant Jamal Chaykhouni Technical Review, March 2007

3. Background and History of Chisinau Airport
Chisinau International Airport (IATA code: KIV, ICAO code: LUKK) is the main international airport in
the Republic of Moldova, located approximately 14 km away from the capital and largest munici-
pality of Moldova, Chisinau. The Airport has good road connections with the city and the regions.
The immediate area served by the airport has a population of some 1.5 million including the capital
city, with a population of approximately 800,000. Chisinau Airport serviced 850,000 passengers in
2008 and 688,000 in 2007. Passenger traffic generates the major revenue stream for the Airport. It
is used by traditional regular passenger airlines. It is also the hub of flag carrier Air Moldova.
The airport area is located on a raised plateau, approximately 100m above sea level in an ur-
ban/light-industrial/semi-rural area. The airport is surrounded by privately owned land used for
agricultural cultures as well as by four populated zones. Three of the four zones are semi-rural (with
light-industrial residences), namely Bachioi village (20,000 inhabitants), Revaca and Singera villages
(each 10,000 inhabitants) to the south of the airport. The fourth zone consists of an urban district
with approximately 4,000 inhabitants to the north of the airport.
A relatively large forest area borders the northern side of the airport. Behind the forest there is the
Revaca Industrial Area, including the Chisinau Industrial Free Zone.
The closest residential areas to the airport are 750m southeast from the eastern-end of the runway
in Singera village and 900m southwest from the western end of the runway in Bachioi village.
However, recent house buildings on the outskirts of Bachioi have encroached closer to the west-
ern threshold of the runway.
S.E. Chisinau International Airport is a fully corporatized legal entity in compliance with Moldovan
Law on State Enterprises. The founder and single shareholder of the Airport has been the Trans-
port Agency of the Republic of Moldova (“the TA”). In 2009, the TA has been closed and their
responsibilities have been transferred to the Ministry of Transport.

Location of Chisinau Airport
History of Chisinau Airport
Chisinau Airport was first located at its present site in 1960. A new terminal building was built in
1974 and a new reinforced-concrete runway was built in 1987. The earlier runway is now used as
a taxiway D, almost parallel to the new runway and between the new runway and the apron. A
major terminal expansion has been carried out in 2000. In 1995, the independent Republic of
Moldova established the present State Enterprise of:
• “Chisinau International Airport” under airport administration order for administration of the
airport; and
• “Moldavian Air Traffic Services Authority – MoldATSA” for control over the airspace and the air
traffic
In 2008, Chisinau Airport recorded almost 850,000 passengers (PAX), more than 12,000 air traffic
movements (ATM) and around 2,400 t of cargo (freight and mail).
Passenger air transportation is mainly served by two national companies, which have a share of
65% of the total passenger transport market at the airport. The largest share (50%) is held by the
state airline Air Moldova, followed by Moldavian Airlines (15%). The remaining 35% of the passen-
ger market is mainly serviced by foreign airlines, which include Turkish Airlines, Austrian Airlines,
Meridiana, Tarom, S7, Air Baltic and Carpatair.
Total the total land area of the airport covers approx. 334 ha.

4. Inventory of Services, Facilities, Zoning and Restrictions
The following chapter describes the existing airport infrastructure including airside, landside facili-
ties and utilities with regard to physical condition and functionality. The main infrastructure ele-
ments are compared with ICAO requirements. Furthermore, the existing airport services and re-
strictions are presented.
4.1 General
Chisinau Airport operates 24 hours a day and is only used for commercial regular operations. It is
located 14 km south of the city centre of Chisinau. It consists of one single operational runway in
east-west alignment (RWY 08/26), a system of in total eight taxiways and a linear apron located in
the north of the airport. Chisinau has in total three terminals consisting of a passenger terminal, VIP
terminal and delegation terminal. The VIP and the delegation terminal are located in one single
combined building west of the main passenger terminal. The VIP and delegation terminal building is
controlled by the Government of Moldova directly and not by the airport company. The terminals
are located in the north and aligned linear parallel to the apron.
The airport land is State Property. The control of the airport land is disrupted. Based on Law Nr.
121 of 04.05.2007 “regarding administration and denationalization of public property” the airport
company, S.E. Chisinau International Airport, has the right to use the majority of the land. The
administration of the land is under the municipality, which approves developments on site. Some
areas of the apron in the west are controlled by the state carrier Air Moldova and Agroavia, local
companies providing air transportation and specialized aviation services. Few land plots like the
fuel farm and administration areas on the landside are controlled by third parties. The following
figure shows the airport boundary and the control of the airport land:

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4.2 Airfield
The airfield consists of a runway, a well-developed a nearly parallel taxiway system, and a large
apron. Geometrical conditions partially deviate from standards and recommendations as of ICAO
Annex 14 for Code D airports. Existing pavement of runway, taxiways and apron areas are mainly
at the end of their design life time. Cracking at all pavement sections is maintained carefully with
crack filling by the airport maintenance team on a regular basis.
4.2.1 Runway
Chisinau Airport has one runway in a west-east alignment. The runway 08/26 has a length of
3,590 m and a width of 45 m without shoulders. The length of the runway is sufficient to serve
current and future destinations. In summer 2009, the runway operated at maximum 8 movements
per hour. According to ICAO guidelines, a realistic maximum number of movements for one single
runway would be 48 movements per hour provided that the runway is supported by an effective
taxiway system. The traffic forecast arrived at 21 movements per hour in 2030; therefore there is
by far sufficient physical runway capacity for the foreseeable future.

ILS landing system
The distribution of the landing direction of the runway is relatively balanced. The runway is
equipped with an ILS CAT II system from landing direction 08 and CAT I from landing direction 26.
The ILS system has been implemented in 2000 to 2008 and is in good condition. To make full use
of the benefits of the CAT II capability of the ILS system, it is necessary to upgrade the taxiway
lighting system as currently there is no taxiway centre line lighting available.
Runway threshold 08 is equipped for ILS CAT II with 870m length approach lighting system,
mounted on poles, and a 899 m long touch down zone lighting. The ILS for threshold 08 is
equipped with a DVOR.
Runway threshold 26 is equipped for ILS CAT I with a 899 m long approach lighting system,
mounted on poles.
A small area of the ILS critical and sensitive area at threshold 08 is exceeding the current airport
boundary and perimeter fence (area exceeding the red line in the figure below). To avoid interfe-
rence of the ILS system with moving or fixed objects on ground within the critical and sensitive
area, it is recommended to extend the airport boundary accordingly.
ILS Critical Area / Sensitive Area
Technical characteristics
Runway 08/26 was constructed in 1987 in its current length of 3,590m. The runway consists of
reinforced concrete slabs with joint of asphalt. Since initial construction no major refurbishment
was conducted. The runway pavement has reached its lifespan and is characterized by a number
of cracks, which need to be maintained on regular basis.

Runway pavement (slab 157)
According to the Moldovan Aeronautical Information Publication (AIP) the pavement bearing
strength is PCN 59/R/A/X/T. The bearing strength number summarizes the following information:
• PCN number: The PCN number indicates that an aircraft with an aircraft classification number
(ACN) equal to or less than the reported PCN can operate on the pavement subject to any li-
mitation on the tire pressure, or aircraft all-up mass for specified aircraft type(s). Presently, the
maximum aircraft operating regularly at Chisinau Airport are Airbus A 320 (ACN between 40
and 46) and Boeing 737 (ACN between 37 and 43). With maximum take-off weight (MTOW),
these aircraft types reach already the limit of the runway bearing strength. The Tupolev TU
154, which had been frequently used in the last decades, has a lower ACN number (~ 25) on
subgrade B and thus is less critical for the existing airfield pavement;
• Pavement type: ‘R’ describes that the pavement type is rigid;
• Subgrade strength category for runway: The stated subgrade value is ’A’ that the subgrade
strength is high. During the preparation of the Master Plan, a geotechnical survey was con-
ducted as part of the in parallel prepared Technical Design. As a result, the subgrade value of
the runway was evaluated to lower and to be categorized as “medium strength” or “B”;
• Code letter X is indicating the maximum allowable tire pressure category “medium” (pressure
limited to 1.50 MPa);
• Code letter T is indicating a technical evaluation method representing a specific study of the
pavement characteristics and application of pavement behavior technology.
The existing runway width meets the requirements for the ICAO Aerodrome Reference Code 4D.
To be fully compliant with the standards and recommendations as for Code letter D, it is necessary
to add shoulders so that the overall width of the runway (45m) and its shoulders (2 x 7.5m) is not
less than 60m.

In line with ICAO recommendations, runway end safety areas (RESA) in direction 08 and 26 are
available.
The following table summarizes the main technical and geometrical characteristics of the runway:
Length 3,590 m
Width 45 m
Slope 1%
Pavement Strength PCN 59 R/A/X/T
Pavement Type reinforced concrete
Shoulders -
Safety Strip 3,710m x 234.5m
RWY 08 max. TORA 3,590m
RWY 26 max. TORA 3,590m
RWY 08 LDA 3,590m
RWY 26 LDA 3,590m
RWY 08 max. TODA 3,590m
RWY 26 max. TODA 3,590m
RWY 08 ASDA 3,590m
RWY 26 ASDA 3,590m
The runway is located parallel to the main apron and has a relatively wide spacing from the apron
of approximately 600m.

Runway strip area
The existing runway strip covers a total area of 3,710m x 234.5m. In line with ICAO standards as
for Code number 4, the runway strip extends longitudinally 60 m from each threshold. North of the
runway the strips extends 150m as per ICAO Annex 14, whereas south of the runway the strip
partially extends to 84.5 m. To be in full compliance with the recommendations of Annex 14 related
to the runway strip, the southern part of the runway strip should be extended to the south by
65.5m.
Runway Strip
4.2.2 Taxiways
The current taxiway system consists in total of seven taxiways of which five taxiways (A1, B1, B2,
C1, C2) are aligned rectangular to the runway and two taxiways (A2 and D) are located parallel to
the runway. Taxiways A1, B1 and C1 are connecting RWY 08/26 to an old runway, which now
serves as taxiway (TWY D). Taxiways A2, B2, E and C2 connect TWY D to the apron. The number
of taxiways is sufficient for the current level of air traffic.
The following figure shows the location of the taxiways:
Chisinau Airport - Taxiway System
With regard to their geometrical characteristics the taxiways have deviating non standardized
widths. This is due to the fact that the taxiway system has developed gradually according to the
size of typical Soviet type aircraft operating regularly at Chisinau Airport in the past.
Current dimensions and pavement strengths of some of the taxiways do not allow unrestricted
operations at all taxiway. The PCN value of taxiway A2 is too low to allow unlimited operation of all
type of aircraft currently operating at Chisinau Airport.

The following table summarizes the geometrical and technical characteristics of the existing tax-
iway system:
Taxiway Width Shoulder width PCN Surface
A1 22.5m 2 x 5m PCN 42 R/B/X/T Concrete
A2 31.0m - PCN 38 /F/D/X/T Asphalt
B1 22.5m 2 x 5m PCN 42 R/B/X/T Concrete
B2 21.0m 2 x 5m PCN 31/F/D/X/T Asphalt
C1 22.5m 2 x 5m PCN 42 R/B/X/T Concrete
C2 21.0m 2 x 5m PCN 38/F/D/X/T Asphalt
D 42.0m - PCN 40 /F/D/X/T Asphalt
E 21.0m 2 x 5m PCN 61 /F/D/X/T Asphalt
Taxiway A1
Taxiway A1 is located rectangular at the eastern end of runway 08/26. It connects the eastern end
of runway 08/26 and taxiway D and is surfaced with concrete. The current width allows operations
of aircraft with an outer main gear wheel of less than 9m at maximum. In order to gain ICAO classi-
fication 4D, the pavement width need to be widened to 23m and shoulders should resulting in an
overall width of 38m.
Taxiway A1
Taxiway A2
Taxiway A2 extends from eastern end of taxiway D to the eastern end of main apron in front of the
passenger terminal. The taxiway is aligned parallel to taxiway D passing the airfield maintenance
area and the unfinished aircraft maintenance hangar. The existing pavements strength is too low to

allow taxiing of most Code C (e.g.B737; A320; CRJ 700/900) type of aircraft currently operating at
Chisinau Airport.
Taxiway A2 at aircraft maintenance area
Taxiway B1
Taxiway B1 connects the middle part of the runway with Taxiway D. Together with Taxiway B2 it is
the most frequently used taxiway on the Airport. The taxiway is surfaced with concrete and has a
bearing strength of PCN 42 R/B/X/T. The current pavement width of 22.5m and additional shoul-
ders of 2 x 5m is sufficient for the current operations of up to Code C aircraft.
Taxiway B2
Taxiway B2 connects taxiway D with the main apron. It is one of the most important taxiways since
it is the main access point to the apron. The current width amounts 21m and additional shoulders
of 2 x 5m. The geometrical dimensions are sufficient for current operations of Code C aircraft.
Taxiway B2 as seen from intersection with taxiway D towards main apron

Taxiway C1
Taxiway C1 connects the western end of taxiway D with the runway. The length of the taxiway is
approximately 500m. Taxiway width is 22.5m and additional shoulders of 2 x 5m. The taxiway
consists of concrete and has a bearing strength of PCN 42 R/B/X/T. The taxiway is mainly used by
landing aircraft from landing direction 26. The size of the taxiway is sufficient for the current opera-
tions.
Taxiway C2
Taxiway C links the western end of taxiway D with the cargo apron. Due to the low volume of
freight, the cargo apron is currently not being used frequently and thus taxiway C2 is not regular in
use.
Taxiway D
Taxiway D was formerly used as a runway, before the existing runway was constructed. The
pavement width of the taxiway amounts 42m and allows unrestricted operations of Code D air-
craft. The taxiway is surfaced with asphalt and has bearing strength of PCN 40 /F/D/X/T.
The taxiway extends almost parallel over ¾ of the existing runway. The eastern part of taxiway D
between taxiway A2 and taxiway B2 is closed for taxiing due to low cracks on the surface. This
part of taxiway D is not being maintained.
East part of taxiway D – Closed for Operation
Taxiway D (east part being closed)
Taxiway E
Taxiway E is located rectangular to the middle of the western part of taxiway D and leads to the
western end of the main apron. It serves as the second access point to the apron. The taxiway has
a width of 21m and additional shoulders of 2 x 5m, which is sufficient for the current operations of
up to Code C type of aircraft. The taxiway is surfaced with asphalt and the bearing strength is PCN
61 /F/D/XT. Compared with the others taxiways the technical condition of the taxiway can be
stated as relatively good.

4.2.3 Apron
The apron is located north of the western part of runway 08/26 and is extending parallel along the
western part of taxiway D. The development of the existing apron can be divided into three steps.
The first part was constructed on the western side along the old passenger terminal. The second
apron in front of the current terminal area was developed in the 70’s. Both aprons haven been
connected afterwards by a middle part in front of the VIP/delegation terminal.
Today the apron can be divided into four categories: Main passenger apron, cargo apron, main-
tenance apron and apron owned and operated by third parties such as Air Moldova. The passen-
ger apron is the mainly used apron of the airport. It is used regularly for daily operations or for
layover positions. The maintenance apron is predominantly used as storage area for older, out of
use aircraft. The same accounts for the cargo apron and the apron in control of third parties. If
need arises, the closed part of taxiway D is used for parking of larger type of aircraft (Code D). The
following illustration shows the existing apron layout of Chisinau Airport:
Apron Layout of Chisinau Airport
The present apron declared bearing strength parameters are as follows:
• Apron area initially designed for TU 154 parking positions: PCN 38 /F/D/X/T;
• Apron area initially designed for TU 134 parking positions: PCN 28 /F/D/X/T; and
• Apron designed for smaller or uncritical aircraft parking positions only: PCN 19 /F/D/X/T.
Generally, the apron offers low PCNs and geometrical dimensions, which has been sufficient for
most former Soviet aircraft types but does not cope with the requirements of modern Boeing or
Airbus aircraft.
The old fleet is constantly being replaced by new modern and efficient aircraft. As an example, Air
Moldova is operating three modern A320 and has ordered a new Embraer 190 which is subject to
delivery in March 2010.

The apron can be structured in the following parts:
Passenger Apron:
The passenger apron in front of the terminal is well located and offers sufficient space for current
aircraft parking demand. The apron configuration is characterized by geometrical limitations and
dependencies between the aircraft positions. The apron accommodates in total 30 aircraft stands.
The configuration is characterized mainly by Roll-In, Roll-Out positions. The following table summa-
rizes the size and the pavement strength of each of the aircraft stands:

Stand Pavement strength Max. Wingspan Max. Length ICAO Code
1, 3, 5, 10 PCN 38/F/D/X/T 38m 48m C
16, 18, 20, 22, PCN 19/F/D/X/T 29m 24m C

24, 26, 28 (all
push-back)
2, 4 PCN 38/F/D/X/T 29m 24m B
27, 29, 31, 33, PCN 19/F/D/X/T 29m 24m B

35
15, 17, 19, 21, PCN 28/F/D/X/T 29m 37m B

23, 25 (all push-
back)
7 PCN 38/F/D/X/T 29m 37m B
17A, 21A PCN 28/F/D/X/T 34m 37m C
9, 11, 13 PCN 28/F/D/X/T 20m 20m B
12, 14 (all push- PCN 28/F/D/X/T 35m 37m B

back)
The following figures give an impression of the current pavement situation at passenger apron:
Passenger Apron
Maintenance Apron
The apron area along TWY A2 is dedicated to aircraft maintenance. It is however mainly used to
park old and out of use aircraft.

Cargo Apron
The western part of the apron is announced as cargo apron accessible via TWY C2. However, the
apron is in poor condition and there are only few freighters handled at Chisinau Airport. As this
apron is rarely used only, it is possible to operate cargo aircraft on the passenger apron.
Cargo Apron
Apron not belonging to Chisinau Airport
The apron located between taxiway C2 and taxiway E belongs to Air Moldova.
Many old Soviet and non-operational aircraft are being parked on this apron. The condition of the
apron is poor with frequent damages of the surface and growing grass.
Old and out non-operational aircraft

on pavement in bad condition
4.2.4 Navigational, Visual Aids and Airfield Lighting
Navigational Aids, Visual Aids

Chisinau Airport is equipped with a new ILS system CAT II in landing direction 08 and CAT I in
landing direction 26. The ILS system consists of a glide path, localizer and a DVOR, which is used
instead of a marker. Additionally, a PAPI system is installed in each landing direction. The naviga-
tional aids and meteorological equipment are owned and operated by MOLDATSA, the local navi-
gation service provider.
The current critical and sensitive areas of the glide path 08, as recommended by the ILS-system
provider exceed the existing perimeter fence. This may cause disturbance by the presence of the
moving object like vehicles. It is recommended to extend this area and to prohibit the entry of
vehicles to protect the areas against disturbance to the ILS signals.
Airfield Lighting
The airfield lighting system can be grouped into three categories according to their condition. The
runway lighting system was upgraded in the years 2000 to 2008 by Siemens/ADB and is in an
excellent condition. The following components were upgraded in the past five years:
• Approach lights for landing direction 08;

• Touchdown lights 08;
• RWY end light 26;
• RWY edge light;
• RWY centre-line lights;
• touchdown zone lights 08
• guidance signs;
• and constant current regulators and associated primary and secondary AFL cable
• approach lights for approach 26
• threshold lights 26;
• RWY end lights 08
• RWY guard lights
• guidance signs
• constant current regulators and associated primary and secondary AFL cable
• Airfield Lighting control system (SICOMOS)
The airfield lighting for approach 26 is acceptable for CAT I operations subject to preparation of a
“notification of differences to ICAO” (refer to ICAO recommendation: missing approach mast No. 8
and non frangible mast top). The AFL for approach 08 is acceptable for CAT II operations subject
to preparation of a “notification of differences to ICAO” (refer to ICAO recommendation: non frangi-
ble mast top). According to ICAO Document 9157, Part 6, Section 4.9.11, elevated approach
lights and their supporting structures should be frangible. For the height of the supporting structure
exceeds 12m, the frangibility requirement applies only to the top 12m. For CAT II operations in
direction 08, runway guard lights are required at taxiway/runway intersections. Stop bar lighting
shall be provided at entries from TWYs onto RWY.
The existing taxiway lighting system has no centre lights and does not comply with ICAO stan-
dards for CAT II operations (TWY centre-line lighting shall be provided from intersections

RWY/TWY till the apron to comply with ICAO regulations). The lighting system dates from the
1980’s and is in need of replacement. An operational solution is applied by Chisinau Airport to
allow CAT II operations on the taxiway system by providing follow-me car services on dedicated
transition points between runway and taxiways.
The power supply for TWY/RWY lighting is old but well maintained. However, it should be refur-
bished in short to medium term. Priority shall be given to the upgrade of the TWY lighting in order
to comply with ICAO and CAA requirements for CAT II operation. The apron lighting is operational
and well maintained but inefficient. Therefore, the improvement of the apron lighting shall be consi-
dered in short to medium term.
All Airfield Lighting systems – the old TWY lighting and apron lighting and the new RWY lighting –
are well maintained. The power supply for the Airfield Lighting – except from equipment of TP-2,
TP-23 and TP-22 – is old but also well maintained.
For reliable CAT II operation the upgrade of power supply for the Airfield Lighting is recommended
including transformer substations TP-2, TP-22, TP-23, TP-19 and main distribution point DP-44
(phased).
4.2.5 Obstacle Limitation Surfaces
The airport land lies on a plateau and is surrounded by hilly land. No airspace restrictions or ob-
stacles restrict the expansion of the airport. The following drawings show the Obstacle Limitation
Surfaces for Take Off and Approach on a larger scale as well as the Approach Surfaces for the
airport land area. ICAO Document 9137, Part 6, sections 1.2.3.4 and 1.6.5 state that the relevant
authorities shall determine a datum for calculating the inner horizontal surface. Such definition is
not available at Chisinau Airport. In line with ICAO’s recommendations as per section 2.6.5 of
document 9137, Part 6, the inner horizontal surface has been calculated from the height of the
lower threshold of the runway. On the south side of the runway, within the runway strip and in the
vicinity of the substations TP22 and TP23, there are two old start-control buildings controlled by
MoldATSA. These buildings are not in use any more and should be removed as they do form ob-
stacles. There are no further incompliance’s on the airport area with the Obstacle Limitation Sur-
faces. Due to the fact that the landside buildings north of the runway are relatively far away from
the runway, future landside buildings can be set up in line with this Master Plan without infringing
the Obstacle Limitation Surfaces.

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4.2.6 Airfield Fencing and Perimeter Road
The airside area of the airport is surrounded by an airport fence with a total length of approximately
11.5 km kilometers. The fence consists mainly of marsh-wire. Some parts of the fence consist of
concrete. The technical condition of the airport fence fulfills ICAO standards and is in good condi-
tion.
South of RWY 08/26 the fence is located at a distance of 86 m from the centre line of the runway.
This distance does not fully comply with ICAO recommendations for airports with aerodrome refer-
ence code 4D.
Within the airport boundary there is a perimeter road which allows fast inspection of the airport
area along the perimeter fence. The access roads to the airside are guarded and access is only
possible after personnel inspection of the car and/or person by the airport own security.
There are in total two landside-airside access gates around the airport territory. The main access
gate is located next to the administration building. The check point is controlled 24 hours a day
and is secured by airport security staff. The second and less used access gate is located in the
technical area at the eastern end of the airport land.
The staff, the crew members and vehicles go through the access point mentioned above. The
representatives of different airlines and also governmental employees, who are working for pas-
sengers processing in the terminal or on the apron, use the security installations in the terminal.
The terminal check point is controlled by police to prevent access of non authorized personal to
the airport airside property.
4.2.7 Airside Capacity
As further explained in sections 7 and 8, the airside capacity is sufficient for the current number of
traffic. For example, the apron capacity of 30 aircraft stands is well in excess of the current de-
mand of eight active and four contingency aircraft stands. Likewise, the capacity of the runway and
the corresponding taxiway system is in excess of current demand of six aircraft movements / hour.
There are no legislative regulations such as night curfew or hourly movement cap limiting the num-
ber of aircraft movements. There are no airspace limitations due to adverse geographical condi-
tions. There is no military air traffic operating at Chisinau Airport, which may be in conflict with the
regular civil commercial traffic.

4.3 Terminal
General Terminal Configuration
Chisinau has in total three terminals (Passenger Terminal, VIP Terminal and Delegate Terminal)
located north of the airport. The terminals are positioned parallel to apron and the runway. The
main passenger terminal consists of a linear configuration with departures and arrivals located at
one level. The passenger terminal is a stand-alone building, whereas the VIP/Delegate Terminal are
connected with each other. The following figure shows the location and configuration of the ter-
minals:
Location and configuration of terminals
4.3.1 Passenger Terminal
The terminal was built in the 1970’s and reconstructed / expanded in 2000. The reconstruction
and upgrade program was executed with EBRD financial support and the terminal now meets
international standards for passengers handling services.
The current Terminal is offering about 6,800m² on first floor and 3,200m² on the second floor. The
terminal is approximately 160m in width and 45m in depth. This configuration is not ideal consider-
ing an optimized passenger flow in terms of allocation of passenger processing areas as well as
passenger orientation.
In 2008, approximately 850,000 PAX were handled. The terminal is a 1 level structure with all pas-
senger related facilities organized at ground floor. Parts of the terminal have a basement, mainly
used for technical facilities and storage areas for goods. A mezzanine level is offering about
3,200sqm utilized for offices, Food & Beverages and a land-side waiting zone.

Terminal layout, Source: Chisinau Airport
The terminal gives a spacious impression especially in the public departure hall. This impression is
supported by the various skylights and generous glass facades allowing for natural daylight in most
of the terminal parts.
As part of the Master Plan, the NACO study regarding the Chisinau Airport Modernization Project
dated 28 May, 2008, Part 3.3 Architectural Evaluation was reviewed. This part deals with the ter-
minal and its capacity as well as rough concepts for a future expansion. Since the report was is-
sued, further measurements regarding optimization of terminal space utilization have been ex-
ecuted and installation of additional equipment has been realized. Only the recommended installa-
tion of CUTE is pending. New FIDS have been installed recently.
The proposed development by NACO considers a ‘modular’ expansion of the terminal. The area
calculations are based on IATA standards and the equipment parameters are reasonable respec-
tively coherent with HTA figures. The estimated terminal gross floor area is reasonable considering
a combined PPH of ~1.480. The proposed implementation of contact stands for terminal providing
capacity for 3.5 million passengers is questionable and highly depending on the future operational
strategy of the airport.
The capacity constrains listed by NACO are verified by HTA findings. The proposed footprint would
impact the VIP/CIP building and the included delegation hall.
The passenger terminal is a modern, tidy and well maintained facility. The reconstruction was fi-
nished in 2000 and since the airport operator fulfilled a good job in terms of maintaining the facility.
The chosen fit-out materials are adequate for such a building respectively utilization.

The structure of the terminal is in good condition. This applies for the recent expansion as well as
for the original construction to be seen in the basement.
Landside Departure/Arrival Hall
Landside Departures and Arrivals
Check-In counter area Landside departure hall
The check-in queuing area has a size of 440 sqm.

sqm The Check-in is divided into two groups of 6
counters each. Both groups have an independent baggage belt system including an
a in-line screen-
n-
ing after check-in. The feeding into the make-up
make up hall is manually controlled by the person checking
the baggage. Due to the short belt length between the Check-in
Check in feed and the screening ma-
chine, the system is operating at capacity.
capacity
The ground floor accommodates airline counters, shops, information desk, banks, F&B, Lost &
Found, car rental and staff facilities,, including staff entry to the airside, including screening.
screening
The first floor offers a café and a landside waiting zone. The offered
offered space is generous and underu-
under
tilized. Good access is offered to public offices of airlines etc.
The departures customs section (60 sqm)

sqm and the departures passport control (40 sqm)) as well as
the security are operating at capacity.

The public arrival hall is 780sqm large and connected to the landside departure zone. Car-rental
companies, a bank and several shops are located between both exits from the baggage reclaim
hall. Meeters await arriving passengers immediately at the customs exit. Arriving passengers
passeng are
confronted with taxi drivers offering their services. This situation should be reorganized e.g. in form
of barriers at the exit from the baggage hall and centralized taxi desks including price tables in
order to organize the choice and price of taxi
tax transport.
Airside Departures
The airside departure holdroom is 720sqm large and has 4 departure gates. Various Duty-Free
shops are located after the security, to be passed on the way to the common hold-room.
hold A new
duty-free outlet has been constructed on
n the first floor but is still to be opened (status November
2009).. The new outlet will be accessible via an existing stair as well as by new escalators. No ele-
ele-
vator is available which will limit the access for passenger with reduced mobility.
Airside departure hall
Offices of the border police and transport security are located adjacent to the security control area.
The terminal does not provide an airline/business lounge.

Passenger Flow Departures
The below
elow figure demonstrates the passenger flow of departing passengers:
Departure gates
Check-In Passport Control

Terminal Entrance Security
Passenger flow departures
Airside Arrivals
On arrivals, 6 passport control booth are available. Size of the arrivals area in front of passport
control is 150sqm. No lining or other way of organizing the stream of passengers is available.
avail Itt is
recommended to implement a common queuing for passengers in front of the passport booths.
Baggage reclaim area Passport control (inbound)
The baggage reclaim hall is 560 sqm large.

large. There are two reclaim belts as well as one short roller
bed for the oversized baggage.

One red and one green channel for customs are leading to separate exits. Occasionally, customs
directs all passengers through the red channel. In such operations, the red channel is at capacity.
The size of customs zone is 140 sqm.
Passenger Flow Arrivals
The following figure shows the arrivals passenger flows:
Arrival Gates
Passport Control
Baggage Reclaim Customs
Terminal Exit
Passenger flow arrivals
Transfer Process
Transfer passengers have direct access from the airside arrival area to a stair leading to a transfer
corridor ending in front of the departure screening area.
Baggage Handling System
The baggage make-up area is relatively small. The distance between the dollies and the belts is too
large from an ergonomic point of view. The level of the workers is about 20-30cm above the level
of the dollies. Due to this the layout of the baggage hall is not very sufficient and parking of the
dollies closer to the belts is impossible. This is only limited room for parking of additional dollies to
meet increased demand.

Baggage make-up area
Building Condition
The terminal was built being a frame construction with easy to move partition walls. The structure
of the terminal is in good condition.
tion. This applies for the recent expansion as well as for the original
construction to be seen in the basement.
The building utility services are giving

ng a good impression and are providing spare capacity.
The roof cover is not fully satisfying. The guarantee

guaran period expires in 2010 and frequent repair
works are already undertaken. According to the airport, the material was not sufficiently fixed to the
roof respectively not according to the manufacturer’s manual. Secondly, HTA had the impression
that the insulation
sulation chosen seems not to be adequate for such a type of roof cover system. In gen-
gen-
eral, however the material is a good solution considering a proper installation.
Roof of passenger terminal

4.3.2 VIP Terminal / Delegation Terminal
The VIP / Delegation Terminals are located between Tower / ATC and passenger terminal building.
The terminals are not controlled by the airport company but by the Government of Moldova; the
airport company has no authority with regard to these buildings.
There is a dedicated landside access for the Delegation Terminal. The VIP and Delegation Termin-
als are integrated in one building construction and connected by a cafeteria, accessible from both
terminals. The building has been renovated in 2001 and is well maintained. The condition of the
terminals can be stated as excellent. Both terminals are equipped with passenger processing
facilities such as screening and passport control.
4.4 Landside access and parking
Chisinau Airport is situated 14km south of the center of the city of Chisinau. The airport is excel-
lently linked to the main highway connecting Chisinau and Tiraspol. The highway leading to the
airport is a dual carriageway with two lanes in each direction. The link consists of a double lane in
each direction and divided in front of the terminal area. Two curbs lead to the VIP and delegation
terminal area. The curbs are split just in front of these two terminals. The entrance to the delegation
terminal curb is secured. The passenger terminal has a common at grade arrival and departure
curb consisting of two drive-through lanes and one stop lane. The curb extends throughout the
terminal façade and is 175 m long.
The link to the terminal area and the curb is in good technical condition. The lanes are clearly
marked and the surface is well maintained.
Public transport services including mini-bus and bus services are regularly offered which provide a
good access to the entire road network of the city. Next to the eastern end of the terminal, there is
taxi storage area, but there is no taxi service with fixed and published prices available for arriving
passengers. Approximately 200 m before the main link to the airport coming from the Chisinau city
centre, there is a link to the administration area accommodating buildings of the CAA, Air Moldova
and Chisinau Airport. The link consists of one lane in each direction and in terms of technical con-
dition and traffic volume in an adequate condition.

4.5 Secondary buildings
The secondary buildings of airports are supporting and complementing facilities for airports. Sever-
al of these facilities are essential for the operation of an airport. The purpose of the facilities can
reach from a hotel or canteen to an ATC tower.
There are two main areas accommodating secondary facilities at Chisinau Airport. One area is
located eastern part of the airport consisting mainly of technical facilities such as airfield mainten-
ance. The second area is located in the north-western part of the airport containing the services
such as vehicle maintenance, building maintenance, administration building and others. Not all
buildings are owned or operated by Chisinau Airport. Most of the buildings are either used for
administrative purposes or used by third-parties at the airport.
The buildings have been assessed for their necessity, condition and future role in the airport Master
Plan. The purpose was to investigate the buildings with regard to their technical, structural condi-
tion and environmental influence; to determine their remaining lifecycle and requirement for con-
struction; and to identify their future need.
The following figure shows the buildings inspected:
Overview of Secondary Buildings
Despite most buildings being old and not meeting latest construction standards, they are well
maintained by the airport and fit for current purpose.
Included in the analysis is the ownership structure for each building to determine whether the air-
port has the ability and responsibility of the respective facility.

4.5.1 Fuel Farm
The Fuel Farm is located on the western end of the airport. There are 7 tanks with a total
tal storage
capacity of approximately 5,000 m³.
The capacity throughput

put is 1,200 liters per minute. The Fuel Farm is owned and operated by Luk
Oil. The Fuel Farm is secured
ured by a fence and technically in a good condition. There is no direct
airside access from the Fuel Farm. Therefore fuel trucks take the road on landside and use the
main airside access next to the administration building.
Chisinau Airport does not have a hydrant refueling system; fuel to aircraft is provided by tankers.
This system is in line with other airports of similar size (e.g. Tirana, Albania) and sufficient for current
and future demand.
Following images show the fuel farm including the administration

administr building for the staff of Luk Oil.
Aircraft Fuel Farm Aircraft Fuel Farm
4.5.2 Petrol Station
The petrol station is located landside next to the Fuel Farm and is operated by the Airport.
The petrol station is mainly used by airport vehicles and is in good condition.

Chisinau Vehicle Fuel Farm Chisinau Vehicle Fuel Farm
4.5.3 Vehicle Maintenance
The vehicle maintenance facilities are located in the technical area east of the airport.
Airport vehicle maintenance Airport vehicle maintenance
The airport vehicle maintenance building is old but in good condition and functional.

Airside Vehicle Maintenance
4.5.4 Aircraft Maintenance
Currently at Chisinau Airport there is no aircraft maintenance hangar available. The construction of
a hangar was commenced in the 1980’ies, however was never completed. One maintenance area
is located on Air Moldova apron. The second are is located parallel to taxiway A1 between the
passenger apron and the north-east
east technical area. Aircraft
Aircraft maintenance (mainly line maintenance)
is done at the airport on the apron of the air carriers or in front of the unfinished hangar construc-
construc-
tion. Mainly these apron areas are used to park out-of-use
out aircraft.
Air Moldova Aircraft Maintenance Area Aircraft maintenance area on TWY A1
4.5.5 Fire Brigade
Chisinau Airport is classified as category 6,

6 as per Annex 14 ICAO of the airport Service Manual,
Part I, Firefighting. The equipment meets the requirements of category 7. It is recommended to
upgrade the service to category 8, when regular Code D aircraft are introduced.
The existing rescue and fire-fighting

fighting station is located north of the runway close to intersection
between taxiways D and B2 and is in a good condition.
condition The station is 2,600m away from runway
way

threshold 08 and 1,700m away from runway threshold 26 with direct access to taxiway D. The
rescue team encompasses one ambulance, one medical kit, one technical kit and one emergency
operation centre. The fire fighting team consists of two new and three
thre old fire fighting tenders.
Chisinau Airport does not have a dedicated fire training area. At present, apron areas are used for
fire training in an ad-hoc
hoc manner. The use of apron areas for fire training means that firewater con-
co
taining potential contaminants
nts and fire fighting foams discharged during training activities are con-
co
ducted into the general airside drainage system without pre-treatment.
pre
Fire Station
4.5.6 GSE and heavy Airfield Equipment
There are two ground handling agent companies operating at Chisinau Airport:
• Moldavian
• Aeroport handling
Aeroport handling Aeroport handling

Moldavian
Heavy Airfield Equipment Heavy Airfield Equipment

4.5.7 Tower / ATC / Administration
The Tower / ATC is located between the new and the old passenger terminals. The State Enter-
prise “Moldovan Air Traffic Services Authority – MoldATSA” is in charge of air traffic control as well
as the buildings used for the tower and the ATC. MoldATSA’s control responsibilities include the
overflights, approach and departures
rtures as well as the maneuvering of aircraft on ground. Size and
location of the tower and the ATC building is sufficient for the current air traffic volume. The tower
is of sufficient height and has an uninterrupted view on the airfield, including the runway
runway thresholds.
Location of ATC facilities
4.5.8 Catering
There are two companies providing catering. They are in a good location, have got airside access
and sufficient space in case of expansion.
Catering

4.5.9 Parking
At grade parking facilities are provided directly in front of the passenger terminal. 150 stands paid
parking are provided immediately in front of the passenger terminal. Due to topography, the car
park is configurated in two rows with a height difference of approximates 4 m from the passenger
terminal level to the first car park row and a further 3 m to the second car park row. The car park is
rented out by the airport company and currently operated by the veteran organization of Moldova.
The airport intends
ds to tender out a concession to operate the car park and intends to include as
part of the concession an obligation to construct a multi storey car park at the existing car park.
4.5.10 Medical Centre
The occupational health and safety management at Chisinau Airport is assured by a designated
Airport Health and Safety Coordinator and works in close collaboration with the Aviation Hygiene
Section, the Physical Factors Laboratory and the Sanitary Engineer.
Chisinau Airport has a First Aid Unit to provide rapid-response

rapid esponse medical services to passengers and
other airport users.
4.5.11 Building Maintenance
Building maintenance is organized at a large area, housing several buildings and workshops. The
area is sufficient to meet future demand. The buildings should be either modernized
m or replaced
during the planning period of this Master Plan.
Building Maintenance Building Maintenance

Building Maintenance
4.5.12 Old Terminal Building
The old terminal is a historic building and not used for passenger handling any more. Currently, the
building is providing office accommodation for airport stakeholders. The building is likely to be
replaced by the new terminal, therefore only limited maintenance should be undertaken for this
building.
Old terminal building from airside
4.6 Utilities
4.6.1 Water supply and Fire Fighting
Chisinau Airport is supplied by water from the municipality (city water supply network, Company
“Apa-Canal
Canal Chisinau”). The water is supplied by a 150 mm diameter pipeline installed underground
to the main water station in the operational area.
The water supply plant consists

ists of a water tower (belonging
( to the airport but no longer in use), an
office building, the pumping station and three reservoirs.

Administration building Water tower
The reservoirs are underground tanks of 2 x 300 m³ and 1 x 1000m³ as shown in the pictures
below.
Underground water reservoir
The pumping station is no longer under operation of the airport and belongs to Apa-Canal Chisi-
nau. The interface to the airport water supply network is the outgoing pipework (two main feeder
pipes) of the pumping station.
The structures and the present pumping devices are quite old (from the 60ies) but functional.

Pumping devices
This water is not only used as potable water for terminal and adjacent buildings but also for fire
fighting. The annual supplied water volume is approx. 84.000 m3.
According to the information provided by the Airport the water supply on the airport area generally
is ensured under stability conditions. The quality of the potable water is regularly checked by a
commissioned laboratory belonging to the Technical Inspection of the Apa-Canal Chisinau as part
of a self-inspection process coordinated by Chisinau Airport. Mainly, the results of the analysis
showed that all parameters meet the Moldavian standards.
The main water supply networks consist of the original system of the older airport structures and
the north western landside/operational area. The area of the new Terminal has been provided in
the 70ies with further network parts finally also serving the eastern airport area.
Firefighting water supply system is divided in two parts. For the entire landside area without the
new Terminal building and VIP/Delegation terminal the water supply network is also used for fire-
fighting purposes.
Together with the refurbishment of the new terminal in 1999-2000 a separate fire fighting water
supply ring DN 150mm with hydrants has been constructed around the terminal structure ex-
tended to the central eastern area VIP/Delegation also serving the area around ATC building.
To feed this system a separated pumping station and 2 x 750m³ underground reservoirs have
been constructed.

The area east of the present Terminal, where the reservoirs are located is mainly filled and does not
suit for future aprons or traffic loads without special measures and reconstruction of the reservoirs.
The fire fighting supply ring is functional and operated with a standard pressure head of about
4.5bar. For future Terminal expansions it is recommended also to extend the fire fighting network
with additional pipes and hydrants.
4.6.2 Surface Water Drainage System
The existing drainage system is old and partly not sufficient. It should be refurbished with priority.
During the site visits in May and June information on the existing surface water drainage system
has been received through discussions and hardcopies of existing drawings.
No detailed design information like layout drawings, longitudinal profiles, details, hydraulic calcula-
tions and co-ordinates for manholes with level information is available.
The picture below shows the general airside surface water drainage backbone.
Airside Surface Water Drainage System (main channels)

There are two main drainage routes. One starts at the new fuel farm and enters the airside besides
the Air Moldova main building. This drainage main has been stated as a concrete pipe of Ø
400mm. The diameter increases at manhole 42 in front of the new terminal to Ø 600mm The
routing leads to the eastern end of the central apron, crosses Taxiway A2 and goes along the
taxiway D (former runway) towards eastern main connection structure where it is combined to the
second drainage main.
Drainage problems along this main route have been reported in the area in front of the
VIP/delegation terminal. Due the stepwise development of the airport in the past decade, the drai-
nage system was partially extended according to demand, without a comprehensive drainage
concept being in place.
The construction of the old terminal and apron on the western side was followed by the develop-
ment of a separate new terminal and central apron in the seventies. The two aprons have been
connected afterwards. From the level perspective a depression zone came into existence in front
of the VIP/delegation terminal.
In addition to this topographic fact there are only a few inlet points on the entire western apron
area resulting in insufficient drainage and flow of the run-offs towards the depression zone.
The following figure shows the depression zone in front of the VIP/delegation terminal area:
Area of depression and flooding zone at heavy rainfall in front of VIP/delegation terminal
The second drainage main was constructed together with the new runway 08/26 and collects the
run-offs from the northern half of runway 08/26, the area between taxiway D and runway (relevant
discharge / southern half of taxiway D) and the run offs from taxiways A1, B1 and C1. The diame-
ter of the main channel varies from Ø 500mm, Ø 600mm up to Ø 800mm.
From the main connection structure an outlet pipe Ø 800mm leads some 1 to 2 km to the main
southern outlet. In the 80ies at the outlet area a surface water treatment facility has been con-
structed as a combination of sedimentation basins incl. separator devices.

Existing purification plant at southern outlet
The plant was in operation only for couple of days. At present all discharge is led via the bypass
open channel towards the further receiving waters. To obtain further approvals or permissions
most likely this treatment facility has to be rehabilitated or reconstructed or to be replaced by ade-
ade-
quate facility suiting the treatment requirements (e.g. sedimentation and light fluid separator).
To avoid drainage problems

ems around the eastern turn pad (threshold 28) of the runway a surface
water drainage upgrade measure has been constructed as shown in the picture below.
Threshold 26 Drainage Area
off from this area is directed towards an eastern outlet.

The run-off

Eastern Drainage Outlet
Eastern Outlet
4.6.3 Sewage System and Waste Water
Waste Water from the Airport Buildings
The domestic wastewater from airport buildings is collected by a gravity sewer system and dis-
charged into the city’s (Apa-Canal Chisinau) sewerage network. The total length of the network is

estimated at approximately 3,000 m. Due to the various airport areas there are several connection
points / interfaces to the municipality system.
The airport pays for the volume and loading of wastewater discharged into the city’s wastewater
network.
The local sewerage system collects all wastewaters from the terminal, air traffic, airline companies
and from the airport administrative buildings including the canteen.
Facilities such as terminals, canteens, workshops and aircraft maintenance area are not equipped
with pre-treatment units consisting of grease traps and neutralization units for wastewater.
Waste Water from Airplanes
The lavatory water is removed from airplanes via vacuum trucks and discharged to the airport’s
tricherator located in the technical zone of the airport.
Tricherator
The unloaded aircraft waste water is discharged through a pipeline connection into the sewage
system of Chisinau city.
The tricherator is equipped with a grid separates solid waste contained in the aircraft wastewater.
All these solid wastes is collected in an adjacent container, disinfected, naturally dried and trans-
ported to the landfill Tantareni.

Container
De-icing
Chisinau Airport uses biologically degradable de-icing agents (potassic and sodium acetates) for
aircraft de-icing in accordance with international standards. These de-icing agents are currently
stored in facilities that fulfill good required safety standards. Currently, there is no dedicated aircraft
de-icing facility. Aircraft de-icing is performed on the general apron areas. Run-off fluids drain into
the general storm water drainage system without any pre-treatment.
According to information received from the airport during the site visit, there is a terrain belonging
to Air Moldova Airlines, which was dedicated to be used as a specialized de-icing platform. This
platform was designed but not completely endowed due to financial reasons. Adjacent to this
platform, several facilities were designed and constructed. These facilities include a block waste-
water purification plant, a de-icing agent storage building and a pumping house. However, as per
information provided by the airport currently only the storage building is used while the other facili-
ties need a basic upgrade.
Dump sites
There are several controlled dump sites on the airport, which should be removed or improved in
the short term. The main dump sites are as follows:
• Controlled storage area for old tires located in an old used bus placed on the special vehicle
area and accessed via the airport service road; the tires are stored on metal slabs. The sto-
rage area is roofed and sealed. According to airport officials, the old tires will be taken over by
an authorized recycling company.
• Dump area for snow on the grassland close to the airside. This snow dump is an operational
necessity because melting the snow masses with de-icing agents is unpractical and harmful to
the environment. The water resulted from snow melting discharges directly into the soil.
• Old used aircraft parked on Air Moldova’s platform to be disassembled

4.6.4 Electric Energy / Power Supply
External Supply
The Main Airport Power station “Pk – 44” is supplied by medium Voltage 10 kV from three different
mainly independent sources supplied from nationwide/cross-border supply mains (Bulgaria-
Rumania / Ukraine).
• From Main 110 kV/10 kV transformer station “16 – Akademia” / route 39

• From Main 110 kV/10 kV transformer station “14” / route 7
• From Main 110 kV/10 kV transformer station “14” / route 39
There is a 100% power supply existing as two redundant sources are available. Still it has been
stated that from time to time there are some interferences within the external supply, but no major
break downs.
Main Power Station PK44 Current Equipment
On Airport Power Supply
From the main distribution point DP / TP – 44 medium voltage 10 kV is distributed to the 22 sub-
stations on airport plus one transformer substation “Air Moldova TP – 17” and TP – MPL “Molda-
tsa”.
Most of the system components have seen a very long lifetime (from 1965 up to now), some have
been replaced or relocated, but still the main system has 30+ years fulfilled the function and needs
replacement/reconstruction (for some systems even spare parts are no longer available.)
The following pictures show some ageing parts of the main power station.

40 year old systems / main distribution

station TP-44
Beside of the substation for the new Terminal TP-13 and TP-14, which was equipped with ade-
quate new equipment in 1999/2000, there is no other substation which can be classified as state
of the art equipped. Due to the well done maintenance of the airport staff the system is running.
In connection with the construction of the runway (1986/1987) the related substations for the air-
field lighting were equipped with fairly used older components, meaning new airfield lighting build-
ing but old M&E equipment.
The following pictures show some part of the power distribution in substation TP-1 (serving among
others ATC / Moldatsa, CAA, Airport Administration).
Taxiway AGL Station
The CCRs in the taxiway substation (substation 2) need to be replaced. In substation 2 there is one
new and one old generator (70 kVA) located. The new generator is in good condition and replaces
the old generator.
Runway GL Stations
Two AGL stations serve the runway 08/26 (substations 22 and 23). The CCRs and the control and
monitoring equipment (Sicomos) were supplied by ADB-Siemens and were installed in 2007.
The back-up generators date from 1986 (3x200 kVA) and switching gear are still original. A no-
break installation is currently not present, although recommended for CAT II operations. However,
it is also possible to use the generators for power during CAT II conditions and to switch to the
main supply in case they fail.
The CCRs are in good repair and do not need to be replaced. However, the three 200 kW diesel
generators do need replacement. The remote control system has been replaced in 2007 by ADB-
Siemens equipment.

Due to the limited financial sources the entire system with main power station and 29 substations
cannot be replaced in one go. Therefore some priority listing has to be established.
The following list is only an assumption and needs careful verification during the next steps of the
Master Plan.
Priority should be given to upgrading the following substations:
• Replacement of equipment of 10 kVA, 0.4 kVA and the transformers of the main distribution
substation TP-44
• TP 22 and TP 23, dedicated substations for runway 08/26 (e.g. airfield lighting)
• TP 2, dedicated for taxiway lighting
• TP 15 and TP 19 for passenger apron area
• TP 1 for ATC / Moldatsa, CAA, Airport Administration
Emergency power
There are three power feeder mains to the airport, providing a high level of redundancy in case of
power breakdowns. However, some critical items needing special consideration and are equipped
with back-up generators.
• Runway:
Emergency back-up generator in TP 23 1 x 200 kVA
(CAT I / threshold 26 + runway lighting)
(CAT II / threshold 08 + runway lighting)
• Taxiways:
• Aproach lighting (by Moldatsa):
Emergency back-up generators in TP 9 and TP 10

• ATC/Moldatsa:
separate generator units for ATC, tower
• Terminal:
new emergency back generator (located airside of Terminal/substation)
4.6.5 Natural Gas Supply
Chisinau Airport does not have an internal gas supply network, but several structures are served
with natural gas by public supplier.
In the north eastern area there are main gas connections to the central heating plant and the can-
teen (kitchen and independent heating).
Another gas supply main leads to the new terminal area and serves the terminal, the power station
and other facilities.
4.6.6 Heating Plants / Central Heating
In the north western area is the central heating plant for the original airport area. This plant is
owned and operated by the municipal service provider Apa-Canal-Chisinau and not by the airport
but serves nearly the entire north eastern airport area (beside canteen, catering and central airport
area including ATC building, power station, terminal, VIP/Delegation Terminal).
Heating Plant
The central heating plant as well as the district heating supply network is under operation of the
public supplier and the airport is only paying for service and is not responsible for maintenance and
reconstruction.

4.7 Environmental Situation
Chisinau International Airport has implemented and certificated a Quality Assurance Management
System. This System is in conformity with ISO 9001:2001 standards. It comprises policies, proce-
dures and manuals that the Airport is implementing to achieve quality objectives.
4.7.1 Climate
Chisinau International Airport belongs to the continental climate, characterized by hot dry summers
and cold windy winters. Winter temperatures are often below 0°C, although they rarely drop below
- 10°C. In summer, the average temperature is approximately 25°C, however, temperatures some-
times reach 35-40°C in mid-summer. Although average precipitation and humidity during summer
is low, there are infrequent yet heavy storms. Spring and autumn temperatures vary between 16-
25°C, and precipitation during this time tends to be lower than in summer but with more frequent
yet milder periods of rain.
Typical temperatures and precipitation for each month are presented below:
Typical temperatures and precipitation for each month for Chisinau region
Weather averages for Chisinau
Month Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Year
Record 15.5 20.7 25.1 31.6 36.0 37.0 39.4 39.2 37.3 32.6 23.6 18.3 39.4
high °C
Average 1.0 2.4 7.3 16.0 22.0 25.0 27.0 27.0 22.2 15.5 7.7 3.0 14.6
high °C
Daily -2.5 -1.7 3.0 10.0 16.0 19.3 20.8 20.7 16.0 10.0 4.0 0.0 9.6
Mean
°C
Average -5.4 -4.5 -0.5 5.2 10.5 14.0 15.3 15.0 11.0 5.7 1.0 -2.6 5.4
low °C
Record -28 -29 -21 -6.6 -1.1 3.6 7.8 5.5 -2.4 -11 -21 -22 -29
low °C
Precipi- 30 32 35 42 56 74 74 47 47 30 39 34 539
tation
mm
Snow- 6 6 3 0 0 0 0 0 0 0 1 3 19

fall cm
% 81 80 75 64 62 64 64 63 66 72 80 83 71
Humidi-
ty
Avg. 9 9 10 13 13 12 11 8 8 9 13 12 127
rainy
days
Avg. 13 13 9 2 0.07 0 0 0 0.07 0.5 4 11 53

snowy
days
Avg. 18 18 16 13.4 13.1 12 11 8 8.1 9.5 15 19 161.1

precipi-
tation
days
Source: Pogoda.ru.net; based on observations of more than 100 years
4.7.2 Site geology, topography and seismicity
The plot of Chisinau International Airport is located in the boundaries of the upper part of the valley
of the River Buk. The area of this valley is flat, with an insignificant slope to east-south east of
0
about 2 .
The land area is mostly used for agriculture, due to the favorable soil and relief conditions. The
intensive use of the land area keeps current the application of a set of agricultural works: improving
territory drainage, improving the physical characteristics of the soils through deep soil aeration.
Geotechnical surveys executed in the area have revealed that the lithological profile does not in-
clude fertilized soils such as humus, chernozem.
The water table was encountered in superficial layers at circa 0.12-4.00 m, in contraction cracks of
the clay terrain, sometimes rising up to 0.12 m due to rainfall. The first water table was located at a
depth up to 1.5m.
The flow direction of the water table, east and south-east, is towards the Buk River, which
represents a natural collector.
The second depth aquifer layer can be found at 2.1-3.8m between the bars 81.25-113.30m, the
third depth can be found at circa 5.30-5.90 m between the bars 96.36-100.80m and the fourth
depth aquifer can be found at various horizons between 6.80-7.40 m deep between the bars
95.15-103.35m.

As regards seismicity, according to the map “Global Seismic Hazard” from 1999, Chisinau Interna-
tional Airport is located in a zone between peak ground acceleration a=1,6m/s² and high hazard
a= 3,2m/s².
Regarding running and/or open water within the perimeter of Chisinau International Airport as
informed by the airport and observed during the reconnaissance site visits there are no natural
water streams in the airport area.
4.7.3 Regulatory compliance summary
The environmental policy of the Republic of Moldova is based on the “polluter pays principle”
meaning the any polluting party should pay penalties for the damage caused on the environment.
This principle was transposed into Moldavian Law no.1540-XIII/1998 on Payment for Environmen-
tal Pollution which establishes the charges for regular discharge or emission of pollutants into the
environment and penalties for cases of breaches of the maximum admissible limits. Other key
environmental regulations of relevance to the airport activities encompass the following Moldavian
framework laws: Land Code, Law no.828-XII/1991 and the Water Code, Law no.1532-XII/1993
and the Law no.851-XIII/1996 on Environmental Review and Environmental Impact Assessment
Assessment as well as Law 1515-XII/1993 on environmental protection, as modified by Law no
59-XV/2003, Ministerial Order no.20/2005 on permitting the activities related to natural resources
use and environmental pollution prevention.
For regulatory compliance the Airport has elaborated and internally agreed Regulations for Obser-
vance and Compliance with the Moldavian environmental legislation. This regulation is in force from
2006 and it stipulates specific measures for protection of the pavements and environment.
4.7.4 Soil and ground water
Based on the personnel interviews and official information provided by the Airport there are cur-
rently no obligations or liabilities deriving from past operations.
As per information received from the Airport, no soil and ground water quality investigations were
conducted on airport site. This kind of monitoring was not requested by the authorities. The only
soil and ground water investigations have been undertaken by Ceproserving for the construction of
the new runway. These investigations are currently amended by new examination of soil and water
chemical analysis. The old chemical analysis of groundwater in the runway area indicates that this
water is fresh water, unpressurised and with a moderate water hardness. It has no aggressive
characteristics according to building standards and Moldavian regulations 2.03.11-85. In addition,
this analysis presents the following chemical composition for groundwater drilled from different

2+ 2+
bore holes of runway area: hydrogen carbonate-sodium, Ca , Mg , NH4, sulfate-sodium, etc..
The measured pH level showed a slow alkaline reaction.
Overall, the visual inspections performed around and on airport site during the site visit found the
airport facilities to be in good condition with no visible evidence of contaminated groundwater or
land identified. Nevertheless, some areas with the potential for contamination of groundwater and
land have been identified as follows:
• Leakage from underground diesel-oil tanks (especially single-skin tanks), e.g. from:
• AGL transformer stations
• Vehicles filling station
• Terminal heating plant
• Air traffic building boiler plant
• An abandoned vehicle filling station at the disused military facilities
4.7.5 Noise
Noise protection is a prerequisite for the continuous development of the airport and the harmo-
nious co-existence with the authorities and local communities. In consequences, the airport man-
agement accords a special importance to negative impact due to noise and its reduction.
Noise from aircraft taking off and landing is the most significant source of negative impact at the
airport compared to other sources such as noise of aircraft on the taxiway and aprons, the ground
noise produced by vehicles such as tow trucks, buses, cars, auxiliary power units, etc. using on
the airside (e.g. on the aprons), the noise resulting from maintenance and airfreight operations and
other noise emissions such as road traffic noise.
4.7.5.1 Aircraft noise
Aircraft noise is a key issue for airports. This also applies to Chisinau International Airport, which is
located nearby the villages Bachioi and Singera and features relative high traffic volumes compared
to other Moldavian airports but very small compared to other big European airports such as Fra-
port (Frankfurt, Germany), Heathrow (London, UK), etc.
Chisinau International Airport gives some consideration to fighting aircraft noise through undertak-
ing noise monitoring once every five years together with the National Center of Preventive Medi-
cine. Routine aircraft noise monitoring is undertaken on the sites established by the authority in
charge of. The airport pays for the performance of noise measurements. Last monitoring was
performed in November, 6-11 of 2003 during the day and in the nighttime in 9 measurement
points of the Bachioi village. Noise measurements recorded at that time indicated that the maxi-
mum noise levels (LA,max) during individual aircraft take-off and landing operations ranged up to
85dB(A) in the most affected residential area (streets Vasile Lupu and Dacia placed in the N,NV of

Bachioi) and up to around 72 to 78dB(A) in other parts of locality. The results of the monitoring
showed that both the maximum permissible noise levels for day and night (70dB(A) and 60dB(A)
respectively) were exceeded in many parts of village. These noise limits are maximum noise levels
(LA,max) during individual aircraft take-off and landing operations. The airport identified the main
reason for the breaches of the maximum permissible noise levels as a lack of adherence by aircraft
to the arrival and departure route corridors and the presence of older, noiser aircraft in the aircraft
mix such as Tu-134 (LA,max: 85-93dB(A)), SF-34 (LA,max: 73-83dB(A)), IAC-42 (LA,max: 62-
78dB(A)) and An-24 (LA,max: 80-81dB(A)).
In the period of time August, 2008- June, 2009 no noise complaints were recorded.
However, as an airport operator the airport can only indirectly influence aircraft noise nuisance.
Aircraft are owned by airlines and arrival and departure routes are established and controlled by
MOLDATSA. Furthermore, take off and landing slots at the airport are not allocated by the airport
but by the relevant Moldavian authority. However, the airport is responsible for aircraft noise nuis-
ance in immediate neighbors. A constructive approach to curbing aircraft noise nuisance is an
integrated aircraft noise management system, which includes all those involved in air traffic.
Large and noisy aircraft which do not meet the standards of ICAO Annex 16 Chapter 3 or FAA
FAR part 36 Stage 3 (commonly referred to as “Chapter Three” aircraft) are not permitted to oper-
ate on EU airports from April 1, 2002. Those aircraft that meet the “Chapter Three” standards are
allowed at EU airports.
From April 1, 2002 aircraft that do not meet the specifications set out in the ICAO recommendation
(Resolution A28-3), so called “Chapter 2 aircraft” have been banned in EU airports. In conse-
quence, the aircraft types are operating at Chisinau International Airport are mainly aircraft “Chap-
ter 3”, type B: Embrear 120, Canadair CRJ200 and type C: Airbus A320, Boeing B737 and Em-
brear 190. There are also older, noisier aircraft in the fleet (e.g. Tu-134 resulting in the highest
received noise levels, Yakovlev and Antonov aircraft, etc.) but analyzing historic aircraft movement
trends, the presence of these aircraft types is relatively reduced, the phase-out of CIS-made air-
craft and the grounding cargo aircraft following the implementation of EU inspired aircraft licensing
requirements.
Noise abatement procedures at airports in the Republic of Moldova are used pursuant to ICAO
Doc. 8168 Volume 1, Part 5.
4.7.5.2 Ground noise
Ground noise refers to noise generated by all sources at the airport excluding noise generated by
aircraft in flight, taking off or landing. The main ground-based noise sources at Chisinau Interna-
tional Airport are:

• Aircraft taxiing between the runway and aircraft stands – this includes all holding, engine start-
up and shut-down procedures during taxiing, rolling on the runway before take-off and dece-
lerating along the runway after landing, which includes the use of reverse thrust
• Mobile ground equipment such as ground power units (GPU, etc.) which provide power sup-
plies to aircraft on stand
• Auxiliary power units (APU) on aircraft for air conditioning the aircraft cabin while on stand, for
supplying electrical power and other aircraft services and for engine start-up
• Ground running of aircraft engines during maintenance and testing
• Static building plants such as air conditioning equipment
• Road vehicles, both airside and those traveling to and from the airport
• Construction activities
Currently, to avoid the use of APUs on aircraft electrical power is supplied by 400Hz aircraft
ground power supply equipments. These equipments are installed on each aircraft stand (25 re-
mote aircraft stands) but generally just those installed on the main stands (approx. 5 main stands)
are used. Consequently, once electrical power is not longer being delivered by APUs no ground
noise is generated by these units contributing to the reduction of airport noise.
Frequently, aircraft landings at Chisinau International Airport use “idle reverse thrust” to help slow
down just after touch-down, thus reducing wear on the brakes and enabling the aircraft to reduce
runway occupancy time, to use shorter runways. The engines do not actually spool up, but the
reversers are activated. This use of the reverse thrust is an important safety procedure (determined
by the weather conditions), which contributes to fuel save and improves engine life. However, in
cases of emergency higher reversed thrust levels than idle thrust can be used. On the other hand,
limits on the use of thrust reversal can reduce noise impacts – especially during night time - side-
line to the runways, although they would not significantly reduce the size of noise contours.
Airport ground noise has to be considered in the context of off-airport noise sources, termed
background noise. Generally, the most dominant contributor to the noise climate in adjacent resi-
dential areas is road traffic. Studies have shown that the majority of airport traffic does not coin-
cide with the commuter peaks in the local area of Bachioi and Singera villages.
As informed by the airport, Air Moldova Airlines has a specialized engine test run platform but it is
seldom used. No clear information was available during the site visit regarding use of existing en-
gine test run stand.

4.7.5.3 Minimizing aircraft and ground noise
As a result of noise monitoring undertaken in 2003, the National Center of Preventive Medicine
proposed to the Mayor of Bachioi village and Chisinau International Airport a number of noise miti-
gation measures to manage aircraft and ground noise. These measures include the following (as
provided by the airport):
• To the Mayor of Bachioi village:

• Ban the construction of houses in the directions NE, NV and E of Bachioi village
• Any future construction in the Bachioi village to be coordinated with CMMP Chisinau
• Commission the Design Institute to elaborate a general plan of development of Bachioi village
• To Chisinau International Airport:
• Comply with established air corridors for aircraft landing and starting on the new runway
• Urge the renewal of aircraft fleet with modern low-noise aircraft
• Commission the project on elaboration of sanitary protection zone for Chisinau International
airport
• Perform the certification of existing aircraft and those which will be purchased in the future
In addition to the aforementioned measures, the airport included in the own Environmental Action
Plan for 2009-2011 the following noise mitigation measure:
• Elaboration of criteria on influencing the vibration-acoustic factor and those concerning the
noise produced by the transportation means on the environment
The positive effects of substituting a fleet of vintage aircraft by modern low-noise aircraft will be
significant: studies developed at the international level show that aircraft movements with modern
low-noise aircraft can increase tenfold without putting additional noise burden on the neighbor-
hood. In consequence, Chisinau International Airport intends to strive to find the best possible
measures to reduce the noise taking into account advances in aircraft technology and local hous-
ing development. The airport is working in partnership with a cross section of stakeholders includ-
ing its airline customers to make further progress in managing the noise impacts of their opera-
tions.
In addition, through modernization of the runway including provision of shoulders and pavements
strength allowing operations of aircraft according to ICAO Code D, old aircraft will be replaced by
more new modern low-noise aircraft “Chapter 3” (e.g. B767-300, B767-300ER, A300-300F, etc.).
4.7.5.4 Safety and Noise Zoning
No current sanitary protection zones have been established around the airport. Consequently, new
residential buildings were constructed within the existing noise zones.
In the apparent absence of enforceable protection, noise and safety zones the construction of
buildings is difficult to control and the legality of the construction of such residence hard to confirm

(although we note that these residences appear to be within the existing noise zones). In order to
ensure that land use planning around the airport is properly controlled and the noise and safety risk
levels to local residents appropriately managed, the Airport has included the establishment of this
noise zoning as measure in the own Environmental Action Plan for 2009-2011. An airport master
plan is currently being prepared outlining the phased and coordinated development of the airport
infrastructure.
In compliance with the Moldavian legislation, sanitary protection zones should be established
around the airport including inter alia noise limits and monitoring regimes that should be estab-
lished to ensure that these limits are met. In line with ICAO standards such as ICAO Doc 9184,
2002, Airport Planning Manual, Part 2: Land Use and Environmental Control, noise and safety risk
zones should be developed around the airport to adequately control the nature of land use plan-
ning while noise impacts and safety risks on local residents will be maintained to acceptable levels.
4.7.6 Air quality
The main sources of local air pollution around Chisinau International Airport are:
• Aircraft operations close to and on the ground

• Road vehicles at the airport including ground handling services and landside commuter traffic
• Commuter and private road traffic to and from the airport
• Production of energy, heating and hot water for the airport facilities
• Construction works associated with airport development
• Traffic on the public roads outside the airport
The main pollutants are emitted by:
• aircraft: CO, CO2, NOx, SO2, unburned hydrocarbons

• vehicles: CO, CO2, NOx, SO2, particulate matters, unburned hydrocarbons
Local air quality in the immediate vicinity of the airport is not monitored by either the airport or the
local authorities. Air quality is periodically measured in Chisinau City by the authority. Although
these results are not directly applicable to the airport vicinity, the more rural surroundings of the
airport would suggest that background air quality conditions around the airport are likely to be
lower than in Chisinau city centre.
The air emissions of the airport’s vehicles are not significant compared to the pollution caused by
other aforementioned sources. The vehicle fleet of Chisinau Airport is in average 7 years old whilst
new vehicles already meet EURO 3 and Euro 4 emission standards.
It must be mentioned that in order to reduce air emissions from the vehicle fleet, the airport in-
cluded in the own Environmental Action Plan for 2009-2011 some measures such as competent
check of airborne pollutants in line with the maximum permissible limits and if necessary the ban of
their use.

The airport is authorized by the Ministry of Ecology and Natural Resources of Moldova, through the
State Ecological Inspectorate, to discharge air pollutants into the atmosphere, from existing statio-
nary sources (Authorization IES no.000526/2007). This authorization was issued in 2007 for a three
th
years period and expires on the 30 May 2010. It encompasses an inventory of the accepted solid,
liquid and gaseous pollutants for which the airport has been granted permission to discharge, and
their maximum instantaneous loading (g/s) and also the total annual accepted emissions (t/year).
The authorization includes the total amount of money that the Airport has to pay for the permitted
limits of pollutants and loadings. In the case of an exceedance of the limits the airport will be pena-
lized proportional to the overloading.
The Ecological Agency of Chisinau City, together with the Airport environmental officers compute
emission concentrations quarterly and verify compliance against the maximum permissible limits.
Thirty seven stationary sources of emissions into the atmosphere (from the building services) which
are considered to be charged, were identified at the airport, including the following:
• Metal and timber repairing workshop

• Vehicles repairing workshop and special vehicles area (open space activities)
• Apron maintenance area (open space painting activities)
• Canteen boiler
• Terminal building boiler
• Air traffic control building boiler
• Aircraft fuel farm
• Vehicles filling station and mechanical engineering workshop.
The typical airborne pollutants for which emissions are calculated and charges paid are:
• Gaseous pollutants: hydrocarbons, carbon monoxide, nitrogen dioxide, gasoline, sulfur

dioxide, benzene, toluene, methane
• Solid pollutants: timber dust, metal dust, lead aerosols, paint aerosols, cement powder , sand
powder, gravel powder, iron oxide, soot, calcium oxide
Following the latest calculations of airborne pollutant loadings undertaken by Chisinau Ecological
Agency in September 2007, the quarterly charges to be paid by the airport for air emissions were
established. Review of the emissions data by HTA revealed no exceedances of pollutant emission
concentrations recorded in 2008-2009.
To generate heating and hot water for the airport facilities Chisinau International Airport operates
an own heating system (technology of 1998-2000, which includes a heating plant, distribution
network and radiators). The heating plant is located in the terminals technical area, between the
passenger terminal and the VIP hall and provides hot water for washing purposes and to heat all
these buildings. The heating plant consists of two high-efficiency dual fuel (gas and diesel) boilers
(see figure 1). During normal operations, the boilers runs on gas (supplied, through an underground
pipe, from the city gas network). Diesel fuel is used for back-up purposes, for example, in periods
of low gas pressure (such periods occur mostly in the winter).

All installed equipments belonging to this heating plant are in very good shape and very well main-
tained. According to the information provided by the airport the boilers are operated in full com-
pliance with the relevant emission limits. The diesel fuel for the boiler is stored in an underground
double-skinned tank close to but outside of the boiler house and supplies the boiler via a short
underground pipe.
Heating Plant equipment
In addition to this heating plant there are a canteen boiler and an Air Traffic control building boiler.
The Air Traffic Control building heating plant includes one high efficiency boiler operating on gas
(supplied from the city gas network) and, when there is low gas pressure, uses diesel-oil which is
supplied through a short underground pipe from an underground tank situated in the front of the
heating plant.
According to the information provided by the airport, there were two days in winter of 2009 when
the gas natural delivery to the airport was interrupted, i.e. this heating plant was functioned with oil.
Using both kinds of fuel, gas and oil, the boiler plants do not produce any ashes to be disposed
off. As the regular fuel is natural gas, the cleanest of all the fossil fuels, the combustion of the natu-
ral gas releases very small amounts of sulfur dioxide and nitrogen oxides, virtually no particulate
matter, and lower levels of carbon dioxide, carbon monoxide, and other reactive hydrocarbons.
The air-cooling and ventilation system is located on the roof of the heating plant and consists of
several large air-conditioning machines. The use of water-cooling in the air conditioning system is
contrary to the statement made in the Environmental Impact Assessment for the terminal refur-
bishment prepared by Halcrow, DOC No. MOL/71/R004, 1997 for EBRD in 1997 (which stated
that water-cooled air conditioning systems would be avoided). The air conditioning system is used
for 12-14 hours per day, from May to October.
4.7.7 Water Supply and Wastewater Discharges
Chisinau International Airport is supplied by water from the municipality (city water supply network)
through the Contract No. 1567433, dated 17.03.2000, on the water supply and sewerage servic-
es, concluded with the Company “Apa-Canal Chisinau” S.A. The water is supplied by a 150 mm

diameter pipeline installed underground. This water is used not only as potable water for terminal
and adjacent buildings but also for fire fighting. The annual supplied water volume is approx.
3
84.000 m .
According to the information provided by the Airport generally the water supply on the airport plat-
form is ensured under stability conditions. The quality of the potable water is regularly checked by
a commissioned laboratory belonging to the Technical Inspection of the Company “Apa-Canal
Chisinau” as part of a self-inspection process coordinated by Chisinau International Airport. Mainly,
the results of the analysis showed that all parameters meet the Moldavian standards.
To improve the water management on the airport site, the airport included the following measures
with permanent character in the own Environmental Action Plan for 2009-2011:
• Compliance with the limit volume of water consumption and keep records and evidences on
consumption and quality of water used.
• Do not allow water-damage situations and incidental water leakage on the terminal site
4.7.8 Sewage system
The used domestic wastewater from airport buildings is collected into a local underground sewer
(a 100mm diameter pipeline) and discharged into the city’s sewerage network through the Con-
tract No. 1567433, dated 17.03.2000, on the water supply and sewerage services, concluded with
the Company “Apa-Canal Chisinau” S.A. The evacuation connection to the city sewage network is
made of polypropylene and steel. The total length of the network is estimated at approximately
3,000 m. The airport pays for the volume and if necessary advanced treatment and finally loading
of wastewater discharged into the city’s wastewater network.
and from the airport administrative buildings including the canteen. As established by the Chisinau
Ecological Agency (decision 18/10-6/15.03.2002) and approved by Chisinau City Council (decision
2/4/23.05.2002), the main requirements for the wastewater discharged into the municipality se-
0
wage is that the pH is between 6.5-8.5 and that the temperature is between 6-30 C. Other maxi-
mum emitted loads refer to: suspended solids of 145mg/l, dried residuum of 1000 mg/l, BOD5 of
150mg/l, sulphates of 160mg/l, sulphurs of 1mg/l, greases of 20mg/l and anionic detergents of
0.45mg/l.
The Chisinau city’s water and wastewater operator “Apa-Canal” together with Chisinau Ecological
Agency and with the support of the airport environmental officers monthly monitor the wastewater
loading from the airport before it is discharged into the municipality’s sewerage network. Some
surcharges were paid in 2008/2009 due to exceedance of the maximum allowable concentrations
(especially for aircraft wastewater overloading).

As informed by the airport facilities such as terminals, canteens, workshops and aircraft mainten-
ance area are not equipped with pre-treatment units consisting of grease traps and neutralization
units for wastewater.
4.7.9 Wastewater from the airplanes
The lavatory water is removed from airplanes via vacuum trucks and discharged to the airport’s
tricherator located in the technical zone of the airport. Further, the aircraft waste water is dis-
charged through a 100 mm diameter pipeline into the sewage system of Chisinau city. The triche-
rator is equipped with a grid separates solid waste contained in the aircraft wastewater. All these
solid wastes is collected in an adjacent container, disinfected, naturally dried and transported to
the landfill Tantareni.

4.7.10 Surface Water Drainage System
The picture below shows the general airside surface water drainage backbone.
Airside Surface Water Drainage System (main channels)
There are two main drainage routes. One starts at the new fuel farm and enters the airside besides
the Air Moldova main building. The routing leads to the eastern end of the central apron, crosses
Taxiway A2 and goes along the taxiway D (former runway) towards eastern main connection struc-
ture where it is combined with the second drainage main.
Drainage problems along this main route have been reported in the area in front of the
VIP/delegation terminal. Due to the stepwise development of the airport in the past decade, the
drainage system was partially extended according to demand, without a comprehensive drainage
concept being in place.
The construction of the old terminal and apron on the western side was followed by the develop-
ment of a separate new terminal and central apron in the 70ties. The two aprons have been con-
nected afterwards. From the level perspective a depression zone came into existence in front of
the VIP/delegation terminal.
In addition to this topographic fact there are only a few inlet points on the entire western apron
area resulting in insufficient drainage and flow of the run-offs towards the depression zone.

The following figure shows the depression zone in front of the VIP/delegation terminal area:
Area of depression and flooding zone at heavy rainfall in front of VIP/delegation terminal
The French manufacturer Prefaest provides a wide range of special drainage channels with wide
experience on airports up to load class F900 as demonstrated in the following figures:

Laying recommendations for drainage channel
The second drainage main was constructed together with the new runway 08/26 and collects the
run-offs from the northern half of runway 08/26, the area between taxiway D and runway (relevant
discharge / southern half of taxiway D) and the run offs from taxiways A1, B1 and C1. The diame-
ter of the main channel varies from Ø 500mm, Ø 600mm up to Ø 800mm.

From the main connection structure an outlet pipe Ø 800mm leads some 1 to 2 km to the main
southern outlet. In the 80ies at the outlet area a surface
surfac water treatment facility has been con-
structed as a combination of sedimentation basins incl. separator devices.
Existing purification plant at southern outlet
The plant was in operation only for couple of days. At present all discharge is led via the bypass
b
open channel towards the further receiving waters. To obtain further approvals or permissions
most likely this treatment facility has to be rehabilitated or reconstructed or to be replaced by ade-
ade-
quate facility suiting the treatment requirements (e.g. sedimentation and light fluid separator).
To avoid drainage problems around the eastern turn pad (threshold 28) of the runway a surface
water drainage upgrade measure has been constructed as shown in the picture below.
Surface water drainage east
The run-off
off from this area is directed towards an eastern outlet.

Outlet of airside storm water drainage system
Regarding existing pre-treatment units for surface and rainwater, the airport owns only a stormwa-
ter treatment plant for vehicle filling station, which is currently operated by the contractor “PE-
TROL”.
According to the information provided by the airport the quality of the surface and rainwater is
quarterly checked by the environmental authorities. The water samples are taken from the rainwa-
ter discharging outlets of the rainwater treatment plant outside the airport. As informed by the

Airport, in the last months no analysis were performed by the authorities as there were no precipi-
tations in this region and consequently no water in the outlets. Nevertheless mainly, the old results
of the analysis showed that all parameters met the Moldavian standards.
Regarding the volume of surface and rainwater collected from the airport area and discharged into
the River Singera, this volume is quarterly calculated by the airport staff in charge of and submitted
to relevant environmental authorities (“Apele Moldovenesti” National Authority, as national adminis-
trator of Moldavian surface waters and Chisinau Environmental Agency) to be approved. Based on
these evidences, the environmental authorities follow up the compliance with Moldavian require-
ments.
To improve the water management on the airport site, the airport included the following measure in
the own Environmental Action Plan for 2009-2011:
• Monitoring the quality of exploitation of sewerage systems

• Prevent the formation of sludge into the airport sewerage network, which can produce mal-
functions or other functional deficiencies
• Regularly perform the cleaning of wastewater pipelines of airport sewerage system
• Replacement of used wastewater pipelines
• Verification of technical status of wastewater outlets
4.7.11 De-icing
The handling agents of the airport use biologically degradable de-icing agents (potassic and so-
dium acetates) for de-icing of aircraft and airside areas (runway, taxiways and aprons) in accor-
dance with international standards. This helps to protect the environment. These de-icing agents
are currently stored in facilities that fulfill good required safety standards. At present there is no
specialized aircraft de-icing facility and when aircraft de-icing is required this is performed on the
general apron areas without any appropriate unit to collect spills. Thus the run-off fluids drain di-
rectly to the general storm water drainage system without any pre-treatment and possibility to
remove the used de-icing fluid On the other hand, the water containing de-icing fluid from the de-
icing of paved areas discharges also directly to the general storm water drainage system and fur-
ther to the River Singera without any pre-treatment.
As informed by the airport during the site visit, there is a terrain belonging to Air Moldova Airlines,
which was dedicated to be used as a specialized de-icing platform. This platform was designed
but not completely endowed due to financial reasons. Adjacent to this platform, some facilities
were designed and constructed. These facilities include a block wastewater purification plant, a
de-icing agent storage building and a pumping house. According to the information provided by
the airport currently only the storage building is used while the other facilities need a basic up-
grade.

4.7.12 Waste Management
Chisinau International Airport has no detailed waste management concept aiming at minimizing
waste through recycling according to the relevant legislation. Due to economic and practicable
reasons waste separation should take place at several sites where waste is generated. Since there
is no production activity occurring on site, the waste comes from complementary activities. The
domestic waste produced on the airport’s territory is gathered without selective aggregation sys-
tem along with the rest of the waste coming from the tenants and collected in containers. The
quantity of waste is not measured. Thus, without available information regarding the quantity and
the composition of the waste it is impossible to estimate the quantity of waste broken down on
waste types.
The types of waste that the airport generates are not classified according to the Catalogue of
Wastes defined in the EU regulation “European Waste Codes”. Nevertheless, based on the waste
characteristics and its environmental, health and safety effects, the waste is differentiated as ha-
zardous waste and non-hazardous waste (including those intended for recycling).
The airport has developed a list of waste resulting from all activities within the airport. Two main
waste types were identified namely:
• Waste from the Terminal and the Administrative Buildings – this is mainly domestic waste
(residual food waste, plastics, cans, paper, cardboard and wrapping foils)
• Waste from the aprons and the Technical Support and Maintenance Area – this is mainly oily
contaminated waste (used solvents and lubricants) and used materials (batteries and fluores-
cent lamps, plastics, cans, paper or cardboard, glass, ferrous and non-ferrous metals, tyres,
electronics and other waste)
Both the domestic waste (non-recyclable) produced in the terminal and administrative buildings
and waste from airplanes (residual food waste, plastics, cans, paper, cardboard and wrapping
foils) and the Technical Support and Maintenance Area are temporarily stored near the terminal
building and collected twice per day by licensed contractors who transport the waste to the Chisi-
nau city landfill (30km away).
Regarding the hazardous waste, an inventory of the used materials stored including their types and
quantities and a record of material recycling and reuse is kept by the environmental engineer of the
airport. Amongst hazardous waste, used solvents and lubricants, discarded metal, batteries and
fluorescent lamps are significant components. To process this hazardous waste Chisinau Interna-
tional Airport has concluded different services contracts with several authorized companies.
Hazardous waste and substances that the airport generates are temporarily stored in workplace
collection points according to the legal requirements on administration of hazardous waste. The
waste storage area is placed within the special vehicles area; in-between the vehicles repair work-
shop and the timber and metal workshop. The area is a small grass plot, which consists of a used
oil tank. The used oil tank area is fenced and covered and placed on four small concrete slabs. The
ground area is not insulated and there is evidence of oil spills with possible underground infiltration.

4.7.13 Dumps
There are several controlled dump sites on the airport, which should be removed or improved in
the short term. The main dump sites are as follows:
• A controlled storage area for old tires. It is located in an old used bus placed on the special
vehicle area and accessed via the airport service road. The tires are stored on metal slabs.
The storage area is roofed and sealed, so that there are no adverse impacts on the environ-
ment.
• According to airport officials, the old tires will be taken over by an authorized recycling com-
pany.
• Dump area for snow on the grassland close to the airside. This snow dump is an operational
necessity because melting the snow masses with de-icing agents is unpractical and harmful to
the environment. The water resulted from snow melting discharges directly into the soil. There
are visually no adverse impacts which altered the flora and fauna around this site.
• Old used aircraft inappropriately are parked on Air Moldova’s platform to be disassembled
4.7.14 Hazardous waste and materials
Management of dangerous goods and hazardous materials is an important component of pollution

prevention and airport health and safety obligations. According to information provided by the
airport hazardous materials use and storage mainly include the storage of kerosene, fuel for ve-
hicles and machinery, lubricants and oils associated with the maintenance of machinery and paint,
as well as janitorial and maintenance chemicals. An inventory of the used materials stored including
their types and quantities and a record of material recycling and reuse is kept by the environmental
engineer of the airport. The waste records for last year include:
• Old vehicle tyres – 44 pieces
• Fluorescent lamps – 17930 pieces – delivered to an agreed company for recycling
• Iron scrap – delivered to a recycling licensed company
• Used motor oil – 1200 l – delivered to a specials recycling company.
Based on their characteristics and their environmental, health and safety effects, the hazardous
waste and materials can be classified as follows:
• Generally prohibited materials: asbestos and asbestos based products, lead piping/fittings,
carcinogenic substances, fluorescent lamps, material containing CFCs (chlorofluorocarbons),
materials containing PCBs (polychlorinated biphenyls), lead based paints and substances to
be deleterious at the time of use
• Generally accepted materials, some of them under strict usage and storage: non prohibited
construction and building materials, metal, timber, glass, tires, aircraft and vehicle fuel and
other auto lubricants, batteries and radioactive materials.

All these materials are generally handled according to their Material Safety Data Sheets. Most of
the storage buildings are endowed with inappropriate containment facility of hazardous materials.
There are several underground and aboveground storage tanks containing hazardous materials
(e.g. kerosene, diesel oil, used oil) with different capacities on the airport’s territory. According to
the information provided by the Airport all storage facilities are built and maintained in conformity
with Construction Standards and Specifications on “Oil and Petroleum Product Storage Facilities,
Fire Prevention Standards”.
Regarding the presence of asbestos containing materials on the airport site, as informed by the
airport all old buildings could contain these hazardous materials in roof or in cement, in old cargo
depots, isolation of old pipes, etc. Because of this, it is recommended to make an asbestos survey
before start of any demolition works for airport expansion.
Chisinau International Airport is responsible for power supply on the airport area. It owns and oper-
ates the transformer stations and associated switchgear. As informed by the airport, most of trans-
formers are over 20 years old and probably in their oil fillings there are polychlorinated biphenyls
(PCBs). In consequence, appropriate disposal routes and arrangements need to be made for their
disposal as part of the replacement program.
Additionally, according to the Guideline 2037/2000 on ozone-depleting substances (ODs) the

chillers and air conditioning units in the airport facilities could use the cooling agent R 22. The Fire
Fighting Department has used and is still using only chemical powder for extinguishing metal fire
and concentrated fluoroprotein foam.
The airport uses lead-based paint (LPB). These paints are stored in special hermetic recipients
stored on specialized sites without inflammable sources.
Taking into account the use of all these hazardous materials, the airport included in the Environ-
mental Action Plan for 2009-2011 the following specific measures:
• Perform controls and site inspections on the exclusion of using prohibited substances (asbes-
tos and its products, lead and its compounds, chlorofluorocarbons, fibers containing minerals
and fuels, PCBs, etc.)
• Assess work conditions under the action of chemical factor
• Comply with the rules on maintenance, technical service, use and control of ventilation and air
conditioning systems
• Assess adverse impacts of hazardous materials on the environment in the Terminal area
• Monitor allowable unionized magnetic fields and level of radiation from the installations located
on the Terminal site
• Monitor aerosol and dust concentrations on the airport site
The airport is acting according to this Environmental Action Plan. To clean inside the airport facili-
ties (terminals, offices, etc.) green chemicals and cleaning agents (detergents) are used.

4.7.15 Operational Nuisances
Operational nuisances typically occur in relation with the noise of aircraft operation. Employees
working near planes with running engines are requested to use ear protection devices.
In 2008 and June, 2009 no complaints from the public – residents living close to the airport –
about the noise level have been received.
4.7.16 Heritage
According to information provided by the airport no protected architectural monuments or natural

protected zones are at Chisinau International Airport.
4.7.17 Energy and Resource Efficiency
The main sources of energy are electricity supplied from the national grid and own airport electricity
system and heat and hot water produced in the own boiler plants.
The consumption of electric energy at the airport is generally rather high compared e.g. to industri-
al plants as extensive areas need to be lit for safety and security reasons. Based on international
experience the modernization of airport lighting systems will lead to modest gains only. According
to airport information the main electric loads are compensated resulting in reduced burden on
transmission systems and meters.
The boiler plants are running on natural gas with oil as backup energy source. The boiler plants are
operated as a profit centre providing thermal agent to other consumers consisting of contractors
and subcontractors of the airport. The energy efficiency of the boilers can therefore be regarded as
good. The distribution system for the heat and hot water is not very extensive related to airport
facilities and its energy consumers sites as furthest point of the network is in a short distance from
the boiler plants. Consequently, there is not considerable heat loss which can be mitigated through
upgrade.
The energy efficiency of most existing airport buildings is low in international comparison. Most old
buildings lack external insulation. Windows have usually double glazing, but old window panes and
defect window frames can be presented in the old buildings that follow to be renovated. Steel
doors in workshops and hangars very often lack insulation altogether. This is not the case at new
buildings such as the terminal buildings, administration building, canteen, etc.
The runway has a modern lighting system installed fully renovated in 2007. The taxiway lighting
system is old and does not comply with ICAO standards for CAT II operations. The runway above
ground lighting (AGL) supply is provided via two transformer stations placed south of the runway,
near the runway edges. Each transformer comprises constant current regulators and recently
installed remote control and monitoring equipment. There are also three back-up generators

(200kVA) placed by the transformer stations, one generator for TP-23 and two generators for TP-
22, dating from 1986.
4.7.18 Flora, Fauna and Wildlife Hazard Control
Characteristic for an airport are big green areas. As such, Chisinau International Airport occupies a
big surface of green land. A part of this land is a park with trees (resinous, leafy), bushes, flowers,
grass and lawn. Additionally, there is grassland of sparse grasses close to the runway, taxiways
and aprons and semi-arid grassland especially in the technical zone of the airport and the airport
boundaries. The large grassland areas of the airport provide a natural habitat for bees, butterflies
and plant species normally found in semi-arid grasslands as well as an excellent biotope for ro-
dents (gophers, hamsters, ferrets, field mice, field rabbits, etc.) and birds of prey. Certain popula-
tions of species use the extensive grassy areas as a place for gathering and eating. As there are no
running and/or open water within the perimeter of Chisinau International Airport there are no aqua-
tic ecosystems designated for their nature conservation value.
As informed by the State Environmental Inspectorate there is no study on fauna and flora on the
airport site and its surroundings.
In terms of aviation safety, measures to monitor and control the bird and other wildlife hazards
have been implemented. Thus, to minimize the risk of bird strike and similar aviation safety risks
areas adjacent to runways are planted with sparse grasses that do not appeal to them. Further-
more, the airport is developing methods to frighten them away in a safe way trying to prevent bird
strikes and other wildlife hazards by aircraft. Nevertheless, these preventive measures are not
sufficient to minimize the potential risk and further aircraft collisions with bird and other wildlife
occuring at the airport especially on the manoeuvring area, which constitutes a serious economic
and safety problem. This situation is amplified by the presence of open garbage or illegal landfill as
well as of the agricultural cultures including orchards of walnut and fruit trees in the vicinity of air-
port, which represent a good food source especially for crows and rodents.
In consequence, it is recommended an assessment of bird and other wildlife hazard to be elabo-

rated at the airport and if needed based on the assessment the implementation of a wildlife hazard
management plan so as to alleviate the hazard of the strike. An important component of the wildlife
hazard management plan is the prevention of habitats and land uses on or in the vicinity of the
airport that are attractive to hazardous wildlife. Generally, wildlife hazard management at airports is
a complex, public-sensitive action governed by various international and state regulations. There-
fore, the airport should employ professional biologists trained in wildlife damage control to assist in
the development, implementation and evaluation of wildlife hazard management plan. Such pro-
fessionally developed and implemented management plan will minimize the likelihood of major-
damage wildlife strikes on the airport and provide crucial support during litigation in the repercus-
sions of any significant strike event that might occur.

Landscaping of Chisinau Airport
4.7.19 Emergency procedures
The existing rescue and fire-fighting

fighting station is situated north of the runway close to intersection
between taxiways D and B2. The station is 2,600m away from runway threshold 08 and 1,700m
away from runway threshold 26 with direct access to taxiway D. The rescue team encompasses
one ambulance, one medical kit, one technical kit and one emergency operation centre. The fire
fighting team consists of two new and three old fire fighting tenders (1 MAZ 7310, 1 MAZ 7313
and 1 KAMAZ 43105).
Chisinau International Airport does not have a dedicated fire training area and at present apron
areas are used for fire training in an ad-hoc
hoc manner. The use of apron areas for fire training means
that firewater containing potential contaminants and fire fighting foams discharged
discharged during training
activities are conducted into the general airside drainage system without pre-treatment.
pre
4.7.20 Occupational and Health Safety
The occupational health and safety management at Chisinau International Airport is assured by a
designated Airport Health and Safety Coordinator and works in close collaboration with the Avia-
Avi
tion Hygiene Section, the Physical Factors Laboratory and the Sanitary Engineer.
Chisinau International Airport has a First Aid Unit to provide rapid-response

rapid medical services to
passengers
assengers and other airport users. One very important task is awareness raising and provision of
advice to employees regarding the problems of health and safety at work, in order to prevent acci-
acc
dents and work-related
related illness, as well as to promote the entire
enti issue of health protection and
safety. Thus, the periodic verification of the employees’ health and safety conditions is performed.
The occupational health and safety system includes an examination of the employees’ working
conditions along with laboratory
ory research and measurements of noise levels, vibration, electro-
electro

magnetic and electrostatic fields, micro-climate, illumination and the concentration of noxious
chemical substances in the workplace air.
The airport makes sure that its staff is provided with Personal Safety Equipment in accordance with
European standards. As a result of the constant occupational safety management at Chisinau
International Airport no major accidents have been recorded.
In the interviews and discussions with Health and Safety Inspectors held during the airport site-visit
it was determined that the present working sites and conditions within Chisinau International Air-
port are compliant with health and safety indicators. This compliance is at least in part determined
by the development and implementation of a Health and Safety Action Plan and an Environmental
Action Plan for 2009-2011 as well as the periodical monitoring of airport activities. In addition,
special epidemiological measures against flu pandemic were implemented at the airport. In this
way, the airport has collaborated and cooperated and is further cooperating with the health and
safety institutions in Moldova.
4.7.21 Training and Emergency
According to regulation regular trainings are held for the employees on safety of work, work-related
healthcare, fire protection and fire fighting. Beside these, specific trainings are held e.g. on risk
awareness.
The airport has an occupational, health and safety management system based on assuring the
conditions of all works places in the airport. In this respect, manuals and procedures concerning
airport operations safety have been elaborated. In addition, an Airport Emergency Plan has been
established. The airport has set up an Airport Security Committee composed of the representa-
tives of airline custom services, police, border guard service and other bodies with a responsibility
for security that meets four times a year and analyses the airport security issues. The airport has
also implemented a new integrated airport security system (similar to the Israel system) including a
video surveillance system, a new integrated airport access control system and a centralized emer-
gency information system. Additionally, the airport tested its capacities to handle emergencies
during Airport Civil Emergency Exercises along with the Fire and Rescue Department.
4.7.22 Community Liaison and Consultation
Currently, the airport does not have a formal management plan for community liaison and consul-
tation. The community consultation with the local residents is undertaken in an ad-hoc manner.
Issues with the residents of Bachioi village still persist in terms of the encroachment of residential
building close to the airport. Nevertheless, complete information and open communication of any
airport development plan to the local public and other interested parties are necessary. Regardless
of the rehabilitation landside and airside works the airport should properly respond to any issues

arising and should establish partnerships with the municipal governments of the communities
around the airport. Furthermore, the airport should continue to inform the local communities about
its efforts to mitigate noise pollution through organized community forums.

5. Traffic Forecast for Chisinau Airport
5.1 Introduction
The traffic forecast is an essential part for the process of developing a Master Plan. Basis is the
understanding of the potential of the respective region (relevant catchment area). The growth of
passengers, cargo and aircraft movements drives the capacity needs and therefore triggers in-
vestments needed to cope with the demand.
Based on the projected traffic are the various areas of the airport assessed and analyzed. Bottle-
necks need to be identified in order to be increased to match the maximum (possible) demand.
Generally, the peak hour demand determines the requirements for the buildings (i.e. passenger
and cargo terminal), runways, taxiways, apron, ATC, curbside etc.
Basis for the traffic forecast is the analysis of past trends, economic (e.g. GDP) and socio-
economic (incl. demographic) developments. In addition market interviews with relevant parties
(airlines, airports, authorities etc.) are conducted in order to get a detailed picture of the strategies
and plans of the stakeholders of the airport. It ensures that the planning of the airport improve-
ments considers all requirements of its customers. Additionally a competitor analysis has been
accomplished with the result that there is no airport, which can be considered as a real competitor
for Chisinau Airport.
At Chisinau Airport, the airfield is not a constraining factor for future growth. This lead to the deci-
sion to prepare an “unconstrained” traffic forecast. It acknowledges that there are no apparent
physical or technical limits for the growth of the airport. All relevant facilities can be expanded in
line with growing demand.
5.2 Socio-economic impacts
Geographic overview of Moldova
The Republic of Moldova, independent since the collapse of the former Soviet Union in 1991, is
located in Eastern Europe between the Ukraine and Romania. Moldova is the second smallest
country of the former Soviet states and remains a predominantly rural country, with less than 40%
of the inhabitants living in towns and cities.
Moldova is divided into 32 districts, three municipalities (Balti, Chisinau, Bender) and two auto-
nomous regions (Gagauzia in the south and Transnistria in the east). The final status of Transnistria
is still disputed, the central government does not control that territory. The cities of Comrat and
Tiraspol, the administrative seats of the two autonomous territories, also have municipality status.
The following map illustrates the location of Moldova:

Geographical overview of Moldova

Source: Economist Intelligent Unit (EIU)
Chisinau is the capital and largest municipality of Moldova. With a population of 800,000, it is also
Moldova’s main industrial and commercial centre. The economy of Chisinau is mainly centered on
industry and services, with the latter particularly growing in importance in the last ten years. The
main service fields are banking and shopping/commerce. Chisinau is located in the middle of the
country and is surrounded by rural agricultural lands. Economically, the city is the most prosperous
in Moldova and is one of the main transportation hubs of the region.
Moldova has four operational airports in Chisinau, Balti, Cahul and Marculesti. Additional there is
one airport in Tiraspol in the autonomous Transnistria region, which is not controlled by the Moldo-
van authorities.
Chisinau Airport (KIV) is the only airport in Moldova handling regular air traffic. The airport is located
in the south of the city, 14 km from the city center. A detailed traffic analysis of Chisinau Airport is
the subject of the following chapter.

Population development
Moldova‘s population decreased significantly since 1995 and recorded 3.57 million inhabitants in
2009 (excluding Transnistria). Taking into consideration the population of Transnistria (540,000
inhabitants), the total population amounts 4.1 mill people in 2009. The traffic forecast assumes a
total population of 4.1 million in the catchment area of Chisinau Airport, as Chisinau is the only
national airport handling scheduled traffic.
Since 1995, the population development of Moldova has decreased, which is mainly based on a
high level of emigration abroad. The population has shrunk by 10% since independence. Since
1995 the population decreased by 0.8 million people or -1.4%pa (excluding population Transni-
stria).
Population Development Moldova 1995-2009

5.000 10%
4.500
4.000 5%
3.500 0%
Population growth
Population in '000
3.000
2.500 -5%
2.000
1.500 -10%
1.000 -15%
500
0 -20%
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
Population Population growth
Population development Moldova

Source: National Statistical Office Moldova
A significant proportion of population has left the country in order to work abroad. Official statistics
show legally emigrated people of approximately 65,000 between 2000 and 2008, mainly to Russia,
but also to the EU. However, it is well recognized that the real number of emigrants abroad
represents approximately 0.8-1.0 mill people in 2008. An IMF survey published in 2005 estimated
that almost 400,000 Moldovans were working abroad at that time, which is over 10% of the total
population.

Emigration from Moldova to country of destination

total people 2000-2008
30.000 27.116
25.000
18.626
20.000
15.000
10.000 7.312
5.513
5.000 3.033
1.385 438 415 131 115 106
74 47 33 19 17
0
Others
Germany
Belarus
Israel
Poland
USA
Canada
Romania
Ukraine
Austria
Kasakstan
Netherlands
Russia
Bulgaria
Australia
Czech Republic
Emigrants from Moldova 2000-2008

Economic development
Until the collapse of the Soviet Union in 1991, Moldova was one of the well-developed Soviet re-
publics, but the economy contracted dramatically following the fall of the Soviet Union.
Since independence, Moldova has made progress in economic liberalization and privatization
reform toward developing a viable free-market economy. The government has liberalized most
prices and phased out subsidies on most basic consumer goods. Other successes include the
privatization of nearly all of Moldova's agricultural land from state to private ownership and the
privatization of nearly 2,000 small, medium, and large enterprises. Since 2000, the economy rec-
orded positive GDP growth rates. In 2006 and 2007, the real GDP growth decelerated and record-
ed 4.8% in 2006 and 3% in 2007, before returning to 7% growth in 2008. In the last ten years the
Moldavian economy grew by an annual average growth rate of 4.8%. The GDP is estimated to
decline by -9% in 2009 due to the effects of the global financial crisis.
The following graph illustrates the past GDP development including an estimation for 2009.

Real GDP growth Moldova 1991-2009
10%
0%
-10%
-20%
-30%
1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009
GDP growth -14.9 -25.7 -1.2% -23.6 -2.3%-5.9% 1.6% -6.5%-3.4% 2.1% 6.1% 7.8% 6.6% 7.4% 7.5% 4.8% 3.0% 7.0% -9.0%
GDP development Moldova (1998-2008)

Source: Global Insight; Economist Intelligent Unit (EIU)
According to the World Bank's Migration and Remittances Factbook, remittances of Moldovan
emigrants represent a significant amount on top to the real GDP (up to 36.2% of Moldova's GDP in
2007).
Moldova enjoys a favorable climate and good farmland but it has no major mineral deposits. As a
result, the economy heavily depends on agriculture, featuring fruits, vegetables, wine, and tobacco.
As a result of Moldova’s role as a regional supplier of fruit and vegetables during the Soviet era,
agriculture and related industries remain extremely important components of Moldova’s economy.
Agriculture and forestry accounted for around 18% in 2007, down from 22% of GDP in 2003 and
one third in former years. The industrial sector, which is dominated by food-processing, contri-
buted 22% of the GDP in the year 2007. The share of services has been growing steadily since
independence, to 61% in 2007.
Moldavian economy by sector 2003 Moldavian economy by sector 2007
Agriculture Agriculture
22% 18%
Services Industry
Services
54% Industry 22%
61%
24%
Moldovan GDP by sector

Source: Economist Intelligent Unit (EIU)

Despite making an economic recovery since 2000, Moldova remains one of the poorest countries
in Europe. In 2008 the GDP per capita amounted to 2,500 US$, which is four times lower than the
world average, as the following benchmark shows.
GDP per capita 2008 (at PPP in USD)

16,000
GDP per capita in USD
14,000
12,000
10,000
8,000
6,000
4,000
2,000
0
Turkmenistan
Albania
Russia
Tajikistan
Ukraine
Armenia
Georgia
Uzbekistan
Moldova
Belarus
World average
Kazakhstan
Azerbaijan
Kyrgyzstan
GDP per capita benchmark

Source: CIA Worldfactbook
Tourism Moldova
The number of outbound tourists has grown significantly in the last years, while the number of
inbound tourists is declining. In 2007, almost 82,000 Moldovans visited foreign countries.
Moldovan tourism development 2000-2007

90,000
Inbound Tourism
80,000
70,000 Outbound Tourism
60,000
50,000
40,000
30,000
20,000
10,000
0
2000 2001 2002 2003 2004 2005 2006 2007
Tourism in Moldova

90% of the outbound tourists are travelling for holidays, recreation and leisure. The main outbound
destination is Turkey as the main holiday destination. Further three countries play the leading role in
terms of departures from Moldova: Ukraine, Romania and Bulgaria.
The majority of foreigners arrived from Romania, followed by Russia. The main purpose for inbound
tourists is business with a share of around 60% in 2007, while 40% are travelling for holidays,
recreation and leisure. According to the high number of emigrant workers abroad it is assumed
that the share of visiting friends and relatives (VFR) traffic is significantly high.
5.3 Traffic development at Chisinau Airport
Passenger and aircraft movements development
Chisinau Airport showed a development with partly strong growth rates in the last years. Since
1998 passenger numbers tripled, representing an average annual growth of 12.3%p.a. In 2008
Chisinau Airport recorded almost 850,000 passengers, thereof around 94% as scheduled traffic
and 6% as non-scheduled traffic. Nearly all passengers are international passengers as domestic
traffic does not exist; the transit share is low with less than 1%.
Passenger development KIV 1998-2008

900,000 25.6% 23.1% 30%
23.2%
800,000 25%
700,000 15.3% 14.7% 13.6% 20%
600,000 15%
Passenger
% growth
9.0% 8.0% 7.9%

500,000 10%
400,000 5%
300,000 -12.3% 0%
200,000 -5%
100,000 -10%
0 -15%
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
Total pax growth
Chisinau Airport historic passenger development 1998-2008

Source: KIV Airport
In 2008, Chisinau Airport’s main destination in terms of passenger volumes transported was Tur-
key as the main holiday destination with almost 95,000 annual PAX. Russia with 90,000 PAX is
ranked second, followed by Italy and Romania. All the four destinations experienced increasing
passenger volumes during the last years. However, Russia and Italy grew faster and underline their
status as important destinations. Based on the socio-economic analysis it can be assumed that a

majority share of traffic on this top markets is related to the purpose of visiting friends and relatives
(VFR).
Passenger movements by destination 2006 and 2008

100000
90000
80000
70000
60000
50000
40000
30000 2006
20000
10000 2008
0
Turkey
Italy
Germany
France/UK
Israel
Romania
Austria
Latvia
Lithuania
Ukraine
Hungary
Spain
Greece/Cyprus
Russia
Bulgaria
Czech Rebublic
Chisinau Airport passenger by destination

Source: Chisinau Airport
In the last ten years the air traffic movements (ATM) have increased by an annual average growth
of only 3%p.a. compared to a 12% passenger growth p.a. This difference is the result of growing
aircraft sizes and increasing load factors over the last years. The average number of passenger per
aircraft movement increased from 27 in 1998 to 66 in 2008.
ATM development KIV 1998-2008

14,000 13.2% 11.3% 15%
12,000 8.5%
Aircraft movements
10%
10,000 5.6%
3.2% 3.6%
% growth
8,000 3.4% 5%
6,000 0%
-3.7%
4,000
-5%
2,000 -5.3%
-8.8%
0 -10%
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
Total ATM growth
Aircraft movements development 1998-2008

Source: KIV Airport
Airlines and aircrafts

In 2008, 11 airlines operated regular traffic at Chisinau Airport. The split of passenger movements
by these airlines is illustrated in the following diagram. More than 50% of the passengers are flying
by national carriers. The home carrier Air Moldova carried 403,000 passengers in 2008, which
represents a market share of 47.5%. In 2008, the airline operated with four aircrafts, based in
Chisinau: 3xA320 with 173 seats and 1x E120 with 30 seats.
Passenger movements by airline 2006 and 2008

450.000
400.000
350.000
300.000
250.000
200.000
150.000
2006
100.000
50.000 2008
0
Passenger movements by airlines

Over the years more international carriers started to operate into Chisinau: Bulgaria Air and Air
Baltic started operations at KIV in 2007; in 2008 Siberia S7 started to operate at KIV which stimu-
lated traffic growth to Moscow significantly. Even with a declining market share over the last two
years, Air Moldova still represents a main contributor to growth.
Market share Air Moldova by passenger

movements
100,0%
90,0%
80,0%
70,0%
60,0%
50,0%
40,0%
30,0%
20,0%
10,0%
0,0%
2004 2005 2006 2007 2008
Air Moldova 52,0% 52,2% 52,2% 49,5% 47,5%
Others 48,02% 47,83% 47,80% 50,55% 52,52%
Air Moldova market share

Chisinau Airport

Moldavian Airlines, the second largest Moldavian airline, handled in 2008 approximately 50,000
passengers. Moldavian Airlines expects that their passenger volume will remain stable for a period
up to approximately 2014.
The dominant aircraft type is the A320, mainly used by Air Moldova, with 30% market share. Gen-
erally, the ICAO code “C“ aircraft size represents the dominant aircraft in KIV in 2008, followed by
code “B” aircraft.
Market share by aircraft type 2008

35,0%
30,0%
25,0%
20,0%
15,0%
10,0%
5,0%
0,0%
СRJ2
B738
F-70
E-145
BAe-146
А-320
F50
B-737
TU-134
B-MD-8…
SB20
F-100
ATR-42
MD 80
Е-120ЕR
A-320-211
B-737-500
B-737-300
B-737-8F2
B-737-548
ТУ-134
DHC-8-402
ТУ-154
А-319 (20,10)
А-320(1)
BAe-146-200(QT)
Market share by aircraft type 2008


Cargo development
Since 2004, the cargo is growing at KIV to around 2,500 tons in 2008, mainly transported by belly
cargo. In 2008, around 78% of the cargo was air freight; the remaining 22% were air mail. The
following illustration shows the cargo development at KIV since 2000.
Cargo development KIV 2000-2008

25.3%
3,000 24.5% 30%
2,500 20%
7.8% 6.6% 7.1%
Cargo in tonne
10%
2,000
% growth
-7.4% 0%
1,500
-19.3% -10%
1,000
-20%
500 -28.6% -30%
0 -40%
2000
2001
2002
2003
2004
2005
2006
2007
2008
Freight Mail total growth
Cargo development 2000-2008

Chisinau Airport

5.4 Traffic forecast approach
The traffic forecast is the quantitative basis for the calculation of the required capacities in the
individual functional areas of the airport at (pre-) determined points in time. The traffic forecast
system is divided into two sections: the past analysis as well as the future prognosis of the traffic at
the airport. The traffic forecast uses NACO traffic forecast of 2008 as basis.
Available Airlines Eagerness

Historical Tourism
industry / capacity / Airport Macro-economic trends
traffic to use air
trends
Past
regional network competition (economic factors, population)

trends transportation
forecasts trends
Aviation database Socio-economic database
Forecast model
Socio-economic
Anticipated development development
of airline strategies Bottom-up Reconciliation Top-dow n
approach approach
Future
for capacity development
Traffic Tourism trends

Econometrics
segmentation
Short term Mid term long term Long-term airline strategies

forecast forecast forecast
Airport infrastructure
Design day and schedules
HTA traffic forecast model

Source: HTA
The elements, analyzed in the past section are incorporated into the traffic forecast model. The
main elements, which are part of the analysis, are essential to understand the airport’s current
situation as well as the surrounding environment in which it is located in. Thereby, traffic forecast
differs between aviation related information, socio-economic information and the eagerness to use
air transportation (=propensity to fly), which are incorporated in the prognosis. The aviation related
information is based on historical traffic trends of the airport itself as well as general trends in the
aviation industry and the country in which the airport is located.
The socio-economic data base includes tourism trends in the past to understand future potentials
and influencing factors on this level. Macro-economic trends, such as population development,
economic development, are main factors to recognize influencing factors on the future traffic.
A combination of a “bottom-up” and “top-down” approach was used to reflect the changing ele-
ments over the forecast period. The top down approach takes into consideration the economic

development (GDP development) as well as future tourism trends, propensity to travel, long-term
airline strategies and airport infrastructure. The bottom up approach takes into account short-term
effects, which are known at the stage of preparation of the traffic forecast and which are likely to
come in force, such as development of the airlines’ strategies and change of the framework. The
bottom up approach is an offer-driven approach, while the top down approach is more demand-
driven.
This traffic forecast is an unconstrained and mainly demand-driven forecast based on key assump-
tions which are described in the following.
5.5 Forecast assumptions
The development of air traffic is affected by a large number of factors, including external socio-
economic factors, government policies and regulations, technological developments and the oper-
ating economies of the air transport industry. The forecast assumptions have to cover all influen-
cing factors on the air traffic demand. Therefore we select a span of data, define principal traffic
growth drivers and their future values. The key assumptions, which consider being the most rea-
sonable basis for the future development, can be divided into short term and long term forecast
assumptions.
The following traffic forecast presents an update of the figures resulted from NACO calculations,
including verifications of some of the assumptions. The update, in particular, considers the follow-
ing additional, newly known, circumstances compared to the NACO traffic forecast in the short
term:
• Actual passenger development for the years 2008 and 2009 against the estimated figures
on the date of the preparation of the NACO traffic forecast. This results in a change of the
basis of the passenger forecast;
• The effects of the global financial crisis reflected in the decrease of the traffic until October
2009 compared to the previous period;
• Based on the airport statistics as well as on planned schedules and by incorporating air-
lines’ information about future capacity and frequency could be calculated by an airline
route modeling for the next years. According to the aircraft type the number of passen-
gers could be calculated by load factor estimations. The main capacity increase in the
short-term is the expansion of Air Moldova fleet by acquisition of a Embraer E190 aircraft
early 2010 and will generate more traffic in the short term than only extrapolate actual ca-
pacity trends;
• According to bilateral agreements it is assumed that Moldova will be part of the European
Common Aviation Area (ECAA) agreement in 2012. This agreement between the EU and
some non-EU countries will liberalize the air transport industry by allowing any company
from an ECAA member state to fly between any airports in all ECAA member states. It is
assumed that this will have a positive effect on airlines’ route network resulting into in-

creasing capacity and frequency in 2012 to 2014 as the liberalization is a limited effect in
time. With regards to total aircraft movements it is assumed that new traffic opportunities
will push air travel by approx. 3% more than without this agreement. After 2015 traffic will
come back to moderate growth. According to the aircraft movements the passenger
number will also have a strong increase during that time; and
• The short term forecast also reflects the impact of the introduction of the European Emis-
sions Trading Scheme by 2012/2013. The EU Emissions Trading Scheme means, that
all airlines have to buy emission allowances if they land and start. According to a study
by the European Commission it is likely that the price of a ticket will be more expensive
up to nine Euros for short and medium haul flights. It is assumed that this might only
slightly reduce air travel demand in Chisinau.
For the long term forecast, economic indicators are the most important factors for the air traffic
development at Chisinau Airport. In the past, the traffic growth had a strong correlation with the
GDP growth. Therefore a regression based model was used. It is important to note that the re-
gression model was only used in the long run since in the short term market development are
typically poorly captured by broad economic drivers, especially under the rapidly changing air
transport environment in Moldova. The economic regression of the Moldovan GDP and the pas-
senger movements at Chisinau Airport 1998-2008 provides a strong correlation result of R2= 92%.
The regression formula is shown in the chart below.
GDP Moldova vs. Pax KIV 1998-2008

Linear regression
1,000,000
y = 145565x - 617374
800,000
Passengers
R² = 92%
600,000
400,000
200,000
0
0 2 4 6 8 10
Real GDP in billion national currency Lei
Linear regression model

Source: HTA
As economic development is a key driver for passenger growth, it is assumed that the strong cor-
relation between passenger growth at KIV and the Moldovan GDP growth will continue in the fu-
ture. On average, the ratio is around 1 to 2.5, for emerging markets like Moldova even higher. In

the last decade the ratio passenger growth KIV versus Moldovan GDP growth accounts 2.6,
means 1% increase in GDP results in a 2.6% increase in air travel demand.
During the course of the Master Plan preparation, which commenced in summer 2009 the effects
of the global financial crisis became more obvious. Thus, the results of the traffic forecast which
were based on the traffic and GDP development until July 2009 were updated taking into account
the traffic development until October and the revised GDP estimation for 2009.
The following graphs illustrate the GDP forecast as of November 2009.
Real GDP growth Moldova 2008-2039

10%
8%
6%
4%
2%
0%
-2%
-4%
-6%
-8%
-10%
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
2027
2028
2029
2030
2031
2032
2033
2034
2035
2036
2037
2038
2039
GDP forecast as November 2009
Source: IMF October 2009, Economist Intelligent Unit (EIU) November 2009, Global Insight 2009
In November 2009, the GDP is estimated to decline by -9% in 2009 as the global downturn leads
to reduced exports and inflows of remittances and that economy will start to grow slightly by 1% in
2010 and 3% in 2011. From 2012, GDP will come back to stronger growth rates.
As a result of increasing GDP in the long term the GDP per capita will grow and will stimulate out-
bound air traffic.
The air traffic demand will be also stimulated by the ongoing emigration flow. Emigrants are in
close contact with their families at home, and it is assumed that a significant proportion of them
travelling home on a regular basis.
5.6 Passenger forecast results
The total passenger number at Chisinau Airport is forecast to grow from 850,000 in 2008 to
around 3.19 million in 2030, representing an average annual growth of 6.7%p.a between 2009 and

2030. In the short and midterm there will be a stronger passenger growth due to the rebound of
traffic growth after the financial crisis. Passenger movements are estimated to record 1.3 million in
2014, representing an average annual growth of 7.2%p.a between 2008 and 2014.
The following figures illustrate the updated passenger forecast.
Passenger forecast KIV 2009-2039
4.5 25%
Passenger movements in million
4.0
20%
3.5
13.8% 15%
3.0
11.0%
growth
2.5 10%
7.5%
2.0 5%
3.5%
1.5
-4.2% 0%
1.0
0.5 -5%
0.0 -10%
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
2027
2028
2029
2030
2031
2032
2033
2034
2035
2036
2037
2038
2039
passenger Growth
Passenger traffic forecast Chisinau Airport
According to a strong correlation between passenger growth and GDP growth in the past, a
strong correlation is also assumed for the future, however on a lower level. The correlation ratio is
expected to decrease slightly in the whole forecast period as an indication of a mature market at
the end of the forecast period.
base case
Traffic growth versus economic growth
KIV Moldovan
Ratio
Pax growth GDP growth
1998-2008 12.3% 4.9% 2.51
2009-2019 8.9% 4.6% 1.93
2019-2029 5.0% 4.5% 1.11
Traffic vs. GDP correlation – Base case
5.7 Aircraft movements forecast
The projection of the aircraft movements requires the construction of links between annual pas-
senger movements and aircraft movements. The first link is between passenger movements and
available seating capacity. From this load factors and average aircraft size were derived to estimate
seats and aircraft movements for the whole forecast period.

Aircraft movements are estimated to grow in the short and mid term by an average annual growth
rate of 6.5%p.a. 2008-2014 and will end up with nearly 19,000 in 2014. In the short term an
increase in air traffic movements will occur in 2010, when Air Moldova will start operation with a
newly acquired aircraft (E 190). In 2030 the ATM are forecasted with about 41,000 movements,
representing an average annual growth of 6.2%p.a between 2009 and 2030.
It is assumed that aircrafts Code “C” furthermore will dominate at KIV airport with 86% in 2030,
while the share of Code “B” will be shrinking. Aircraft Code “D” are estimated to operate regularly
at Chisinau Airport in the long-term. A typical Code D aircraft expected to operate into Chisinau
airport is the Boeing B767 with seating capacities (depending on the model and the configuration)
between 220 and 350 passengers.
The following figures illustrate the aircraft movement forecast.
Aircraft movement forecast KIV 2009-2039
60,000 25%
50,000 20%
13.0% 15%
40,000
ATM
10.2% 10% growth

30,000 6.7%
5%
20,000 2.7%
-4.9% 0%
10,000 -5%
0 -10%
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
2027
2028
2029
2030
2031
2032
2033
2034
2035
2036
2037
2038
2039
ATM Growth
Aircraft movements traffic forecast Chisinau Airport
The comparison of the HTA traffic forecast for the traffic development at KIV with other third party
forecasts are shown in the following table. The traffic growth is much stronger than the estimated
European average. This is an indicator for the underdevelopment air transport market in Moldova
and the high potential in the future.
Forecasts - Passenger growth
Entity Period Pax growth forecast region
HTA 2009-2030 6.7% Moldova

ACI 2007-2027 3.8% Europe
Boeing 2008-2028 4.1% Europe
Airbus 2009-2028 4.3% Europe
Embraer 2009-2028 4.2% Europe

5.8 Cargo forecast
HTA generated a forecast for cargo volumes which is based on the economic growth in the future.
From today’s around 2,400 tons of cargo volume, around 8,400 tons of cargo in 2030 are
foreseen being transported at Chisinau Airport. The AAGR for the whole forecast period is
6.3%p.a. (2009-2030). The cargo traffic is dominated by belly cargo transportation, however it is
estimated that the number of full freighter will increase in the mid- and long term. Additional to the
trade with CIS countries, more EU-trade will be operated via Chisinau Airport.
Cargo forecast KIV 2009-2030
9,000 20%
8,000 15.0%
15%
7,000 12.0%
Cargo in tonne
6,000 10.0% 10%
growth
7.1%
5,000
5.0% 5%
4,000
3,000 -5.1% 0%
2,000
-5%
1,000
0 -10%
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
2027
2028
2029
2030
Cargo Growth
Cargo forecast Chisinau Airport
5.9 Scenarios
Based on the updated passenger forecast, defined as HTA base case, HTA calculated also a high
and a low case, taking into account a different traffic development at Chisinau Airport. For these
scenarios a high level model has been used to reflect the changing elements only for annual pas-
senger movements.
The high case scenario is based on a generally stronger economic growth, considering the follow-
ing assumptions:
• A positive effect on air travel demand and tourism development will have visa relaxation
with the European Union. The full visa liberalization in Moldova is estimated to take place
in 2017 and would stimulate additional air traffic growth at KIV. Moldova currently aspires
to join the EU. On January, 12th 2010 in Chisinau, the European Union and Moldova
launched officially negotiations on a new Association agreement. It is unlikely to become a
full EU member in the short or mid term forecast, an entry date in 2020 at the earliest
could be assumed.

• The visa liberalization will create new opportunities for leisure, VFR travel and business
cooperation with EU partners, pushing the economic environment and air travel demand
significantly.
• As a result the economy is estimated to grow on a higher level than assumed in the base
case. While the HTA base case based on the GDP forecast of independent economic in-
stitutes, we assumed a stronger real GDP growth in the mid term.
• In the mid to long term, it is expected that a new LCC will enter the market offering Euro-
pean destinations. Assuming one Boeing 737-800 (189 seats) operates on a daily basis
with a load factor of 85% will lead to an increase of around 120,000 passengers in one
year.
As a result the number of passengers is assumed to strongly increase after 2017 and come up 3.6
million passengers in 2030. The correlation between the high case traffic and higher GDP growth
rates are shown below.
high case
KIV Moldovan
Ratio
1998-2008 12.3% 4.9% 2.51
2009-2019 9.4% 4.7% 2.00
2019-2029 5.9% 4.8% 1.23
Traffic vs. GDP correlation – High case
The low case scenario based on a traffic development without any stimulating effects in the fore-
cast period, taking into consideration the following assumptions:
• The bilateral regulations will not change significantly over the whole forecast period. It is
also unlikely that Moldova joins the European Union in that time.
• So the economy is assumed to grow on a lower level than in the base case. As shown
below the average GDP growth is estimated to decrease over time.
• As a result there won’t be such a strong traffic growth, especially to European destina-
tion, as no other carriers enter the market.
• The existing airlines are not expected to expand their route network significantly. Based
on the existing route network the airlines will increase their frequency as well as their air-
craft size.
In general, demand-based traffic development would still remain in the low case; however no sig-
nificant stimulating effects will trigger more air travel demand. In 2030 the number of passengers is
estimated to account 2.9 million people flying from or to Chisinau.

low case
KIV Moldovan
Ratio
1998-2008 12.3% 4.9% 2.51
2009-2019 8.6% 4.4% 1.93
2019-2029 4.4% 4.0% 1.10
Traffic vs. GDP correlation – Low case
The average annual growth rates 2009-2030 is estimated at 6.3% in the low, 6.7% in the base and
7.4% in the high scenario. A comparison of the base case with the two scenarios is shown in the
following.

Passenger forecast scenarios
KIV - Passenger Forecast Scenarios

5.0
Passenger Movements in million
4.5
4.0
3.5
3.0
2.5
2.0
Base case
1.5 High case
1.0 Low case
0.5
0.0
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
2027
2028
2029
2030
2031
2032
2033
2034
2035
2036
2037
2038
2039
5.10 Design day profile
For the purposes of facilities planning it is essential to understand the likely requirements on an
hourly basis. The intention is to ensure that airport facilities have adequate capacity to handle de-
mand at a desired level of service practically throughout the year, while not being overdesigned just
to handle a few instances when extreme peaks may occur. Annual or even weekly forecast figures
can be almost meaningless in this respect. Therefore a design day has to be calculated for aircraft
movements and passenger volumes. The aircraft movements are necessary for e.g. the number of
aircraft stands at the airport’s apron; the passenger volumes are necessary for e.g. adequate di-
mensioning of the terminal building.
The design day has to be selected by the forecaster. It should reflect a typical busy day with a high
traffic volume to make sure that the airport capacity is adequate, but it should not reflect the bu-
siest traffic day. The relationship of annual traffic to peak period will depend on seasonal variations
and passenger characteristics. Usually the peak period is in the summer, which means the period
from June to August. Out of the design day profile, the peak hour can be identified for aircraft
movements and passenger volumes to calculate e.g. the maximum aircraft stands and gates at an
airport.

The design day represents the activities anticipated at the airport during a selected design day and
provides the information relative to arrival time and departure time. The hourly profile of the design
day shows a passenger peak at noon with 508 passengers and six aircraft movements.
Based on the airport statistics and flight schedules 2008 and 2009, peak hour indicators for pas-
senger and aircraft movements were extrapolated and forecasted in 5-years intervals, summarized
in the following table.
As total annual passenger volume and annual ATMs increase over the forecast period the ratio of
the design day to annual passenger as well as the ratio of the peak hour to design day is decreas-
ing slightly due to the de-peaking on the yearly basis and expanding of the season to edging
months. However, passenger and aircraft movements within the design day and on the busy hour
are increasing since overall traffic development. Additionally, new connections necessarily to fly on
peak times are implemented.
In 2030, the peak hour is estimated with 21 aircraft movements and more than 2,000 total pas-
sengers at Chisinau Airport, as shown in the following table:
Peak hour indicators

6. Stakeholders characteristics, the airport role and its commer-

cial strategy
The role of airports has changed substantially in the recent years. Modern airports are no longer
just an entity providing the infrastructure to handle aircraft, passenger and cargo, but also centers
for communication, commercial and leisure activities.
Chisinau Airport has an important economical, social and cultural role in Moldova. Chisinau is the
main gateway for international passengers arriving to Moldova. Chisinau Airport has a key role both
on the national level as well as within its surrounding region by insuring the necessary transport
infrastructure so that economic and social activities take place in optimum conditions.
The implementation of the Master Plan will be beneficial both for the airport and the airport stake-
holders. Thus, the needs and objectives of the users should be summarized as follows. The users’
objectives have been identified during the Master Planning process as part of the stakeholder
consultation and during the workshops.
Passengers
The group of passengers using Chisinau Airport mainly consists of expats working abroad who
come home to visit friends and relatives, followed by business people.
As a result of the future airport infrastructure investments comprised in the Master Plan, Chisinau
Airport will reach level of service “C”, according to IATA classifications. This means providing an
efficient terminal with a stable traffic flow, acceptable amount of delays and a good comfort level
for passengers using the airport. The passengers expect a safe, convenient and fast process from
entering the terminal to the boarding the aircraft. Passenger access to the airport will be facilitated
and will offer modern parking facilities for those that opt for transportation by private cars. In addi-
tion, passengers will benefit from the extended space for commercial purposes, which will improve
the overall passenger travel experience.
Chisinau Airport should provide frequent services to domestic and international destinations. From
Chisinau, air travelers should get anywhere. The airport should meet the increasing travel needs
generated by the region’s growing economical activity and accommodates future growth in charter
and travel group activities as well. Chisinau Airport should easily and conveniently accommodates
increasing air travel.
Airlines
Currently, Chisinau Airport has two main home carriers, which account for over two-third of the
overall passenger traffic in Chisinau with Air Moldova being the strongest one. The objective of the
airlines is to have adequate capacity to meet future needs. This includes the runway, taxiway
system and in particular apron. The airlines preferably apply roll-in, roll-out operations to reduce
turnaround times and save cost on ground handling-equipment. With regard to the passenger
terminal, the airlines aim to provide premier passenger service with attractive dwelling facilities,
convenient and quick process times. The Master Plan will be beneficial for airlines that will be able

to use modern facilities, with state-of-the-art equipment and technologies. In addition, airport ex-
tension will accommodate increased passenger flows while maintaining at the same time a high
quality level of services provided to airlines
Ground Handling Agents
The objective of the ground handling agents is to provide quick and safe services related to han-
dling of passengers, goods and aircraft. This requires sufficient storage space for ground handling
equipment and for staff.
Governmental Authorities
Governmental agencies such as transport police, border police and customs are in charge of ser-
vices mainly carried out within the passenger terminal. The Master Plan will facilitate the continua-
tion of their airport security and other governmental activities in optimum conditions.
Commercial companies
Non aviation related revenues have become important source of income of an airport. Thus, the
objectives of the companies providing commercial services at Chisinau Airport will be reflected in
the Master Plan. For retail companies, the additional retail spaces and their improved mix and
positioning within Chisinau Airport will contribute to the development of these companies while also
allowing them to effectively address the target customers (passengers, meeters and greeters,
employees within airport perimeter). Dedicated commercial areas will be reserved in the vicinity of
the terminal for property development.
Airports role
The airports role within the Master Plan context is to provide and manage a sound basis for the
development of the infrastructure and services at Chisinau Airport. This includes the provision of
sufficient capacity to allow safe, quick and convenient passenger processing of international pas-
sengers and in line with European service standards, attract investors to make use of the attractive
commercial location of the areas adjacent to the terminal. The implementation of the measures as
defined in the Master Plan should consider the financial position of the airport and should mitigate
the environmental impacts generated by the developments.
Chisinau Airport intends to strengthen their non aeronautical potential by improving the retail and
food & beverage component of the terminal, the car park revenues and income generated from
property developments. Typically, the airport intends to involve external companies to carry out the
non aeronautical business. The airport intends to decide on a case by case basis to act as a de-
veloper. The airport may generate revenues in form of concession fees.
General Aviation and Business Aviation play currently only a minor role at Chisinau Airport. Al-
though there is currently no strategy to actively expand this segment, sufficient areas at the airport
should be identified that such business can be developed in future.

7. Demand / Capacity Analysis
The following chapter describes the capacity-wise development requirements of the different air-
port infrastructure elements including airside, terminal and landside. The demand derives from the
air traffic forecast and the capacity was developed based on facility requirements. The air traffic
forecast is described in detail in chapter 5 and the developments are presented in more detail in
chapter 8. This chapter compares the current capacity against the future demand.
Three development phases were chosen for the development and expansion of Chisinau Airport
after analyzing the traffic forecast.
Currently capacity of Chisinau Airport is approximately 1 mppa and a corresponding passenger

peak hour of approximately 500 php. Based on the air traffic forecast for Chisinau Airport, the
following 3 phases were defined:
• Phase 1: Capacity of approximately 1.5 mppa and 1,045 php; Design Year 2015/16
• Phase 2: Capacity of approximately 2.6 mppa and 1,935 php; Design Year 2025
• Phase 3: Capacity of approximately 3.2 mppa and 2,323 php; Design Year 2030
Chisinau International Airport

Masterplan Phases / Design Years
Phase 1 Phase 2 Phase 3 Ultimate Version

Design Year Design Day Design Day after 2030
All developments are connected to traffic triggers, providing the flexibility to pre pone develop-
ments in case traffic develops faster than forecast or to pot pone developments in case traffic
develops less dynamic as forecast. In addition to the base case traffic forecast a low case and a
high case traffic forecast has been developed as described above.

The design years would need to be adjusted as shown below in case the high or the low case
forecast materializes:
Traffic Forecast Scenario Master Plan Phase 1 Master Plan Phase 2 Master Plan Phase 3
Base Case 2015/16 2025 2030
High Case 2015 2022 2026
Low Case 2016 2026 2032
Master Plan Phases – Design Years
For determination of spaces and units IATA defines 6 Levels of Service. At Chisinau Airport Level of
Service C applies. This combines high functionality with efficient operation.
Based on the air traffic forecast the functional requirements derive for each phase of the Master
Plan.
The table below summarizes the key parameters for the expected development of key traffic vo-
lumes and facilities at Chisinau Airport for the 3 phases of the Master Plan:
Annual Passengers 1,412,677 2,643,959 3,190,153
Annual Aircraft Movements 20,459 35,705 41,674
Combined passengers per peak hour 1,045 1,935 2,323
Departures passengers per peak hour 750 1,304 1,562
Arrivals passengers per peak hour 750 1,319 1,580
Combined aircraft movements per peak hour 10 18 21
Aircraft departures per peak hour 7 12 14
Aircraft arrivals per peak hour 7 12 14
Meeters / greeters per passenger 1.0 0.5 0.5

7.1 Airfield
The current airfield consisting of one runway, a taxiway system and aprons and provides sufficient
capacity for current demand.
7.1.1 Runway
Chisinau Airport has one runway. According to IATA Airport Development Reference Manual the
capacity of one single runway ranges between 36 and 55 movements per hour, depending on the
traffic mix. The traffic forecast projects 21 movements per hour in 2030. The capacity of the run-
way meets the requirements at least until 2030.
7.1.2 Taxiway System
The current taxiway system consists of seven taxiways including a parallel taxiway, taxiway D, over
rd
approximately 2/3 of the runway length. Three taxiways, A1, B1 and C1 connect the runway with
taxiway D, which in turn is connected by taxiways A2, B2 and E with the main passenger apron.
For landing aircraft, a sufficient number and location of exit taxiways is available. Departing aircraft
taking off to the east have to enter the runway via taxiway C1 and to taxi on the runway to the west
to threshold 08. There aircraft use the turning pad to turn around before take off. This operation is
the limiting factor of the capacity of the runway / taxiway system. At Chisinau Airport, this operation
lead to runway occupancy times of 4 – 5 minutes per departing aircraft on runway 08.
Capacity of the runway / taxiway system will be at capacity at the end of phase 2 and will need to
be expanded in phase 3 as demonstrated in the calculation below:
Aircraft departures / peak hour 7 12 14
Aircraft arrivals in departing aircraft peak hour 3 6 7
Runway occupancy time take-off [min / departure] 4-5 4-5 4-5
Runway occupancy time landing [min / arrival] 1 1 1
Resulting runway occupancy time at peak hour 36 60 70
Capacity Utilisation 60% 100% 117%
In Phase 3, an additional parallel taxiway connecting TWY C1 and threshold 08 should be devel-
oped to reduce the runway occupancy time for departing aircraft, which will increase the capacity
of the runway / taxiway system to 36 – 55 movements / hour, well in excess of the phase 3 de-
mand.

Additional Taxiway Phase 3
7.1.3 Apron Configuration
Current apron capacity amounts to 31 aircraft stands including one aircraft stand on cargo apron.
The picture below illustrates the current aircraft stand configuration at Chisinau Airport:
Apron Layout of Chisinau Airport

The table below shows the current capacity of aircraft stands and the future demand of aircraft
stands according to the traffic forecast and productivity rates for active and contingency aircraft
stands. A distribution between ICAO code sizes has been made.
Existing Demand Demand Demand

Aircraft arrivals or departures 7 12 14

during peak hour
Productivity Rate Active Stands 2 2 2

(Stands per peak hour arrival /
departure)
Productivity Rate Contingency 1 1 1

Stands (Stands per peak hour
arrival / departure)
Active commercial aircraft stands 31* 14 24 28
Contingency Stands 12** 7 12 14
Total Aircraft Stands 43 21 36 42
Thereof
Code D 2 4 4
Code C 17 29 35
Code B 2 3 3
*limited to certain aircraft types; includes one aircraft stand on cargo apron
**stands on maintenance apron and on TWY D
The number of contingency stands includes stands for aircraft undergoing maintenance, General /
Business Aviation and allowances for exceptional peaks in excess of the design day.
The airside capacity is sufficient for the current number of traffic. It is assumed that the apron will
present the first bottleneck on the airside.
Phase 1 foresees to rehabilitate a limited part of the main apron.
This measurement allows flexibility for further rehabilitation of the apron and to place additional
aircraft on the apron in Phase 2:

Phase 2 – apron configuration
The below picture shows proposed apron extension for Phase 3:
Phase 3 – apron extension

7.2 Terminal
For the determination of necessary floor areas the IATA Airport Development Reference Manual
defines 6 Levels of Service (LoS) with decreasing service quality. A design that meets LoS “C”
during the busy hour balances economic terminal dimensions with passenger expectations. For
the purpose of this document, LoS “C” is used. Designing all terminal facilities for LoS C means
that LoS C will be met towards the end of each phase. This approach will facilitate that LoS B is
being met upon opening of the new facilities.
The IATA service levels are described as follows:
LoS Description
An excellent level of service. Terminal

A Conditions of free flow, no delays and excellent levels inefficiently
of comfort.
big
High level of service.
B Conditions of stable flow, acceptable delays and high
levels of comfort.
Good level of service. Terminal
C Conditions of stable flow, acceptable delays and good efficiently &
levels of comfort. comfortable
Adequate level of service.
D Conditions of unstable flow, acceptable delays for
short periods of time and adequate levels of comfort.
Inadequate level of service.
E Conditions of unstable flow, unacceptable delays and
inadequate levels of comfort. Terminal
Unacceptable level of service. uncomfortably
Conditions of cross-flows, system breakdowns and small
F
unacceptable delays; an unacceptable level of com-
fort.
Table: IATA Levels of Service
Based on the air traffic forecast (see chapter 5) particularly on the peak hour figures facility re-
quirements regarding the terminal derive for each phase. The parameters are based on IATA Air-
th
port Design Reference Manual 9 Edition and HTA experience gained through operation of HTA
ownership airports. The figures are being used for designing different elements of the terminal, i.e.
for different terminal elements different traffic loads are relevant. IATA reference figures for LoS C

supplemented by industry benchmarks for a good level of service have been used to calculate the
demand parameters.
The following IATA Level of Service C figures were basis for the design parameters.
Below encircled figure was used to determine space needed for check-in queuing:
Observing the passengers’ behavior at Chisinau Airport it can be stated, rather few than a high
percentage of carts is used at Check-In. Most of the passengers do not carry more than one to
two pieces.
The encircled figure below was used to determine space needed for airside circulation area, where
no carts are used anymore.
Airside waiting and departure area was calculated based on 1.5 sqm per passenger
The encircled figure below was used to determine landside departure hall before queuing at check-
in and arrival hall. As at Chisinau Airport observed, before check passengers use carts. Therefore
2.3 sqm/pax reflects landside space needed for both, departures and arrivals.

Landside circulation areas were calculated based on 2.3 sqm/pax
The following table summarizes base figures the design parameters according to IATA Level of
Service C:
IATA LoS C Area Requirements (sqm / occupant)
Landside Departure Hall 2.3
Check-In Area 1.3
Departure Customs Control 1.5
Departure Passport Control 1.0
Airside Departure Area 1.5
Arrivals Passport Control 1.0
Baggage Reclaim Hall 1.7
Arrivals Customs Control 2.3
Landside Arrivals Area 2.3

The processing terminal areas required for each phase have been calculated as follows:
Number of Occu- = Relevant Peak Hour Pas- x Dwell Times [hrs]

pants in System senger Stream
Area Required = Number of Occupants in x Area Demand per Occupant

System
The number of units required for each phase has been calculated as follows:
Units Required = Relevant Peak Hour Pas- x Unit Productivity [in Pas-
senger Stream sengers / h]
Applying above assumptions and formulas and in line with international practice, several dwell
times and productivity rates are shown below in minutes (for Dwell times) and Passengers / h (for
unit productivity):
Average Dwell Times [min]
Departure and Check In 45 30 30
Customs Control Outbound 5 5 5
Passport Control Outbound 5 5 5
Airside 45 45 45
Passport Control Inbound 15 15 15
Baggage Reclaim Hall 15 15 15
Customs 10 10 10
Arrivals Hall – Meeters 45 30 30
Arrivals Hall – Passengers 5 5 5

Processing times and further input data:
Processing times and additional design

parameter
Meeters / Greeters per passengers 1.0 0.5 0.5
Check-In processing time (average) 60 45 45

[sec/passenger*counter]
Screening average processing time 20 20 20

[sec/passenger*unit]
Passport control processing time 60 45 45

[sec/passenger*desk]
Flights per belt and hour [flights] 3 3 3

Facility Requirements for Passenger Terminal
Based on above figures and assumptions following facility requirements for each phase of the
development of Chisinau Airport derives:
Year Existing 2015/16 2025 2030

Unit demand
Check-In Counter 12 11.9 16.5 19.8
Departure Passport Control 6 11.9 16.5 19.8
Passenger Screening 2 4.0 7.3 8.8
Gates 4 3.5 6.0 7.0
Arrivals Passport Control 6 11.8 16.3 19.5
Baggage Reclaim Belts 2 2.3 4.0 4.7
Area Requirement
Landside Departure Hall 730 1,645 1,138 1,363
Check-In Area 440 232 429 514
Departures Customs Control 60 89 165 198
Departures Passport Control 40 60 110 132
Airside Departures Area 720 804 1,484 1,778
Arrivals Passport Control 150 177 326 391
Baggage Reclaim Hall 560 300 554 664
Arrivals Customs Control 140 271 500 599
Landside Arrivals Area 780 1,353 1,000 1,198
Total terminal area will have to allow for further areas such as circulation, technical, offices etc – in
addition to areas for the specific functions as defined above. The demand on total terminal gross
floor area requirement can be assessed by a ratio of terminal square meters per peak hour pas-
senger.

The below table shows the development of the terminal gross floor area demand according to the
traffic forecast until 2030:
Capacity Demand
2007 Phase 1 Phase 2 Phase 3
Combined Passenger Peak Hour 500 1,045 1,935 2,323

[Passengers / hour]
Terminal Gross Floor Area De- 10,200 sqm 20,900 sqm 38,700 sqm 46,460 sqm
mand
Terminal area provision at major international hub airports ranges between 35 and more than 50
sqm per peak hour passenger (Aerodrome Design Reference Manual, Section C.1.9.1). For less
complex airports, e.g. requiring fewer facilities for transferring passengers and baggage, a lower
benchmark figure should be applied. HTA recommends applying 20 sqm per peak hour passenger
as a guidance for terminal designs. This parameter is in line with other, comparable airports like
Tirana.
The gross floor area needs to provide sufficient space for processing units and areas as well as for
non aviation related facilities. Depending on architectural design and the airport’s concept non
aviation facilities form approximately 30% to 40% of the gross floor area.
Depending on the architectural concept; lower areas may be possible or higher may be necessary.
For designing the actual demand on areas and units for passenger processing a detailed calcula-
tion is carried out as part of this Master Plan.
7.3 Landside Access and Parking
Based on the air traffic forecast, particularly on the figures of annual passengers, the demand on
number of car parks stands derives. Analyzing the traffic forecast and assuming a certain modal
split and productivity rate as described in chapter 8.7, the following car park capacities are needed
for the different phases:
Capacity Demand
2007 Phase 1 Phase 2 Phase 3
Annual Passengers [mppa] 1.5 2.6 3.2
Passengers per peak hour [php] 508 1,045 1,935 2,323
Car Park Demand [stands] 150 706 1,586 1,914

Currently the airport is excellently linked to the main highway connecting Chisinau and Tiraspol.
The link consists of a double lane in each direction and divided in front of the terminal area.
On base of calculations described in chapter 8.7, in Phase 1 the size of the existing curb side is
sufficient. In order to connect the additionally needed car park as well as the new commercial area
connecting new roads will be required in Phase 1:
In connection with the development of the new terminal in Phase 2, an access road to the new
terminal needs to be provided. Further, a new curb in front of the new terminal and additional car
parks in immediate vicinity to the new terminal need to be developed. The car parks should be built
in a modular, easy to expand way.
7.4 Cargo terminal
In 2008, Chisinau Airport recorded around 2,400 t of cargo (freight and mail). Thereof approximate-
ly 78% was air freight and 12% was air mail.
According to the cargo forecast, approximately 5,600 tones cargo can be expected in 2020 and
approximately 8,400 tones can be expected in 2030. Assuming an increasing productivity rate of
currently 3 tons per sqm up to 7.5 tons per sqm, following demand on warehouse space has been
identified.
Forecast volume of cargo (thou- 2.5 7.2 8.4

sand tones)
Production rate in tones/sqm 3 5 7.5

(yearly)
Cargo terminal to handle all kind 833 1,440 1,120

of goods / requires size in sqm
Currently most of the airfreight is handled by passenger aircraft as belly cargo.

7.5 Utilities
The electrical system on the airport area will be refurbished and replaced in a phased way.
Main power station PK 44

Phase1
Phase 1/2
Phase 2/3
Phased refurbishment of existing equipment on airport
Water supply, sewer system and surface water drainage will gradually be extended and recon-
nected.
For major new structures like hotel, new commercial area and new terminal, independent thermical
plants are recommended. External gas supply network is recommended to be extended to serve
the new structures.
Phase 1: TP-2, TP-22, TP-23, TP-19, DP-44 (phased)
Phase1 / 2: TP-1, TP-7, TP-10, TP-11, TP-12, TP-15, TP-16 and DP-44 (if not completed in phase
1)
Phase 2 / 3: Rest / others

8. Facility requirements and concepts as well as support services

and utilities
This chapter describes the base and assumptions made for estimation of size and number of facili-
ties to accommodate the existing and future demand, based on the forecast presented in chapter
5 and on the demand parameters presented in chapter 7.
8.1 Airside
Runway
According to the traffic forecast, 21 aircraft movements are expected during peak hour in 2030.
The capacity of one runway is sufficient to handle this amount of traffic. A second runway is not
needed in the master plan horizon.
Taxiways
In Phase 1 and Phase 2, no additional taxiways are required at Chisinau Airport.
As explained in chapter 7, the taxiway system will reach its limit by Phase 3. Currently there is no
direct access to threshold 08, which is the main direction for both take off and approach. Also,
there is no direct parallel taxiway at threshold 08, which would allow for queuing of aircraft.
In order to meet the requirements and handle future air traffic on the runway and taxiway system a
parallel taxiway connecting existing taxiway C2 with runway threshold 08 is recommended. The
effect will result into decreased occupancy time and increased through put of the runway.
In line with the apron extension, additional taxiways and taxilanes will be required as connecting
taxiways between taxiway D and the apron.
The below figure shows the proposed addition to taxiway connecting C1 and the runway in Phase
3:
Additional parallel taxiway
Distance of the taxiway to the runway shall be 182.5m, allowing for unrestricted operation of up to
Code E aircraft on the taxiway and the runway, although not expected to operate into Chisinau
Airport regularly during the planning period.

Apron
For configuration of the apron and dimensioning the aircraft stands, the minimum stand spacing
(D) equals wing span (S) plus required clearance (C):
Spacing aircraft stands
For Code C aircraft following wing span was assumed:
Correspondingly, for Code D a wing span of 52 m has been assumed.
For Code C, the following clearance was assumed:

Correspondingly, for Code D a clearance of 7.5 was assumed.
Therefore, the distances of aircraft stand centerline to aircraft stand centerline for Code C aircraft
amounts to D=40.5m (D=36m+4.5m) and distance from aircraft stand centerline to service road
D=22.5m (D=36/2m+4.5m). Correspondingly, these distances amount for Code D aircraft to 59.5
m for aircraft to aircraft and to 33.5 m for aircraft stand centre line to road.
The precise aircraft stand configuration for each phase is described in chapter 9.1.
8.2 Navigation Aids
For Phase 1 and 2 it is foreseen to maintain CAT II operation. To comply with CAT II standards,
centre line lights at taxiways B1 and B2 will be installed in Phase 1. According to MOLDATSA,
Chisinau Airport is experiencing CAT II weather conditions only during maximum 25 days per year.
This means that even with only a CAT I system a usability of more than 95% of the operational
hours can be achieved. Due to the fact that the airport is used by two home carriers as well as
several international network carriers, maintaining the CAT II standard – significantly increasing the
usability of the airport above 95% is viewed beneficial.
Before implementing a CAT III system in Phase 3, a careful cost benefit analysis should be carried
out. At this point in time it is viewed difficult that the limited benefit of a CAT III system would justify
the investment into such a system.
8.3 Air Traffic Control Tower
The air traffic control tower has a good location. The height is sufficient for an unobstructed view of
the entire maneuvering area. A new air traffic control tower is not required within the Master Plan
horizon.

8.4 Weather Criteria
Chisinau Airport belongs to the continental climate, characterized by hot dry summers and cold
windy winters. Winter temperatures are often below 0°C, although they rarely drop below - 10°C.
In summer, the average temperature is approximately 25°C, however, temperatures sometimes
reach 35-40°C in mid-summer.
summer. Although average precipitation and humidity during summer is low,
there are infrequent yet heavy storms. Spring and autumn temperatures vary between 16-25°C,
16
and precipitation during this time tends to be lower than in summer but with more frequent yet
milder periods of rain. Prevailing wind direction is from the south-east
south as indicated below:
isibility in Chisinau is given for most of the time during the year. Only on 20 to 25 days a
Good visibility
year, CAT II operation is necessary. According to Moldatsa, during 2% of the year visibility falls
below 300m horizontal visibility, i.e. below the CAT
CAT II visibility minima. According to Moldatsa, such
low visibility conditions do not lead to a closure of the airport as they inform the flight crew on the
visibility conditions who are subsequently taking a decision to either land or not to land at Chisinau
Chisinau
airport. According to Moldatsa, low visibility does currently not have a significant negative impact
on the operations of the airport.
The current ILS category (CAT II) is adequate for the weather conditions at Chisinau Airport. To
further improve the usability of the airport, a CAT III system could be installed. Installation of a CAT
IIIa system would reduce the periods in which the visibility falls below the ILS visibility minima from
2% to 1% (i.e. below 150m horizontal visibility, based on Moldatsa data). A further improvement
could only be obtained by installing a CAT IIIb system. From a pure economical point of view it
would be difficult to justify an upgrade from CAT II to CAT IIIa or CAT IIIb. Implementation of such
system would require:
For CAT IIIa:
• Centre line lighting on the apron (cost app EUR 600,000)

• Higher quality generators (cost app. EUR 400,000)

• Adjustments / Improvements to existing glide path to meet CAT IIIa standards (cost app.
EUR 500,000 – assuming that the existing system can be upgraded to CAT IIIa stan-
dards)
For CAT IIIb:
• Centre line lighting on the apron (cost app EUR 600,000)

• Higher quality generators (cost app. EUR 400,000)
• Adjustments / Improvements to existing glide path to meet CAT IIIb standards (cost app.
EUR 1,500,000 – assuming that the existing system can not be upgraded to CAT IIIb
standards and needs replacement)
Investment of such upgrade would range at approximately EUR 1.5m (for the upgrade to CAT IIIa)
and EUR 2.5m (for the upgrade to CAT IIIb). From a pure economical point, such investment would
only be justified if this corresponds to additional annual revenues of EUR 150,000 (for the CAT IIIa
system) or EUR 250,000 (for the CAT IIIb system), which corresponds to 30,000 or 50,000 annual
additional passengers (i.e. passengers that arrive into Chisinau that would not have arrived at all
without the system). It is viewed unlikely that installation of the CAT III system would have such
direct effect on the airports revenues. On the other hand, there are advantages to airlines, espe-
cially network carriers, if the airport accessibility is improved. They may be prepared to pay a sur-
charge to the aeronautical to finance such system. It is recommended that before any decision to
upgrade the existing CAT system is taken, a financial study shall be conducted on how the system
can be financed.
This Master Plan does assume that the existing CAT II system will remain. However, as the imple-
mentation of a CAT III ILS system will not require changes to the intended land use and the opera-
tion as described in this Master Plan, such system can be implemented within the framework of
this Master Plan, once a decision to implement the system has been taken.

8.5 Passenger Terminal
Check-In counters
The demand of check-in counters is highly dependent on the operational concept of the different
airlines. Parameters, such as the ones in the following list can have a significant influence on the
amount of check-in counters needed:
self service check-in (internet or terminal, with or without bag drop),
opening times of the check-in counters,
common check-in vs. flight check-in,
airline alliances,
specific security requirements for individual flights,
efficiency of check-in staff: and
airline product differentiation
It is recommended to set up regular panels between the airport and the airlines to ensure that the
check-in counters are managed efficiently, i.e. the airport is not providing excessive desk contin-
gencies but allowing the airlines a productive use of the facilities.
To define the number of check-in desks, the following assumptions have been used:
• Number of check-in desks is based on number of departing passengers of the peak hour
• Average processing time amounts to 60 seconds for Phase 1 and 45 seconds for Phase 2 and
3 design
• Conservatively, it is assumed that all passengers are using the Check-In counters (i.e. 0%
internet or self check-in)
Based on the above assumptions and the functional requirements, the demand for check-in coun-
ters has been calculated. Total demand is the number of check-in counters required to handle the
peak hour. It is assumed that in future number of passengers checking in through internet in ad-
vance will increases up to 15%. This number of passengers is not considered in the calculations in
order to allow a 15%contingency for operational adjustments by reaching the end of each phase.

Phase PAX / Year Dep. Pax per Average Number of

Design year peak hour processing Check In
time desks
Phase 1 – 2015/16 1.5 mppa 750 60 sec 12
Phase 2 – 2025 2.6 mppa 1,319 45 sec 17
Phase 3 – 2030 3.2 mppa 1,580 45 sec 20
During phase 1, seven departures are expected to be handled during the peak hour. It is recom-
mended to use common check in systems for groups of airlines and to allocate the check-in coun-
ters accordingly. For example, flights handled by Moldavian and flights handled by Airport Handling
could be grouped. Alternatively, the seven departures could be handled in a way that for one flight
three check in counters are allocated, three flights could be handled by two counters each and
three flight (small aircraft) could be handled by one counter each. Outside the design peak hour in
2015/16, more desks can be allocated to the different flights.
Number of gates
There are several factors impacting the number of gates.
One important factor is the number of aircrafts handled during the design hour and the amount of
time each aircraft occupies the gate. The number of aircrafts need to be handled is dependent on
traffic volume of the airport. Based on the air traffic forecast, number of aircraft movements per
hour was estimated.
In addition the occupancy time which is dependent on the type of operation (e.g. through or turna-
round flight), is of importance. Also, the type of aircraft concerns the occupancy time and therefore
the number of gates. The gate usage strategy impacts the number of gates, e.g. if gates are used
mutually by all airlines or particular gates are dedicated to one particular airline only.
To define the number of gates following assumptions were made
• Typical type of aircraft: A320

• Processing time gates: 30 minutes
• Departures per peak hour: according to traffic forecast chapter 5
Based on above assumptions following number of gates were calculated:

Departures Move- 7 12 14
ments in the peak
hour
Number of gates 3.5 6.0 7.0
From the table it is visible that capacity in few terminal areas will be at its limit in near future and
thus requiring some improvements and modifications. Unit wise existing no of units for Phase 1
regarding check-in counter, gates and baggage reclaim belts meet the requirements.
As first bottlenecks, passenger screening and arrivals passport control were identified. Regarding
processing area requirements only check-in area and baggage reclaim hall will meet the require-
ments for Phase 1. For upgrade of processing areas extension of the terminal building is needed.
How to modify the existing terminal, upgrade facilities and extend areas in order to handle the
amount of passengers expected in each phase is described in more detail in chapter 9.2.
The evaluation of capacity of the terminal is based on the assumption that Moldova will not be-
come a member of the EU and subsequently join the Schengen agreement until 2030. In case
Moldova will become a member of the EU and subsequently Schengen agreement, the functional
requirements as for example number of passport boxes need to be adjusted. Further the terminal
configuration needs to be changed respecting the separation of arriving and departing passengers
and passenger flows according to Schengen / Non Schengen requirements.

8.6 Cargo terminal
The majority of the freight at Chisinau Airport is transported in the belly of passenger aircraft. A
dedicated cargo apron is not an immediate need for Chisinau Airport but refurbishment of the
existing cargo apron may be beneficial in later phases. Until then, occasionally arriving cargo air-
craft can be handled on the main passenger apron.
The cargo facility should be located near the aprons but separated from the main passenger flow.
A separate access shall lead to the cargo facility to allow for good landside traffic flows. At the
cargo terminal, sufficient landside areas for parking trucks and other vehicles need to be provided.
Likewise, on the airside sufficient staging areas need to be available.
The new cargo terminal shall be designed that it can be expanded in a modular and flexible way.
The majority of the building shall be dedicated to warehouse facilities and the remainder to offices.
In case there is a significant increase of freight at Chisinau Airport resulting in a need for a cargo
apron and warehouse expansion, there is sufficient space for apron and warehouse on the proper-
ty of the airport.
8.7 On-airport ground access and car parking
Landside Access
Chisinau Airport is located at 14 km distance to the center of Chisinau. The dual carriageway link-
ing the city with the airport consists of a two lanes each direction. The link is divided in front of the
terminal area. A two-lane curb leads to the VIP and Delegation terminal, where one of the lanes
terminates at the VIP terminal and the other one at the secured Delegation terminal. The passenger
terminal has a common at grade arrival and departure curb consisting of two drive-through lanes
and one stop lane.
The airport is connected to public transport like busses and mini-busses, which provide good
access to the entire road network of the city. There are taxi services offered but there is no taxi
service with fixed and published prices available for arriving passengers.
For Phase 1 no major improvement is necessary for the existing access road, which can remain as
access road and be expanded in later phases. In Phase 1 an additional car park is foreseen which
is intended to be constructed in front of the existing terminal in form of a deck parking. During
construction, the size of the existing car park in front of the terminal will be temporarily reduced. It
is recommended to phase the construction works of the car park in a way that only 50% of the car
park is closed for construction works. The first part of the construction should not be carried out
during the months of peak demand, i.e. not during the summer. The first construction phase
should focus on the lower part of the existing car park, keeping in operation the upper part of the
car park. During this period, alternate car parking can be made available on the existing car park

near the administration area. After construction of the first car park expansion, the first part should
be opened and construction works on the other, upper part of the car park shall be carried out.
Modal Split
The following modal split assumptions for passengers were used to calculate required departure
and arrival curb lengths. The modal split has been determined by using international benchmarks
and observations at the airport.
Travel Mode Phase 1 Phase 2 Phase 3
Private cars and limousines [%] 70 70 70
Taxi [%] 25 25 20
Busses [%] 5 5 10
Railway [%] 0 0 0
For the staff working at the airport, the following modal split assumptions were used:
Travel Mode Phase 1 Phase 2 Phase 3
Private cars [%] 25 40 50
Busses [%] 60 50 45
Railway [%] 0 0 0
Other* [%] 15 10 5
* e.g. drop off by private person, usage of bike or scooter or other.

Based on the figures of the air traffic forecast (see chapter 5.) the following demand on parking
capacity depending on productivity rate was assessed:
Annual Passenger [Pax/year] 1.5 2.6 3.2
Departures Passenger Peak Hour [Pax/hour] 750 1,319 1,580
Arrivals Passenger Peak Hour [Pax/hour] 750 1,304 1,562
Productivity Rate [stands per mppa] 500 600 600
Demand Car Park Pax [stands] 554 1,129 1,225
Demand car park staff [stands] 153 457 689
Demand Car Park Total [stands] 706 1,586 1,914
Curb
As departures and arrivals are at grade the curb is one common curb for both. Therefore it needs
to accommodate both. Demand for departures as well as arrivals.
Curbside Chisinau Airport
The curbside is a one-way system and has got a length of approximately 175 m.

In line with current operations, the curb is mainly used by approximately 50% of well wishers es-
corting departing passengers to the airport. On average, occupancy time on the curb is 5 minutes.
The remaining 50% as well as the meters and greeters awaiting arriving passengers use the car
park in front of the terminal. An occupancy of 1.2 passengers per car has been assumed:
Peak Hour Passengers Departures 750 1,304 1,562

[Passengers / hour]
Passengers arriving by private cars 525 913 1094
Curb Users [Passengers / hour] 263 457 547
Cars on Curb during Peak Hour 219 381 456

[No]
Cars on Curb Simultaneously [No] 19 32 38
Demand on length on curb assum- 114 192 228

ing car length of 6m [m]
For Phase 1, a length of 114 m is needed for private cars, taxis and busses stopping to drop off
and pick up passengers. With the length of approximate 175 m the existing curb meets the re-
quirements for phase 1.
8.8 Ancillary Facilities
Aircraft Rescue and Fire Fighting
To handle scheduled traffic of Code D aircraft, likely in Phase 3, the fire fighting category of the
airport needs to be upgraded to category 8. At least three fire fighting and rescue vehicle need to
be available. The location of the fire station is good and no relocation is necessary.

The area around the fire fighting station provides for opportunities of fire fighting. It is recommend-
ed to use this are for regular fire fighting training and to collect potentially polluted water through
temporary measures such as barriers and tanks. In case more permanent training facilities are
required, this area could be optionally paved in phase 3 and the water collected could be lead to
the pollution control (no 5), used in winter for controlling the water run-off of the de-icing pad (no 3)
as shown below:
Potential Fire Training Area
The fire training should be carried out in a way that only limited smoke is generated and, in addi-
tion, that smoke does not interfere with regular airport operation. Typically, fire testing that creates
smoke should be only carried out at weather (wind) conditions that will not lead to significant
smoke distribution towards the main passenger apron. For major training exercises it is recom-
mended to free the adjacent apron stands.

Catering
Traditionally, approximately 0.4 sqm of catering area per daily meal has been calculated. Due to
the airline industry changes airlines have significantly reduced their catering, reducing the area
demand for catering facilities at the airport. In addition, many carriers cater at their home airports
for the return flight and others use off-airport catering companies. The following assumptions have
been used to calculate the demand for catering facilities at Chisinau Airport:
• Meals or snacks will be produced for 75% of the departing passengers

• Area needed to produce one daily meal / snack: 0.2 sqm
The below table shows the demand for catering for Chisinau Airport:
Annual Passengers [mppa] 1.5 2.6 3.2
Peak Day Departing Passengers 3,000 5,200 6,400

(approx.)
Meals / Snacks at Peak Day 2,250 3,900 4,800
Catering Area Demand [sqm] 450 780 960
It is likely that a part of the catering will be carried out off airport. The existing facilities have a total
size of approximately 800 sqm and should be able to meet the catering demand for the foreseea-
ble future.
Airport Administration
The future demand for offices for the airport administration will depend on the number of em-
ployees of the airport company. Compared to international benchmarks and assuming a higher
use of contractors, the number of employees working for the airport company would be sufficient
for handling the passenger volume during the Master Plan period. This would lead to only a limited,
if any, need for additional offices for the airport administration. Such offices could be provided in
the existing airport administration building provided that
• The airport hotel located on the top floor of the administration building is closed and freed
space is used as offices;
• The existing building is modernized and reconfigured in an open manner to utilize staff
communication and improve working conditions.
In this case, construction of a new administration building is not necessary.

Airport Maintenance
Most of the existing airport maintenance facilities, located west of the airport administration, are
ageing and should be replaced in Phase 2 and Phase 3. New airport maintenance facilities should
be provided in the new eastern technical zone. The following facilities should be provided for in
Phase 2 and Phase 3:
Phase 2 Phase 3
Building Maintenance 850 sqm 1,700 sqm
Vehicle Workshop 500 sqm 500 sqm
Vehicle Shed 457 547
GSE Hall 1,750 sqm 3,500 sqm
Aircraft Fuel Farm
The storage capacity of the existing fuel farm is approximately 5,000 m³. Assuming an average fuel
intake of 5 m³ per departure and approximately 80 departures during the peak day, a fuel volume
of 400 m³ for the peak day is required. The existing fuel farm covers the storage demand for the
peak day forecast for 2030, in excess of international recommendations of 3 times, giving sufficient
contingency in case of interrupted supply.
Aircraft Maintenance Repair Overhaul – MRO
Currently, no major aircraft maintenance is undertaken at Chisinau Airport. Lean maintenance is

carried out on the western part of the apron which is owned by Air Moldova. During stakeholder
consultation, no airline expressed a demand for new aircraft maintenance facilities such as han-
gars. The Masterplan shall allow continuing with the existing system of aircraft maintenance, i.e.
that a dedicated apron area should be available for home carriers such as airing Moldova to park
aircraft and to undertake lean aircraft maintenance.

8.9 Utilities
8.9.1 Power Supply
The Main Airport Power station “Pk – 44” is supplied by medium Voltage 10 kV from three different
mainly independent sources supplied from nationwide/cross-border supply mains (Bulgaria-
Rumania / Ukraine). There is a nearly 100% power supply existing as two redundant sources are
available. Although from time to time some interferences within the external supply are observed,
no major break downs are experienced.
The current system is very old including the equipment of the 29 sub-stations and is due for re-
placement. The rehabilitation of the relevant units for the airside will be part of Modernization
Project II in phase 1, the remaining sub stations should be upgraded within the near future.
For the different phases the following additional power is required:
Phase 1 (2015): 2MW
Phase 2 (2025): 5MW
Phase 3 (2030):1.7MW
Within the design of the new structures e.g. hotel or new terminal use alternative energies (e.g.
photovoltaic) should be analysed during the design of the respective buildings.
Decentralized emergency power units for the new terminal structure can be located either in the
terminal building or within the related substation.
8.9.2 Surface Water Drainage
In Phase 3 the apron and taxiways will be extended. This will eventually lead to the requirement for
further retention capacity in the surface water drainage system. Therefore new retention volume
(basins or ponds) in addition to the existing basin have to be planned and implemented along with
the new development areas. South of the runway a new channel shall be constructed that leads
the surface water to the east. Two new covered retention basins will be required in the east part of
the airport land. Due to the reason that the retention basins are close to the runway, they have to
be underground or covered. The following figure shows the location for the future retention basins.
A cheaper solution for the retention basin north of the runway threshold 26 would be, if the basin is
located outside the airport land new the petrol station. This location is larger and an open basin
could be implemented.
Next to the new apron areas new water separators shall be installed.

8.9.3 Water Supply
Chisinau International Airport is supplied by water from the municipality (city water supply network,
Company “Apa-Canal Chisinau”). The water is supplied by a 150 mm diameter pipeline installed
underground to the main water station in the operational area.
The water supply system needs to be upgraded when new buildings will be constructed. Within
the new commercial area a water supply and waste water system is available. The new buildings
have to be connected to the system. The airport city has to get a new pipe line to the water supply
system. When the new terminal will be built, it is recommended to construct a new water supply
pipe line to the main water supply station in the technical area.
Together with the construction of the new Terminal it is recommended to extend the existing fire-
fighting system with a new loop around the new building structure connected with new fire hy-
drants (app. every 100m). The existing firefighting facilities around the present terminal as well as
the fire fighting pumping plant incl. adjacent reservoirs do have sufficient capacity for an extension
towards and around the new Terminal structure.
8.9.4 De-icing
In future de-icing will be done at the dedicated de-icing stand next to taxiway E. For the de-icing
liquids a new de-icing pollution control units needs to be provided. It is recommended to pump the
run-off to the sewage system if the pollution of the de-icing liquids is higher than a permissible
pollution parameter (e.g. COX 150 mg/l (chemical oxygen demand)). If the value is below this mar-
gin, the run-off can be let out to the drainage system.

8.9.5 Airport heating supply, natural gas supply
Chisinau Airport does not have an internal gas supply network, but several structures are served
with natural gas by public supplier.
The existing heating plant of the airport (operated by the municipal service provider Apa-Canal-
Chisinau) is supplied by natural gas (refer also to chapter 4.6.5 and 4.6.6). It is recommended to
maintain the existing heating plant for the existing consumers, including the airport village.
For major new structures like hotel, new commercial areas and the new terminal, independent and
de centralized thermical plants and natural gas connections should be provided in connection with
the individual developments. The external gas supply network should be extended to serve the
new structures. Such extension should be carried out in connection with developing the new struc-
tures.
For the new terminal it is recommended to include in the terminals boiler plant at minimum one
boiler which can be driven by fuel and a related fuel tank adjacent to the new terminals heating
plant.
8.10 Real Estate and Retail Development
The below table shows the potential for Real Estate Developments:
Airport Hotel in Airport City [sqm] 1,600 1,600 1,600
Offices in Airport City [sqm] 1,600 3,200 3,200
Offices in Commercial Area / Air- 6,720 11,760 13,440

port Village [sqm]
Terminal retail areas are important as revenues derived from these areas represent a significant
source of income with the potential for further growth. Therefore, the terminal design should pro-
vide sufficient retail space.

The below table shows the demand for commercial areas in the passenger terminal:
Duty Free [sqm] 300 500 700
Speciality Retail [sqm] 400 650 850
Food & Beverage [sqm] 600 900 1,100
Bureau de Change / ATM [sqm] 20 30 40
Lounge [sqm] 200 350 450
Airport Staff and Retailer Offices 150 300 400

[sqm]
Airline Offices and Ticketing [sqm] 75 100 125
Car Rental and Ground Transpor- 20 30 40

tation [sqm]
Conferencing [sqm] 80 125 150
Storage [sqm] 260 410 530
In line with international benchmarks, the commercial areas are recommended to be allocated as
follows:
• 90% of the commercial offer shall be allocated to the departures passenger flow; 35%
landside and 55% airside
• 10 % of the commercial offer shall be allocated to the arrivals passenger flow; 8% land-
side and 2% airside

9. Alternatives and options
In developing this Master Plan, HTA prepared a series of alternatives and options for the develop-
ment of the different airport components. These alternatives and options have been specifically
presented and discussed with the airport and the airports stakeholders at the second workshop
held in August 2009. At that workshop, a way forward has been agreed with regard to the different
components of the airport.
Focus was laid at that workshop in discussing alternatives to develop the airside (namely the
apron) and the landside (namely the terminal). Other components of the airport basically follow the
airside and landside developments with the aim to provide an efficient support. Certain alternatives
have been identified here and are highlighted in the below sections.
Before discussing detailed development options, a set of fundamental aspects has to be analyzed:
Location
Chisinau Airport it the main gateway to Moldova and is currently the only airport in the country that
handles regular air traffic. The city of Chisinau is not only the political but likewise the economical
centre of the country, generating the majority of the countries air traffic demand. Therefore, the
country’s main airport should be located near Chisinau. The existing airport is located 14 km south
of the city centre of Chisinau and easily accessible. There are only two villages in the vicinity of the
airport, and the flight paths do not go over densely populated areas. Further, the vicinity of the
airport is free of major natural or artificial obstacles. There are no weather events significantly re-
ducing the usability of the airport and there are no significant ecosystems at or nearby the airport.
In summary, the airport is well located and there is no need to develop a new airport due to any
constraints at the existing airport.
Growth Potential
Chisinau Airport has already a good general airfield configuration. The airport has a single runway
with a length of 3,590m, which is sufficient for almost all aircraft currently in use world-wide. The
runway is definitely of sufficient length for handling the forecast air traffic at Chisinau Airport. With
current technologies and if supported by an adequate taxiway system, a single runway can handle
up to approximately 45 movements / hour. Depending on the structure of the traffic, airports with a
single runway can typically handle 10 to 15 mppa (examples include Geneva with 11.5 mppa and
Stuttgart with 10 mppa in 2008), well in excess of the forecast number of passengers for 2030. As
an exception, London Gatwick handled even more than 34 mppa in 2008 on a single runway. The
general airside configuration of Chisinau Airport is goo and can be easy expanded to allow for
additional airside facilities such as taxiways and apron.

Land
Chisinau Airport can grow on its existing land. Only limited additional land should be made availa-
ble, for example to expand the runway strip south of the runway. As the airport is surrounded
mainly by agricultural uses, even a later (beyond the horizon of this Master Plan) is viewed as feasi-
ble.
Development Directions
Almost all landside facilities of the airport are located in the northern part of the airport land. The
northern part of the airport land is well connected to the national road network and other infra-
structure like power and water. It is recommended to maintain the principle to locate the landside
facilities in the northern part of the airport. This will allow to make use of the available infrastructure
and to gain synergies between existing and new or expanded facilities. Development of landside
facilities in the south of the airport would lead into the need to significantly expand the airport land
and to provide new infrastructure to this area. In addition, significant earthworks would need to be
undertaken as the terrain falls to the south.
On the basis of the above principles the below described options have been developed:
9.1 Airside Development Options
The existing passenger apron has a capacity of 30 aircraft which is sufficient for the current de-
mand. However, the pavement is in a poor condition and is foreseen to be rehabilitated as part of
the Modernization Project II. In this context, the aircraft configuration on the apron will be reconfi-
gured to reduce the number of aircraft stands restricted to certain aircraft types and to allow for
efficient aircraft handling. The demand for Phase 1 and Phase 2 can be handled on the current
apron area, a significant expansion is only necessary to meet the demand for Phase 3. Two main
options have been developed to expand the apron to meet the Phase 3 demand:
• A linear configuration, option A; and

• A centralized configuration, option B.

The graphs below present the two different development options:
Option A
The linear development shows a development of aircraft stands at taxiway A2 and an extension to
the main passenger apron to the south. All aircraft stands are push-back positions.
Option B
The centralized development option shows a development of aircraft stands around the main pas-
senger apron, filling the currently free area between the passenger apron and taxiway D. Additional

taxilanes have to be built between the apron and taxiway D. All aircraft positions are close to the
passenger terminal. Some of the stands are suitable for power-in and power-out.
nd
At the 2 workshop preference was given to option B, based on the following arguments:
• Option B presents a more compact layout than Option A, distances between the terminal
area and the aircraft stands are shorter;
• Option B makes use of the currently free area between taxiway D and the passenger
apron, which forms a natural resource for developing the apron;
• Option B provides the greater operational flexibility, especially due to the fact that some
positions can be configured as roll in power out and, in addition, that there are fewer air-
craft stands connected to one taxilane than in Option A; and
• Construction costs for both options are estimated to be similar.
With regard to the apron configuration for phases 1 and 2, a series of different options have been
developed. As the existing apron is of sufficient size to handle the forecast demand for Phase 1
and Phase 2, the options differ with regard to their land-take and how the apron will be operated.
All options presented here allow for an expansion of the passenger terminal to the airside by up to
25m.
Option 1:
Option 1 shows a configuration with 100% roll-in / roll-out. Advantageous to this option is the ease
of operations (i.e. no push-back required). On the contrary, this option is relatively space-
consuming as two taxilanes are needed to serve one aircraft stand.

Option 2:
Option 2 shows a mixed configuration with roll in power out for approximately 50% of the aircraft
stands and push back for the remaining 50% of aircraft stands. This option shows a linear parking
of aircraft on the central part of the apron. Advantageous to this option is the reduced land take
compared to option 1. To the contrary, the layout is rather fragmented (not following a clear sys-
tem), which will make especially expansions difficult.

Option 3:
Option 3 shows a mixed configuration of push back operations in front of the current terminal and
roll in roll out operations west of the existing terminal. Advantageous to this option is that a number
of the gates near the terminal could be operated in a “walk to aircraft” mode. To the contrary, this
layout has, similar to option 1, a high land take.
The options to reconfigure the existing apron have been further elaborated after the second work-
shop, which included works carried out in parallel regarding the design of the Modernization
Project II.
Due to budget restrictions a decision was taken to develop a more compact apron layout. Only a
limited number of roll in roll out positions shall be provided, but the majority of the positions shall
be push back.

Two further options have been developed in this light:
Option 4
Option 4 shows up to eight roll in roll out positions in front of the passenger terminal. Further to the
west, there are up to 15 push back aircraft stands possible. The western part of the apron could
be refurbished only partly in Phase 1 and the remainder in Phase 2.
Option 5
Option 5 shows the finally developed and selected apron configuration. The eastern part of the
apron shall be refurbished during Phase 1 and will provide for up to four Code C roll in roll out
positions (alternatively two Code D roll in roll out positions). Likewise, the central part of the apron
shall be refurbished as part of Phase 1 and shall provide for 12 Code C push back positions (the-
reof 1 position limited to prop size). The western part of the apron will remain unchanged during

Phase 1 and will allow – as existing – to park up to 14 aircraft. In Phase 2,, the western part of the
apron shall be refurbished.
Option 5 has been chosen as it provided the highest degree of operational flexibility under the
budget limit for the first phase. Option 5 can be expanded in a flexible and easy way to meet the
demand of Phase 2 and later phases.
9.2 Landside Development Options
General
The existing terminal

minal infrastructure will not be sufficient to handle the forecast traffic volume. Differ-
Differ-
ent options have been elaborated to provide sufficient terminal capacity during the Master Plan
period. In principle, either the existing terminal could be expanded or,
or, alternatively, a new terminal
could be constructed.
9.2.1 Existing Terminal
The existing terminal is located at the main operational apron and therefore ideal in relation to the
current aircraft operation.
Existing passenger terminal (red) and main apron (light green)

To meet future demand, the terminal area provided at Chisinau Airport will need expansion form
currently approximately 10,000 sqm to app. 15,000 sqm in 2015/16, app. 40,000 sqm in 2025
and app. 50,000 sqm in 2030 as identified in section 8. To meet future demand, there are two
basic options:
a) Expand the existing terminal; or

b) Develop a new terminal
From a geological point of view, the existing terminal could be expanded to either the western or
southern area, i.e. towards the VIP / Delegation terminal or the airside. Any significant expansion to
the eastern side is not recommended due to the limited stability of the terrain east of the terminal.
An expansion into the northern direction (i.e. towards the carpark) would lead to additional earth
works in terms of filling works as the current carpark is about 5m below the curbside terrain.
The existing terminal infrastructure is from a pure structural point of view in a good condition. This
applies to the expansion done in 2000 as well as to the structural elements of the terminal build in
the 70’. The building utilities are offering some spare capacity especially from the electricity side.
The heating capacity is at the limit same as the capacity of the ventilation system.
However, the overall layout and the internal heights of the different modules will make a larger
expansion difficult and costly. The clear height of the baggage hall is only 3m which would not
allow for installation of ventilation ducts as well as baggage belts to be installed under the ceiling.
Best practice would be to get a clear height of approximately 5-6m offering enough flexibility for
future reconfiguration of the overall system. A future expansion of the baggage hall from a structur-
al point of view into the direction of the apron is possible but the reconfiguration of the BHS will be
problematic and not result in an ideal layout meeting operational requirements. Further, the expan-
sion modules are showing different heights. The height of the roof on top of the airside arrival hall
differs from the baggage hall and the clear height of the departure holdroom is not sufficient to
implement a second level. An expansion of the departure holdroom on to the roof on top of the
baggage hall is not possible due to the very limited left clear height of about 2-2.2m. The existing
terminal is providing a footprint which is not ideal for a long term expansion due to the mismatch-
ing ratio in width and depth resulting out of former eastern terminal design standards.

The following figures show some alternatives how the existing terminal infrastructure could be
expanded or, alternatively, how a new terminal could be developed.
Expansion of existing terminal alternatives
New terminal development alternatives
In case of developing a new terminal there are two options:
a) Keep the existing terminal in operation, thus reducing the construction volume of the new
terminal; or
b) Concentrate all operation in the new terminal

In case of keeping the existing terminal in operation, in addition to a new terminal, operations could
be split in:
a) Separate terminals for departures and arrivals; or

b) Separate terminals for specific airlines (e.g. national air carriers and foreign air carriers).
The above concepts have been discussed with the airport and stakeholders, mainly the airlines
operating into Chisinau. The chart below provides a comparison of the possible terminal facility
expansion options:
Comparison Chart
2015 2025 2030
Expansion of Expansion of Expansion of Expansion of
New Terminal current Terminal New Terminal current Terminal new Terrminal current Terminal
Location
Construction
Operations
Cost
Comparison of terminal options:

• Green: Positive
• Orange: Critical
• Red: Negative
The above evaluation is based on the following assessment:
Location: The location of the existing terminal as well as a potential new terminal can be regarded
as good. Both locations are adjacent to the existing apron and are well connected or near to land-
side infrastructure. In principle, both terminals can be expanded but this has different effects with
regard to the associated construction cost and the operational efficiency that can be reasonably
achieved, both of which are demonstrated by separate items.
Construction: The existing terminal can be expanded with moderate effort to meet Phase 1 de-
mand. A further expansion, however, to meet the demand of Phase 2 or 3, would require a major
reconfiguration of the terminal, mainly to increase the depth of the current terminal. Such expan-
sion would be possible but would require significant construction works and would be particularly
difficult to be executed whilst the existing terminal remains in operation. Further, an expansion to
the west (which would be an optimal location for the terminal expansion) is blocked by the existing
VIP / Delegation terminal, not controlled by the airport. A new terminal building, to the contrary,
could be developed west of the ATC / Moldatsa building with only few constraints.
Operations: Operations within the existing terminal will become more and more challenging if traffic
increases. Although assuming that an expansion of the facilities inside the existing terminal would
be undertaken, such expansion is unlikely to provide state of the art facilities e.g. for baggage
handling. Quality and efficiency of operations will reduce in phase 1 and would become very critical

in phases 2 and 3. This is based on the assumption that providing a good operational environment
through an expansion of the existing terminal would not be realistic as this would involve massive
redevelopment of the existing terminal, not being cost-effective. If a new terminal would be devel-
oped, such terminal could be designed to implement optimal and thus efficient operational condi-
tions.
Cost: Developing a new terminal typically requires significant capital investment whilst expanding
an existing facility is typically more cost effective as not all components of a terminal may need to
be newly developed (e.g. infrastructure, offices etc.). On the other hand, an expansion of an exist-
ing facility can be expensive if main functions of the facility are disturbed or need to be redeve-
loped. At Chisinau airport, a limited expansion of the existing terminal can be undertaken without
significant interference to the existing operation (i.e. to the sides of the existing terminal). A further
expansion, however, would require an extension of the terminal depth and thus a relocation and
redevelopment of core functions, including baggage areas and the landside or airside facade.
Conducting a limited expansion of the existing terminal is thus regarded as more cost effective
than developing during phase 1 a new terminal. For phase 2 and phase 3, development of a new
terminal would be more cost effective than a further expansion of the existing terminal. Assuming a
development of a new terminal in either phase 1 or 2, such terminal can be expanded in phase 3 in
a cost effective way.
Based on the above analysis, the following expansion strategy for the terminal has been agreed as
most beneficial for Chisinau Airport:
• Phase 1 (2015/16): Limited expansion of the existing passenger terminal

• Phase 2 (2025): Development of a new passenger terminal
• Phase 3 (2030): Expansion of the new passenger terminal
This expansion strategy makes on the one hand use of the potential of the existing passenger
terminal – which however is limited. Therefore and in the mid-term, a new passenger terminal shall
be developed west of the existing passenger terminal. In the long run, the new passenger terminal
should be operated as a single terminal.
The ideal location for a new passenger terminal would be immediately west or east of the existing
terminal. Such location would allow for a connection of the new and the existing terminal. As de-
scribed above, a new terminal can not be set up to the east of the existing terminal at reasonable
cost due to the challenging terrain. To the west of the existing terminal, currently the VIP / Delega-
tion terminal and, further to the west, facilities of Moldata are located, which are not controlled by
the airport but by the Government of Moldova and Moldatsa. During the period of preparing this
Master Plan the airport company viewed it as unrealistic to discuss with the relevant stakeholders a
relocation of these facilities. It was resolved that for the purpose of this Master Plan, the location of
the VIP/Delegation terminal shall be considered as a given. During the course of preparing the next
Master Plan update, likely to be carried out in 2015, specific consideration shall be given to devel-

oping scenarios in which the VIP / Delegation terminal is relocated. A potential location for a new
VIP / Delegation terminal is at the north-eastern part of the airport as shown below:
Likewise, the Moldatsa facilities (nr 10 and 11) could be reorganized, potentially in a phased way,
making room for a new passenger terminal immediately to the west o the existing passenger ter-
minal.

For the purpose of this Master Plan, a suitable location for the new terminal has been identified
further to the west as shown below (nr. 20). The distance between the existing and the new ter-
minal area is approximately 400m.
Before developing the new terminal careful analysis shall be prepared with regard to the location of
the terminal and to assess if a use of the areas currently controlled by Government of Moldova and
Moldatsa would be possible.

10. Phasing Plan and prioritization of phases
The Master Plan period of 20 years until 2030 has been divided into three phases.
• Phase 1 has been defined to meet the demand forecast for 2015 /2016. By then, approxi-
mately 1.5 million passengers are expected at Chisinau Airport.
• Phase 2 has been defined to meet the demand forecast for 2025. By then, approximately 2.6
million passengers are expected at Chisinau Airport.
• Phase 3 has been defined to meet the demand forecast for 2030. By then, approximately 3.2
million passengers are expected at Chisinau Airport.
An ultimate vision has been prepared showing the airports growth potential after 2030.
The graph below highlights the different Master Plan phases:
10.1 Phase 1
The Master Plan Phase 1 has been defined to meet the demand forecast for 2015/16. By then, 1.5
million passengers and 22,000 aircraft movements are forecast.
Airport development in Phase 1 combines new constructions and upgrading of existing facilities in
three major categories:

Terminal
The existing terminal will be expanded to handle 1.5 million passengers per year, corresponding to
a peak hour figure of 750 passengers / hour. The expansion will take place in west and in east
direction. Reconfigurations will also be made inside of the terminal. This includes optimization of
passenger flows and adding of passenger handling units. One additional baggage reclaim belt will
be provided, increasing the number of baggage reclaim belts from 2 to 3. Additional passport
boxes will be provided both on the arrivals and on the departures side. Additional security screen-
ing units will be provided and the departures hall will be expanded. The terminal expansion original-
ly formed part of the airports Modernization Project II, to be carried out 2010/2011. Due to budget
constraints, the terminal expansion may be undertaken outside the Modernization Project II.
Airfield
Runway
The runway 08/26 will be refurbished. The refurbishment is part of the Modernization Project II and
will be carried out with minimum operation impact. Shoulders of 7.5m width will be added to the
runway to meet ICAO Code D standards.
Taxiways
Taxiways A1, B1, B2, C1, D and E (shown below) will be refurbished as part of the Modernization
Project II.
Taxiways to be refurbished
Taxiways A1, C1, D and E will be refurbished to meet ICAO Code C requirements. Taxiways B1
and B2 will be refurbished to meet ICAO Code D requirements.

Apron
2/3 rd of the existing passenger apron will be refurbished as part of the Modernization Project II.
Concrete pavement will be provided for areas that are used for parking jet aircraft, asphalt pave-
ment for other apron areas.
Apron Layout Phase 1
The light grey areas indicate the refurbished parts of the apron, the dark grey areas indicate non-
refurbished but usable apron parts.
In total, the apron can accommodate in the refurbished section:
• 2 aircraft code D (alternatively 4 code C)

• 12 aircraft code C
One aircraft stand is limited in length to aircraft not exceeding a length of 27.5m. Typical aircraft
not exceeding this length are CRJ 100/200, ATR 72 or Saab 2000.
The refurbished part of the apron meets the Phase 1 requirements of 14 “active” aircraft stands,
i.e. those aircraft stands that are in regular use for commercial aircraft operation. In addition, there
is a demand for less frequently used 7 contingency aircraft stands. These aircraft stands are pro-
vided on the western, non-refurbished part of the apron in line with current operations.

Infrastructure
Drainage
During Phase 1 and as part of the Modernization Project II, the existing drainage system of the
apron will be improved. New slot drains will be provided at the northern and southern side of the
apron.
The collected water will be lead by two new drainage mains, which will be constructed in form of
retention tank sewers, to the main drainage water collection point on the airport “manhole 43”.
From this manhole, the drainage water will be lead to a rainwater purification plant approximately
2km south of the airport. This plant will be refurbished in Phase 1 as part of the Modernization
Project II. The drawing below shows the design of the refurbished rainwater purification plant.
Airfield Lighting / Power Supply
During Phase 1 and as part of the Modernization Project II, the existing airfield lighting will be up-
graded to meet ICAO CAT II requirements and to implement new, energy efficient, lights. The run-
way lights are relatively new and do not need changing or upgrading. Taxiway B1 and B2 will re-
ceive centre line lights to be in compliance with ICAO CAT II operations. All taxiways that will be
refurbished as part of the Modernization Project II, i.e. taxiways A1, B1, B2, C1, D and E will re-
ceive new edge lights. In addition, stop bar and guard lights will be provided. New and energy
efficient apron flood lighting will be provided.
In addition, during Phase 1 and as part of the Modernization Project II, the existing power system
will be partly modernized. Works will include replacement of ageing equipment in electrical substa-
tions TP 2, TP 19, TP 22 and TP 23. The development will also include construction of a new
building close to the existing DP-44 building and full replacement of 10 kVa, 0.4 kVa and transfor-
mers of DP-44 (phased).
As part of the works to refurbish the power system of the airport, new cables shall be laid from TP
44 to substations TP 2, TP 19, TP 22 and TP 23. Further, efficient control panels will be installed
with the aim that the airfield lighting can be centrally controlled, for example in the building of pow-
er supply and lighting services.
10.2 Phase 2
The Master Plan Phase 2 has been defined to meet the demand forecast for 2025. By then, 2.6
Airport development in Phase 2 combines new constructions and expansion of existing facilities in
three major categories and will mainly focus on developing a new passenger terminal:

Terminal
A new terminal shall be developed to provide, in combination with the existing terminal, sufficient
capacity to handle the demand forecast for 2025.
A new terminal shall be constructed to the west of the existing terminal with a gross floor area of
approximately 20,000 sqm. The existing access road to the current airport administration area can
be expanded and can be used as the main access to the new terminal. In front of the new termin-
al, a new curb and sufficient car parks need to be provided. The new terminal will be able to handle
a peak hour flow of approximately 600 passengers / hour and direction; the existing terminal will
handle a similar traffic volume. In combination, both terminals will handle 2.6 million passengers per
year.
The graph below shows the new terminal location (No. 20) west of the existing passenger terminal
(No. 13):

Airside
Runway
On the south side of the runway the runway strip does not meet ICAO recommendations. It is
recommended to widen the strip to 150m to comply with ICAO recommendations. The airport land
should be expanded to the south and the existing fence should be relocated outside the expanded
runway strip. As the terrain is falling downhill south of the runway, earthworks should be underta-
ken to level the runway strip and, in this connection, to install a drainage for the southern side of
the runway.
Further, the airport area shall be expanded south-west of the runway to enclose the sensitive and
critical areas of the ILS Glidepath for runway 08. The graph below shows the expansion of the
safety strip (No 21) and the Glidepath sensitive (dark blue) and critical (light blue) areas:
Apron
The non-refurbished part of the existing apron shall be refurbished in Phase 2. Concrete pavement
shall be used for areas that are used for parking jet aircraft, asphalt pavement for other apron
areas.

Apron Layout Phase 2
The light grey areas indicate the parts of the apron to be refurbished in Phase 2.
In total, the apron can accommodate:
• 3 aircraft code D
• 25 aircraft code C
Four aircraft stands are limited in length to aircraft not exceeding a length of 27.5m. Typical aircraft
not exceeding this length are CRJ 100/200, ATR 72 or Saab 2000.
The refurbished part of the apron meets the requirements of 24 “active” aircraft stands, i.e. those
aircraft stands that are in regular use for commercial aircraft operation. In addition, there is a de-
mand for less frequently used 12 contingency aircraft stands. These aircraft stands are provided
on the western and eastern, non-refurbished part of the apron in line with current operations.
Infrastructure
Cargo Terminal
During Phase 2, it is recommended to develop a new cargo terminal at the north – western part of
the airport, adjacent to the current cargo apron. As almost all cargo is transported by passenger
aircraft, the refurbishment of the cargo apron is not a precondition to developing the cargo terminal
in this part of the airport. Size of the cargo terminal should be approximately 1,400 sqm which will
be sufficient to handle up to 8,200 to of cargo.

During Phase 2, it is recommended to continue with the modernization of the power system.
Works should include replacement of ageing equipment in electrical substations on the airport site
TP-1, TP-7, TP-9, TP-10, TP-11, TP-12, TP 15 and TP 16.
10.3 Phase 3
The Master Plan Phase 3 has been defined to meet the demand forecast for 2030. By then, 3.2
Airport development in Phase 3 will mainly focus on expanding the airport facilities in line with
growing demand.
Terminal
The new terminal shall be expanded in line with growing demand. It is recommended to close the
old terminal in Phase 3 and to concentrate all passenger operation in the new terminal. The ex-
panded terminal should have a total gross floor area of 32,000 sqm and shall be able to handle up
to approximately 1,600 passengers / hour and direction. The Master Plan allows for an implemen-
tation of passenger boarding bridges to the terminal. It should be noted that a decision on how to
precisely expand the terminal should be taken approximately 5 years before the expansion will be
carried out to best reflect users’ requirements. Car parks in front of the terminal shall be expanded
in line with growing demand.

Airside
Taxiways
To handle the forecast demand of up to 21 aircraft movements / hour, it is recommended to de-

velop a new parallel taxiway on the western side of the runway. Further, taxiways A2 and C2 shall
be refurbished.
Apron
The apron in front of the terminal shall be expanded to the south in line with growing demand. In
total, the apron shall provide for 42 aircraft stands, thereof 28 to be used frequently (active stands)
and 14 to be used less frequently (contingency stands) as shown below:
Further, the cargo apron is recommended to be refurbished during Phase 3.
Infrastructure
Airfield Drainage
In line with the growing apron area, additional drainage mains and retention shall be implemented.
It is recommended to implement additional drainage retention at the north-eastern side of the
airport.

During Phase 3, it is recommended to finalize the modernization of the power system and to im-
plement new equipment into those substations that have not been refurbished in either Phase 1 or
Phase 2.

11. Land-Use Plan
Land use drawings for the airport have been prepared for Phase 1, Phase 2, Phase 3 and a sub-
sequent phase for the period after 2030. The drawings are annexed to this report.
11.1 Land-Use principles
The preparation of a Land Use Plan for Chisinau Airport forms an essential part of the overall Mas-
ter Plan development. The Land Use Plan allows Chisinau Airport to control future permissible
developments at the airport land. The objectives of each land use zone are set out. All develop-
ment should only be undertaken following
• Obtaining the consent of the airport company; and, thereafter

• Approval by the municipality, being the relevant approval authority for any developments
on the airport land.
It is recommended that the airport company focuses in its approval on assurance that the devel-
opment is in line with the Master Plan and the airports commercial strategies. The municipality will
be responsible to ensure that the developments are in line with applicable Moldavian standards.
Development uses which are not specified in the Master Plan may be permitted on a case by case
basis, following consideration as to whether that use is consistent with the Master Plan as a whole,
as well as the other uses permitted with that particular zone. Any development on the airport shall
be consistent with the Master Plan.
Concentration of facilities
The Master Plan development envisages a concentration of passenger and secondary facilities in
dedicated areas. This creates synergies and cost savings for the airport and its stakeholders.
A modern master plan is characterized by a clear division between landside and airside. The bor-
derline between the landside access road and the airside forms a highly critical part of an airport
layout. Together with its client HTA elaborates the best use of the available space considering an
optimum mix between operational, technical and commercial demand and security requirements.
Flexibility and modularity
The master planning process started based on the vision described in chapter 3.1. In the course of
the master planning process, this vision was gradually translated into tangible development objec-
tives that served as terms of reference for the draft designs.
Airfield
• Consolidate all active aircraft stands, with the strategy of centralizing all passenger handling
processes in the area of the passenger terminals.

• Remove upcoming bottlenecks on taxiways. The current layout of taxiways requires back
tracking on the runway for aircraft requesting use of the full runway length. With higher intensi-
ty of aircraft operations, aircraft must be able to use the runway without regular need of back
tracking.
• Flexible stand layout. The traffic forecast foresees that the majority of aircraft operating into
Chisinau will be Code C aircraft and only few Code D aircraft will arrive. The apron stands pro-
vided for Code D aircraft should be used for an alternate parking of Code C aircraft for times
case in which no Code D stands are needed.
Terminal
• Optimizing passenger handling processes. An optimized and hassle free passenger process
shall be facilitated through modern passenger terminal facilities.
• Upgrade restaurant and retail areas. In the course of terminal design, improvements to the
current commercial facilities in the terminal were taken into account.
• Optimize road / terminal interface. Modern and efficient car parks shall be provided in the
immediate vicinity of the terminal.
Ancillary facilities / Landside
• Concentration of support facilities to allow for synergies between the different support facili-
ties. Refurbishment of support facilities should be carried out in a phased way.
• Refurbishment of the utility system in a phased way, mainly connected to refurbishing the
power and drainage system.
Commercial Development
Chisinau Airport holds well located lands near the passenger terminal in the north of the airport.
This area is can be used for commercial (real estate developments) and is reserved in the land use
plan for such use.

11.2 Airfield Development Concept
To facilitate the movement of aircraft at junctions and intersections, fillets should be provided at
junctions at intersections of taxiways with runway, apron and other taxiways.
Required Land
To facilitate the implementation of the Master Plan, the land of Chisinau Airport should be ex-
panded south of the runway for expanding the runway strip and for ILS-related areas as described
below. Required areas are 14.23 ha and 3.11 ha respectively. Chisinau Airport, on the other hand,
will not need other parts of the airport land west of the existing cargo apron and in the south-east
of the runway for the foreseeable future. These areas, size of 17.77 ha and 15.44 ha respectively,
may be, in full or partly, used for a land swop in exchange of getting access to the additional land
needed south of the runway. The graph below indicates the affected areas:

Required Aircraft Stands
As described in chapter 7, the apron needs to be extended to meet future demand. The apron
development is triggered by aircraft movements, mainly aircraft movements during the peak hour
and the peak day as detailed in chapter 7. The table summarizes of required aircraft stands in
future.
Code B 2 3 3
Code C 8 29 35
Code D 2 4 4
Total Aircraft Stands 12 36 42
Pavement Strength
The subgrade value at Chisinau Airport is within the “medium strength” and “low strength” catego-
ries according to ICAO, Annex 14, characterized by values around CBR ~ 10 or k ~ 80 MN/m³.
Referring to the future (next 20 year) traffic load the main loading parameters for the pavement
design can be assessed to:
50,000 annual full load movements (1,000,000 movements in total for the next 20 years) thereof
15% Code D (e. g. B 767-300)
65% Code C (e. g. B 737-800)
20% Code C (e. g. ATR 72)
A cursory pavement design has been carried out according to the US-FAA Advisory Circular
150/5320-6D “Airport Pavement Design and Evaluation”
The following tables show the envisaged future PCN values after finalization of Modernization
Project II. The figures are mainly comparable to a mixture of the ACN values of the main design
aircraft B737-800 with MTOW (maximum take-off weight) of app. 78,500 kg and the heaviest
aircraft to operate within the design calculations is the B767-300 with MTOW of app. 159,700 kg,
but only limited numbers as described in the design report airfield.

Runway / bearing strength:
Runway PCN value PCN value

present declared after refurbishment
Runway 08/26 PCN 59 /R/A/X/T PCN 52 /R/B/X/T
Taxiways / bearing strength:
Taxiway PCN value PCN value

present declared after refurbishment
TWY A1 PCN 42 /R/B/X/T PCN 54 /R/C/X/T
TWY B1 PCN 42 /R/B/X/T PCN 54 /R/C/X/T
TWY C1 PCN 42 /R/B/X/T PCN 54 /R/C/X/T
TWY A2 PCN 38 /F/D/X/T PCN 38 /F/D/X/T

unchanged
TWY B2 PCN 31 /F/D/X/T PCN 56-60 /F/D/X/T
TWY C2 PCN 38/F/D/X/T PCN 38 /F/D/X/T

unchanged
TWY D PCN 40/F/D/X/T PCN 52-56 /F/C/X/T
TWY E PCN 61 /F/D/X/T PCN 54 /F/C/X/T
Apron / bearing strength:
Apron Taxiway PCN value

present declared
Apron 2 PCN 38 /F/D/X/T PCN 52-56/R/C/X/T
Apron 1 (sec 16) east PCN 28 /F/D/X/T PCN 52-56/R/C/X/T
The ACN values of the B767-300 are on rigid pavement (subgrade category B and C) not higher
than the values of the B737-800. For flexible pavement sections with low and ultra low subgrade
strength (subgrade category C and D) the ACN values for the B767-300 increase significantly.

For new flexible pavement, the following section is recommended:
• 12cm asphalt surface (4cm wearing course / 8 cm Binder course)
• 25cm asphalt (bituminous) base course
• 30cm crushed aggregate base course
• 36cm uncrushed aggregate base course / as lower base course and frost prevention
layer
• 103cm total pavement thickness on subgrade (CBR ~ 6)
For the new apron hard stands a similar calculation has been made resulting in a recommended
new rigid pavement section of:
• 40cm Portland cement concrete slabs (about 6.00 x 6.00m)
• 23cm cement treated base course
• 40cm crushed aggregate base course / also acting as frost prevention layer
• 103cm total pavement thickness on subgrade (k ~ 40 MN/m³)

Isolated Aircraft stand
An Isolated aircraft stand will be provided. ICAO recommends: “The isolated aircraft parking posi-
tion should be located at the maximum distance practicable and in any case never less than 100 m
from other parking positions, buildings or public areas, etc. Care should be taken to ensure that
the position is not located over underground utilities such as gas and aviation fuel and, to the ex-
tent feasible, electrical or communication cable.”
The isolated aircraft stand will be located at the eastern end of taxiway D. The distance to any
other aircraft position is sufficient. In case of use of the eastern end of taxiway D as an isolated
aircraft stand, taxiway A1 should be closed.
Quarantine Stand
If a specific health thread is reported or suspected from a specific aircraft, this aircraft shall be
isolated on the passenger apron. In line with Moldovan legislation, the relevant authorities shall
approach the aircraft to identify the level of thread and to decide on further steps. If need be, adja-
cent aircraft positions may be vacated or the suspected aircraft may be towed to a remote area. In
very specific circumstances authorities may decide to park the aircraft on the isolated aircraft
stand.
Governmental Aircraft Stand
Immediately in front of the delegation terminal aircraft stands are available which may be used for
serving governmental aircraft. If a need arises for governmental aircraft to be handled on roll in roll
out positions, such positions are available in the vicinity of the delegation terminal to the east (in

Phase 1) and to the south (in Phase 3). Under specific circumstances there may be a need for a
representative roll in roll out aircraft stand immediately in front of the delegation terminal – for ex-
ample to officially welcome Heads of State. In such case, the three aircraft stands in t of the dele-
gation terminal can be vacated, making way for such special operation.
Runway
The existing runway 08/26 with a total length of 3,560m is more than sufficient to handle the cur-
rent and future traffic. The capacity of the runway is determined and the need of a further runway is
triggered by aircraft movements during the peak hour as detailed in chapter 7. The width of the
runway of 45m is also sufficient but shoulders do not exist. To meet ICAO regulation for a Code 4
D airport, shoulders shall be added to the runway in phase 2. The runway strip south of the runway
should be extended in phase 2 to 150m, to be in line with ICAO recommendations.
For aircraft operations an ILS system is available. The ILS is CAT I for arrivals in 08 and CAT II for
arrivals in 26. As described above, the runway strip does not meet ICAO regulations. The strip
needs to be extended on the south side of the runway.
Taxiways
Three taxiways A1, B1 and C1 are connecting to taxiway D. Taxiway D is the old runway of the
airport and is in a similar alignment than the runway. Four more taxiways A2, B2, C2 and E con-
nect the parallel taxiways D to the passenger apron. Taxiway C2 connects taxiway D with the
cargo apron in the western part of the airport. In Phase 3, a new taxiway shall be constructed
parallel to the runway in the western part of the runway between taxiway C1 and threshold 08. This
taxiway connection to the runway will increase the runway capacity. The taxiway developments are
triggered by aircraft movements during the peak hour as detailed in chapter 7.
New Taxiway
The current taxiway lighting is in an old condition and should be refurbished during Phase 1. In this
context, taxiway centre line lights shall be installed at taxiways B1 and B2 to meet ICAO regula-
tions for CAT II operations.

Apron
The main apron, as described above, shall be refurbished and reorganized in phases 1 and 2. In
Phase 3, the apron size shall be extended to the south to meet increased demand for parking
aircraft. In addition, in phase 3 the cargo apron should be refurbished, two aircraft can be located
on the refurbished apron.
The existing flood lighting is recommended to be replaced in phase as it is in a bad condition and
not energy efficient. Energy efficient lamps shall be used to light the apron.
In general, the pavement strength has to be improved to cope with future requirements. Therefore
the apron will be entirely refurbished or reconstructed during the first development phases.
11.3 Terminal Development Concept
11.3.1 Design Parameters
The design parameters are based on the results of the traffic forecast, IATA Airport Design Refer-
th
ence Manual 9 Edition and HTA’s industry experience.
A terminal development is triggered by passenger demand, namely peak hour passengers and is
always ideally matching capacity requirements and provision of space is not economical and oper-
ational feasible. This would lead to more or less ongoing construction activities hindering opera-
tions, causing inconvenience to the passengers and increased investment cost. The proposed
modular expansion concept is reflecting the results of the traffic forecast and a reasonable lifecycle
of terminal developments. These proposals are representing a good level of balance between
investment, operational demand and capacity provision.
The lifecycle of each expansion step is approximately 10 years. The design shall meet the opera-
tional, functional and space requirements on an IATA Level of Service C (LoS C) for the reference
year.
Looking at the expansion proposed for the existing terminal in Phase 1, the design year was devel-
oped out of the underlying capacity requirements stipulating a throughput capacity of 750 PHP in
each direction and reflected in the HTA traffic forecast update for 2016. The design is providing a
LoS C for this capacity for the year 2016. Thereafter, the next terminal development phase needs
to follows if the peak hour passenger volume exceeds 750 passengers and if LoS C is intended to
be maintained. Alternatively, a lower service level may be accepted by the airport, postponing the
next development phase. Chisinau Airport has expressed an intend to accept a lower service level
than LoS C for approximately 5 years before commencing the next terminal development phase.

11.3.2 Functional Requirements
The passenger terminal shall be planned according to the following guidelines:
• The passenger terminal shall be a centralized facility with common check-in isles and a
long term option for common use for all flights.
• The passenger terminal shall be designed with a 1 and 1/2-level concept.
• Arriving passengers shall be kept separate from departing passengers. Transfer channels
shall be equipped with screening devices
• The security screening of checked bags will be “in line”, part of the baggage handling
system
• Pre-flight screening shall be centralized
• A new passenger terminal shall be designed to allow for future installation of passenger
boarding bridges without heavy interference with passenger operations
• The terminal shall offer sufficient and ideally located areas for maximization of non aero-
nautical revenues

11.3.3 Space and Equipment Requirements
The tables below are showing the basic assumptions respectively design parameters used for the
calculation of the required passenger processing devices and areas for the relevant design years
2015/16, 2015 and 2030.
The below listed area figures are mainly related to the sole requirements for the processing pur-
poses and do not contain any additional space needed for commercial, offices, circulation, building
utilities and construction. The areas deriving out of the architectural layout are therefore differing
but ensuring the agreed IATA level of service.
Year 2015/2016 2025 2030
Meeters / Greeters per Passenger per passenger 1,0 0,5 0,5
Passenger Terminal
Units
Productivity Rates
Check-In Counter Seconds / Passengers * counter 60,0 45,0 45,0
Departures Passport Control Seconds / Passengers * desk 60,0 45,0 45,0
Passenger Screeneing Passengers / hour * unit 180,0 180,0 180,0
Gates Departures / hour * gate 2,0 2,0 2,0
Arrivals Passport Control Seconds / Passengers * desk 60,0 45,0 45,0
Baggage Reclaim Belts Arrivals / hour * belt 3,0 3,0 3,0
Dwell Times
Landside Departures Hall min 30,0 15,0 15,0
Check In Area min 15,0 15,0 15,0
Departures Customs Control min 5,0 5,0 5,0
Departures Passport Control min 5,0 5,0 5,0
Airside Departures Area min 45,0 45,0 45,0
Arrivals Passport Control min 15,0 15,0 15,0
Baggage Reclaim Hall min 15,0 15,0 15,0
Arrivals Customs Control min 10,0 10,0 10,0
Landside Arrivals Area (passengers) min 5,0 5,0 5,0
Landside Arrivals Area (meeters) min 45,0 30,0 30,0
Area Provision / Occupant (IATA LoS C)

Landside Departures Hall sqm / occupant 2,3 2,3 2,3
Check In Area sqm / occupant 1,3 1,3 1,3
Departures Customs Control sqm / occupant 1,5 1,5 1,5
Departures Passport Control sqm / occupant 1,0 1,0 1,0
Airside Departures Area sqm / occupant 1,5 1,5 1,5
Arrivals Passport Control sqm / occupant 1,0 1,0 1,0
Baggage Reclaim Hall sqm / occupant 1,7 1,7 1,7
Arrivals Customs Control sqm / occupant 2,3 2,3 2,3
Landside Arrivals Area sqm / occupant 2,3 2,3 2,3

Unit Demand 2015/16 2025 2030

Check-In Counter no 12,5 16,5 19,8
Departures Passport Control no 12,5 16,5 19,8
Passenger Screeneing no 4,2 7,3 8,8
Gates no 3,5 6,0 7,0
Arrivals Passport Control no 12,5 16,3 19,5
Baggage Reclaim Belts no 2,3 4,0 4,7
Area Requirement
Landside Departures Hall sqm 1.725,0 1.137,6 1.362,8
Check In Area sqm 243,8 428,7 513,5
Departures Customs Control sqm 93,8 164,9 197,5
Departures Passport Control sqm 62,5 109,9 131,7
Airside Departures Area sqm 843,8 1.483,9 1.777,5
Arrivals Passport Control sqm 187,5 326,0 390,5
Baggage Reclaim Hall sqm 318,8 554,2 663,9
Arrivals Customs Control sqm 287,5 499,9 598,8
Landside Arrivals Area sqm 1.437,5 999,7 1.197,5
11.4 Draft Terminal Design
11.4.1 Development Concept and Phasing
The development of the Chisinau Airport terminal facilities will consist of three Phases until 2030:
• Phase 1 – extension of the existing terminal by adding airside departure and arrival space as
well as enlargement of the baggage make-up/break-down area.
• Phase 2 – implementation of a new core terminal including all required terminal operational
facilities not including contact stands. The Terminal development offers certain operational op-
tions such as usage of the terminal for the whole passenger operation as well as usage as
dedicated terminal for certain airlines.
• Phase 3 – adding of additional check-in capacity, expansion of the baggage system and add-
ing of fixed passenger boarding elements as well as flexible ones for 5 contact stands and final
transfer of the whole passenger operations to the new development.
The new terminal will be developed in a 1 and ½ level concept suitable for the passenger figures
forecasted for 2030 and beyond.
1. The ground floor level provides in the most efficient way the international bus departure
and bus arrival zones with direct access for arriving passengers to the baggage claim
areas. Baggage make-up and break-down areas are separating the airside from the land-
side, the latter comprising the public arrival and departure halls. Part of the public depar-
ture is defined by the check-in island ideally located in close proximity to the baggage
make-up hall. The dimension of the proposed ground floor footprint is ~ 130 x 115 m.
2. Access to the first floor is directly from the ground floor via escalators, elevators and stairs
leading to the customs and security screening area. Having passed this processing area
the departing passengers are arriving at the immigration control, giving access to the de-

parture area starting with the airside market place. From the marketplaces the passengers
are having direct access, via stairs to the departure bus gates on the ground floor level.
The whole architectural concept is based on the idea to allow for undisturbed operations during
the future development/construction phases, providing capacity until the years 2030 and beyond.
Due to this the layout of Phase 2, the new terminal, is concentrating, beside optimized passenger
convenience and airport operations as well as development of commercial revenue potential, on
the right allocation of areas to be expanded, in case of an increased demand, regarding passenger
processing and the related baggage handling facilities.
The concept offers a high level of flexibility in terms of future development allowing choosing the
most appropriate development meeting operational requirements, passenger convenience and
financial viability. The concept offers a long-term development perspective.
The sketch illustrates the level concept chosen for the new Chisinau Airport Terminal development.
Ground Floor
Airside
Landside Departure Hall and Check In

Baggage Make-Up
Airside Departure Hall
Airside Arrivals
Baggage Break-Down
Baggage Reclaim
Landside Arrival Hall
Vertical circulation / Secondary Facilities
Customs / Border Control
Landside

First Floor
Airside

Customs / Security / Border Control
Walk Through Duty Free
F+B / Retail
Vertical circulation / Lounges / Offices etc.
Landside
The layout allows for a simple expansion by adding new areas and building volumes to both sides
of the terminal and adding of a ‘pier’ as well as boarding bridges and the required arrival corridor.
Ground Floor
Airside
Landside Departure Hall and Check In

Baggage Make-Up
Airside Arrivals
Baggage Break-Down
Baggage Reclaim
Landside Arrival Hall
Vertical circulation / Offices etc.
Customs / Border Control
Landside

First Floor
Airside

Customs / Security / Border Control
Walk Through Duty Free
F+B / Retail
Vertical circulation / Lounges / Offices etc.
Landside
Sections
Landside Airside
Airside Departure Hall Landside Departure Hall

Customs / Security / Border Control Vertical circulation / Lounges / Offices etc.
F+B / Retail
Baggage Make-Up
Landside Airside
Airside Departure Hall Landside Departure Hall

Customs / Security / Border Control Vertical circulation / Lounges / Offices etc.
F+B / Retail Fixed Passenger Boarding Bridges
Baggage Make-Up Airside Arrival Corridor.

11.5 Landside Access and Car Parking
The airport is well linked to the main highway connecting Chisinau and Tiraspol. The highway con-
sists of a double lane in each direction and divided in front of the terminal area. Capacity of the
highway is approximately 3,000 vehicles per hour and direction. Currently, the highway capacity is
rd
utilized by approximately 1/3 , i.e. approximately 1,000 vehicles / hour and direction. Thereof,
approximately 200 vehicles / hour and direction are airport related and approximately 800 vehicles
/ hour are non airport related. The capacity of the existing highway will be sufficient at least until
2030 to handle the increased traffic volume from the airport, even assuming a background growth
of 5% p.a. for the non-airport related traffic and no mode shift for the airport related traffic.
The existing terminal is connected to the main highway by a short connection with two lanes per
direction, leading into the curbs in front of the existing passenger and VIP / delegation terminal
area. The capacity entrance to the delegation terminal curb is secured and only available to autho-
rized vehicles.
The passenger terminal curb is mainly used for departures, whilst meeters and greeters awaiting
arriving passengers use the car park in front of the terminal. The terminal curb consists of two
drive-through lanes and one stop lane. Available curb length is approximately 175m, sufficient to
handle the demand of Phase 1. The car park in front of the terminal has a capacity of 150 stands,
mainly used by meters and greeters awaiting arriving passengers. During peak periods, the capaci-
ty of the car park is insufficient to meet current demand. To meet the demand for Phase 1, the car
park shall be expanded, either by providing a multi storey car park at the existing at grade car park
or by expanding the at grade car park near the airport administration west of the terminal.
For Phases 2 and 3 and in connection with the development of the new passenger terminal, the
existing access to the highway will be amended. A modern one way loop will be created leading
passengers into the terminal zone from the highway at the existing intersection of the road connec-
tion the administration zone with the highway. The new one way loop will by pass the airport ad-
ministration, the new airport city, modern car parks and will lead to the new terminal curb. The exit
to the highway will be via the current road connecting the highway with the existing terminal.
The new loop will be a two lane road, widened in front of the terminal into a dedicated public
transport curb (one stop lane and one drive through lane) and one curb for the general public with
one stop lane and two drive through lanes.
Public transport services including mini-bus and bus services are regularly offered. Approximately
200 m before the main link to the airport, coming from the Chisinau city centre, there is a link to the
administration area accommodating buildings of the CAA, Air Moldova and Chisinau Airport.
To meet the forecast demand for car parks in Phase 2 and 3, additional car parks can be built in
front of the new passenger terminal. A part of the car parks is recommended to be built in form of
multi storey parking garages and the remainder in form of at grade car parks.

In long term future a shuttle bus connection to the railway station north of the airport can be im-
plemented. The landside facilities are triggered by passenger movements, annual as well as peak
hour movements as described in chapters 7 and 8.
11.6 Ancillary Facilities
Based on the traffic forecast, a phased development of the airport infrastructure has been devel-
oped. Besides major facilities like the apron or the passenger terminal, sufficient support infrastruc-
ture needs to be provided at an airport. This includes secondary buildings as well as infrastructure
for utilities such as power and water.
Introduction
The secondary buildings of airports are supporting and complementing facilities for airports. Some
of these facilities are essential for the operation of an airport. The purpose of the facilities can reach
from a hotel or canteen to an ATC tower.
At Chisinau Airport an area has been reserved to develop a new technical centre in the eastern
part of the airport. The following figure shows the ancillary facilities at the airport and the location of
the new technical area.
Ancillary Facilities

Technical Center
The new technical center shall be developed in a phased way in phases 2 and 3 and should com-
prise the following facilities:
• Building Maintenance
• Social Block / canteen
• Access Gate to the airside
• Vehicle Workshop
• Vehicle Shed
• GSE Hall
The graph below shows an allocation of these components.
Technical Center
Building Maintenance can remain in the north-western area. However, it needs to be relocated in
order to obtain one connected commercial area (2)

Alternative: Building Maintenance remaining in North West Sector
Ground Service Equipment and Maintenance Area
As part of the new eastern technical centre, it is foreseen to construct a new Ground Service
Equipment hall.
Cargo Terminal
In Phase 2, a new cargo terminal shall be developed at the western part of the airport which has
historically already been used for cargo activities. A cargo hall with a gross floor area of approx-
imately 1,400 sqm will be sufficient to handle the demand forecast for Phase 2 (7,100 to / year)
and, assuming improved productivities over time, Phase 3 (8,200 to / year). Approximately 1,200
sqm gross floor area should be dedicated to the cargo hall and the remaining 200 sqm for offices.
Depth of the hall should be 40m to allow for efficient flows inside. Initial width of the hall should be
30m. The hall should be designed that it can be expanded in a modular way by moving the side
walls, thus increasing the width of the hall.
The offices are typically located at the second floor. Inside the cargo hall, the following facilities
should be provided:
• Desks for customers delivering and receiving cargo

• Screening facilities
• Customs control areas, import and export
• Export storage area
• Areas to build cargo pallets
• Import Storage area
• Areas to break down pallets

• Room for storing goods of high value, approximately 10 sqm

• Air conditioned / cooled room with two adjustable temperature zones, typically adjustable
between -5 and +10 degrees Celsius, approximately 100 sqm
• Room for storing dangerous or special goods, approximately 50 sqm
During a typical peak day, approximately 35 to of air cargo (combined import and export) will need
to be handled in the new cargo hall.
Like for the passenger terminal, the airside – landside line should run through the cargo terminal.
This mode of operation has the advantage that customers do have a landside access to the cargo
hall to deliver and pick up their goods. In addition, ground handlers can access the cargo hall from
the airside to pick up air cargo which is due to be loaded on aircraft as well as to deliver air cargo
from landed aircraft. Inside the cargo hall, all cargo due to be exported should be screened. In line
with EU standards, screening of a part of the air cargo may not be required in the hall if this air
cargo is being delivered by certified forwarders who have carried out the screening at their facili-
ties.
Outside the cargo hall, sufficient maneuvering areas have to be allowed landside and airside to
ensure good access to and from the cargo hall. Landside, a 35 m wide zone has been allowed for
serving and parking vehicles delivering and receiving air cargo. Although the majority of the vehicles
will be of “van” category, typically transporting up to 2 to of cargo, the design shall allow to handle
up to 18m long trucks. Five loading bays will be sufficient to handle the cargo volume.
Airside, a 20 m wide zone has been allowed for serving the cargo hall. This zone is typically used
for storing equipment like dollies used for transporting air cargo to and from the aircraft.
Fire Fighting Station
Chisinau Airport is classified as category 6, as per Annex 14 ICAO of the airport Service Manual,
Part I, Firefighting. The equipment meets the requirements of category 7. This is sufficient to handle
Code C aircraft. If Code D aircraft are going to operate into Chisinau Airport on a scheduled basis,
the fire fighting category needs to be upgraded to CAT 8 as defined in ICAO Annex 14, Section
9.2. To meet the requirements for CAT 8, at least three fire fighting and rescue vehicles meeting
ICAO standards need to be provided.
The existing fire station is well located and can remain in use during the Master Plan period. There
is no need for a second fire fighting station.
Air Traffic Control building and tower
The air traffic control tower has a good location with an unobstructed view of the entire maneuver-
ing area. A new air traffic control tower is not required within the Master Plan horizon. The air traffic
control building will need refurbishments in mid to long term future. A replacement of the building is
not necessary.

Security Facilities and Access Gate
Chisinau Airport has one main state of the art landside to airside gate near the airport administra-
tion office west of the passenger terminal. One additional and secondary landside to airside gate is
located in the north eastern part of the airport. The existing main gate is well located and can re-
main as the main airside access gate during the Master Plan horizon. In connection with develop-
ing the new technical zone in the north eastern airport area, the existing secondary gate should be
upgraded in Phase 2 to the same standard as the main gate.
Airport administration building
The majority of airport administration is located in the former airport hotel west of the passenger
terminal. Other employees have their offices near their areas of duties, partly airside. Although
already relatively old, there is no immediate need to develop a new administration building – if the
existing one is regularly maintained and upgraded. In case a new administration building is decided
to be developed, such offices should be developed in the commercial development zones of the
airport, either in front of the new terminal or, alternatively, west of the existing administration office.
11.7 Utilities
Surface Water Drainage
The surface water system needs to be upgraded in order to meet current and future demand.
Phase 1
In connection with the apron reconstruction in Phase 1, the drainage system will be modernized.
High strength drainage channels shall be implemented to collect the surface water and improving
the current insufficient drainage situation in front of the VIP / Delegation terminal. New pipes, col-
lecting the drainage water from the northern and southern apron side, will be provided. The exist-
ing rainwater purification plant approximately 2 km south of the airport will be refurbished. As the
capacity of this purification plant is limited, retention volume will be provided in form of two tank
sewers for the new pipes collecting the apron drainage water.
Further, in Phase 1 the drainage system along runway will be enhanced. Missing inlet devices will
be implemented. In connection with the reconstruction of the runway, the overlay and the shoul-
ders will be built with adequate transversal slope, improving surface water run-off.
Phase 2
In connection with the widening of the runway strip south of the runway, a new drain south of the
runway should be implemented. This drain shall collect the surface water of the southern side of
the runway. The water shall be led into the rainwater purification plant. A retention basin is foreseen

to reduce the water load into the purification plant. To avoid that birds are attracted by the reten-
tion basin, the retention basin needs to be covered by a net.
Phase 3
In connection with the provision of additional apron stands in Phase 3, the apron drainage system
will need to be expanded. Additional drains and retention basins are foreseen to be developed.
The following drawings show the surface water drainage system of Chisinau Airport for Phase 1,
Phase 2 and Phase 3.

Please insert here Surface Water Drainage Drawing Phase 1
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5_Water Drainage 2015 10122009.pdf

Please insert here Surface Water Drainage Drawing Phase 2
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Insert here Surface Water Drainage Drawing Phase 3
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Water Supply
In connection with the development of the airport in Phases 1, 2 and 3, the water supply system
will need to be expanded. However, no new main connections are necessary.
Waste Water
In connection with the development of the airport in Phases 1, 2 and 3, the waste water system
will need to be expanded. However, no new main connections are necessary.
Power Supply
The external power supply system from three independent sources is sufficient and safe. The old
existing equipment on airport due for replacement as described above.
The below drawings show the development of the Water Supply, Waste Water and Power System
for Phase 1, Phase 2 and Phase 3.

Please insert here Utility Drawing Phase 1
A3 Fold Out
8_Utilities 2015 A3.pdf

A3 Fold Out

A3 Fold Out

Gas supply and Heating
The heating plant for the airport is supplied by natural gas. It is recommended to maintain the
existing heating plant for the existing consumers, including the airport village.
For major new structures like hotel, new commercial areas and the new terminal, independent and
de centralized thermical plants should be provided in connection with the individual developments.
The external gas supply network should be extended to serve the new structures. Such extension
should be carried out in connection with developing the new structures.
Fuel Supply System
The existing fuel farm is well located immediately north west of the airport and has a high capacity
potential. There is no need to expand the area of the fuel farm or to change the location during the
Master Plan horizon.
At present trucks transport the fuel to the apron using partly landside roads between the apron
and the fuel farm. To limit the truck traffic to and from the fuel farm in future, it is recommended to
install in Phase 3 a pipeline from the fuel farm to a central truck filling station south of the apron.
From there, fuel tankers can easily access the apron and refuel the aircraft.
However, to keep maximum flexibility in use of aprons it is recommended not to install a hydrant
fuelling system.

De-Icing
To insure save operation during winter period aircraft have to be de-iced before the departure. The
two most commonly used de-icing concepts have been evaluated for Chisinau Airport:
• Dedicated de-icing stands

De-icing on dedicated stands close to the take-off thresholds. De-icing will take place imme-
diately before take-off at dedicated stands near the threshold. This allows for the reduction in
the concentration of expensive de-icing fluid in the fluid / water mixture. Separators and cat-
chment basins for de-icing fluid can also be limited to these dedicated de-icing stands.
• De-icing on-stand
De-icing can be done during the regular ground servicing cycle of the aircraft at its regular
stand. The aircraft will then leave the stand and go through regular take-off routine
Currently all aircraft are de-iced at the aircraft stand on the apron. This standard procedure for
aircraft de-icing can remain in future.
Optionally, a dedicated de-icing facility can be implemented in Phase 3 east of taxiway B2. It is
recommended to provide facilities for at least two Code C or, alternatively, one Code D aircraft (no.
3 below).
De-Icing Position

During de-icing operation, water shall be specifically collected and lead to pollution control points
(no 5 above). In case pollution is within regulatory limits, the water can be discharged into the regu-
lar surface water drainage system. In case pollution is too high, the water shall be lead into the
sewage system for treatment.
11.8 Safety and Security
At each airport, a basic level of security is required under normal operating conditions. In addition,
operational measures should be in place for periods of high tension. Procedures should be in place
to facilitate a safe operation of the airport.
At Chisinau Airport, a dedicated department is in charge of the airport safety and security. This
Master Plan sets the framework, under which an effective safety and security management and
operation of the airport can be implemented. This Master Plan defines the framework to under
which the safety and security department can maintain its operation. To support an effective man-
agement, specific attention has been laid to developing the facilities of the airport in compliance
with applicable international standards, especially the ICAO Annex 14 standard.
One of the most important security components is to ensure that only authorized persons can
enter the security restricted areas of the airport. The entire security restricted area of the airport
needs to be fenced and patrolled. Dedicated gates shall allow for access of persons and goods to
the security restricted areas. All persons, passengers and employees as well as goods shall be
inspected by authorized personnel to ensure that no unlawful access is granted.
All persons requiring regular access to the security restricted area shall be screened and cleared in
advance and shall subsequently receive access ID cards identifying the person and the areas to
which the person has access. Other persons, requiring only occasional access, should get a tem-
porary access and should be accompanied by a person holding a permanent access ID at all times
whilst being in the security restricted area.
Passengers and their baggage shall only be allowed to enter the security restricted area inside the
terminal and on the apron in direct connection with boarding the aircraft. All passengers shall be
escorted for the way between the passenger terminal and the aircraft. All departing and transfer-
ring passengers and their baggage shall be screened. Screening shall include passengers and their
baggage using the VIP / Delegation terminal. Airport staff working inside security restricted areas of
the terminal shall undergo the same level of screening as the passengers, either using the same
channels as the passengers or a dedicated channel.
In connection with the development of the technical and maintenance centre in the north eastern
part of the airport it is foreseen to upgrade the existing gate at this location, making it the main
gate for all maintenance-related activities. The existing main gate to the west of the Moldatsa area
can remain in place. It will be in future in immediate vicinity of the new passenger terminal and thus
be well located for all activities that are to be carried out in connection with handling passengers.

Only controlled cargo shall be loaded on aircraft. Control can be either carried out at specifically
licensed forwarders, inside the cargo hall or at the gates towards the security restricted area. For
Chisinau airport it is recommended to conduct the screening of the air cargo inside the new cargo
hall once constructed in phase 2. Until then, the existing system of controlling air cargo shall re-
main in place. Once the new cargo hall is completed, only those cargo items that are not
processed in the cargo hall shall be controlled at the gate. For those items it is recommended to
make use of specifically licensed forwarders or handlers, thus reducing the controlling require-
ments at the gate.
An obstacle analysis has been carried out as part of this Master Plan; the results are presented in
section 4 of this report. Summarizing the obstacle analysis, the runway strip should be extended
south of the runway to a width of 150 m to be in line with ICAO recommendations. Two old and
out of use Moldatsa observation buildings south of the runway, close to the electrical substations
TP-22 and TP-23 are forming obstacles and should be removed.
The needs of the fires and rescue station have been assessed as part of this Master Plan; the
results are presented in section 11. Summarizing the results, the fire station needs to be upgraded
from CAT 6 to CAT 8 to meet future needs.

12. Financial Planning
During the course of preparing the Master Plan, estimates have been prepared on the likely imple-
mentation cost, or capital expenditures (or “Capex”), of the different identified improvements. This
section summarizes these implementation cost and provides information on the underpinning
assumptions. Purpose of this capital expenditures assumption is to provide guidance to the airport
management on the long-term financial planning of the airport. It is, however, not a detailed finan-
cial or business plan.
The majority of the works of phase 1, but not all, are foreseen to be carried out as part of the air-
ports Modernization Project 2, which is designed in parallel. Latest cost estimates for the Moderni-
zation Project 2, status end December 2009, have been implemented in the below tables as and
where applicable.
Implementation of the Master Plan is estimated to require the below listed capital expenditures:
Summary Table
Phase 1 [Euro] Phase 2 [Euro] Phase 3 [Euro]
Airfield 28.5 million 13 million 14.5 million
Passenger Terminal 5 million 49 million 30 million
Secondary Facilities / Utilities 14 million 20.5 million 7.5 million
Contingency (app.10%) 4.5 million 7.5 million 5 million
Total 52 million 90 million 57 million
The values above are detailed in the below sections. The above values are real values, price basis
end 2009. The values include fess, for example design and legal fees but no taxes. Cost for land
acquisition is not included (a land swop may be possible). The above table is based on the as-
sumption that the existing terminal will remain open in phase 2 and will be closed in phase 3. The
values include investments into car parking and air cargo as detailed below, which may be carried
out by either the airport or third parties. All values are rounded values.
The summary table is based on the following assumptions for the different expansions:

Airfield Area [sqm] Unit Rate Capex Capex Capex

[EUR/sqm] Phase 1 Phase 2 Phase 3
[Rounded] [Rounded] [Rounded]
Runway
Modernization Project 2 EUR 13 m
Overlay 225,000 25 EUR 5.5 m
Widening of Strip / ILS Area Allowance EUR 0.5 m
Sub-Total Runway EUR 13 m EUR 6 m -
Taxiways
Modernization Project 2 EUR 5 m
Overlay 30,000 25 EUR 2.5 m EUR 0.75 m
New 33,000 80 EUR 2.75 m
Sub-Total Taxiways EUR 5 m EUR 2.5 m EUR 3.5 m
Apron
Modernization Project 2 EUR 6.5 m
Overlay 50,000 25 EUR 1.25 m
New Phase 2 30,000 90 EUR 2.75 m
New Phase 3 110,000 90 EUR 10 m
Sub-Total Apron EUR 6.5 m EUR 4 m EUR 10 m
Airfield Lighting
Modernization Project 2 EUR 4m
Improvements Phase 2 and Phase 3 Allowance EU 0.5 m EUR 1 m
Sub-Total Airfield Lighting EUR 4 m EUR 0.5 m EUR 1 m
Total Airfield EUR 28.5 m EUR 13 m EUR 14.5 m

Terminal Area [sqm] Unit Rate Capex Capex Capex

[EUR/sqm] Phase 1 Phase 2 Phase 3
Terminal
Expansion Existing Terminal as per EUR 5 m

Modernization Project 2
New Terminal Phase 2 19,500 2,500 EUR 49 m
Expansion New Terminal Phase 3 12,000 2,500 EUR 30 m
Total Terminal EUR 5 m EUR 49 m EUR 30 m

Secondary Facilities Area [sqm] / Unit Rate Capex Capex Capex

Number [No] [EUR/sqm] Phase 1 Phase 2 Phase 3
Real Estate n/a 3rd Party 3rd Party 3rd Party
Car Parking
At Grade Phase 1 - 1,500 -
At Grade Phase 2 330 stands 1,500 EUR 0.5 m
At Grade Phase 3 110 stands 1,500 EUR 0.2 m
Multi Storey Phase 1 500 stands 8,000 EUR 4 m
Multi Storey Phase 2 500 stands 8,000 EUR 4 m
Multi Sotrey Phase 3 220 stands 8,000 EUR 1.8 m
Sub-Total Car Parking EUR 4 m EUR 4.5 m EUR 2 m
Air Cargo
Building 1,400 sqm 1,200 EUR 1.7 m
Stageing Area 3,000 sqm 100 EUR 0.3 m
Sub-Total Air Cargo EUR 2 m
GA / Technical Area
Developments Phase 2 and Phase 3 Allowance EU 5 m EUR 1 m
Sub-Total GA / Technical Area EUR 5 m EUR 1 m
Power
New Sections Main Station DP 44 3 750,000 EUR 2.3 m
New Substations Phase 1 4 675,000 EUR 2.7 m
New Substations Phase 2 8 675,000 EUR 5.4 m
Cabling Phase 1 Ls EUR 1.5 m
Additional allowance Phases 2 and 3 Allowance EUR 0.6 m EUR 0.5 m
Sub-Total Power EUR 6.5 m EUR 6 m EUR 0.5 m

Secondary Facilities Area [sqm] / Unit Rate Capex Capex Capex

Number [No] [EUR/sqm] Phase 1 Phase 2 Phase 3
Drainage
Modernization Project 2 EUR 3.5 m
Developments Phase 2 and Phase 3 Allowance EUR 1 m EUR 2 m
Sub-Total Drainage EUR 3.5 m EUR 1 m EUR 2 m
Other Utilities (e.g. Fire Training)
Developments Phase 2 and Phase 3 Allowance EU 2 m EUR 2 m
Sub-Total Other Utilities EUR 2 m EUR 2 m
Total Secondary Facilities EUR 14 m EUR 20.5 m EUR 7.5 m

13. Detailed Options for Further Commercialization of the Airport
Chisinau Airport is interested to explore on opportunities to improve their commercial success as

an airport company. Airports are no longer considered purely as mere infrastructure providers with
their terminals as passenger processing, operational units. They represent the region’s gate to the
world and as such reflect international and local atmosphere.
Purpose of this chapter is to identify commercial improvement potential for the airport company
which is deemed worth further analysis but not to provide in depth business analysis.
Improving the commercial success can be basically achieved by either:
• Reduced Cost and / or

• Increased Revenues.
For both areas optimization potential has been identified.
Before analyzing the revenue and cost optimization potential in more detail, the potential to privat-
ize the airport is being assessed. Typically, the government either sells the shares of the airport
company to a private party or grants a concession for a defined period. There is a global trend to
privatize airports, typically leading to improved profitabilities of an airport company. This is usually
achieved as privately run airport companies can act faster and are less restricted than government
run airport companies. Typically, privately run airports implement an optimized contract manage-
ment, airline marketing and management and an optimized company structure. For Chisinau Air-
port, a privatization would have the below listed strengths and weaknesses:
Strengths: Higher profitability of the airport company
Weakness: Reduced governmental influence
Opportunities: Government may participate in the future success of the airport company
Threads: In connection with the Modernization Project II, the airport company will be
highly leveraged. Until a significant part of the loan is paid back, a privatization
may be difficult / too risky for a private party. Chisinau Airport has already
sourced out many services. This structure may be sub-optimal for a privatization
of the entire airport company and will in any case make difficult a financial analy-
sis of the future airport business.
It is recommended to further explore on the option to privatize the airport. Given the high leverage
after the Modernization Project II it is advisable to await the completion of the Modernization
Project II and the repayment of at least a part of the debt. It is unlikely that a purchase price may
be achievable for the airport company but a government participation in the future success of the
airport company (such as a profit sharing) is viewed realistic.

13.1 Cost
Cost at an airport company can be split into:
• Staff cost
• Cost for utilities and services / fees
• Financing cost
Globally, there is a trend that airport companies shall focus on core management functions and to
involve third expert partners for providing services. Chisinau Airport has already outsourced several
services, including:
• Ground Handling;
• Catering;
• Aircraft Refueling;
• Aircraft Maintenance;
• Car Parking; and
• Terminal Retail / Food & Beverage.
There are only few areas remaining for further outsourcing, mainly relating to outsourcing all or a
part of the maintenance / facility management currently performed by the airport. Outsourcing of
Facility Management services at airports is in line with European benchmarks. Below, the strengths
and weaknesses of outsourcing maintenance / facility management services are listed:
Strengths: More economical production of the services likely by third party than by airport
Weakness: Limited number of qualified service providers available in Moldova
Opportunities: Latest technological developments can be quickly implemented
Threads: Non performance of service provider may put airport operation at risk
There is concern that currently the local market is not mature enough for these services and that
there may be a significant risk of non-performance of the service providers. As a non-performance
may put the entire airport operation at risk, this option may be further analyzed at a future point
once a sufficient number of qualified local service providers are available.

Chisinau Airport has approximately 700 employees. Compared to international standards this is a
relatively high figure. The benchmark employee numbers at international airports of similar size is in
the range 400-450 employees. A reorganization of the airport company with the aim to reduce the
number of employees could lead into lower cost, improving the profitability of the airport company.
Below, the strengths and weaknesses of such option are presented:
Strengths: Improved profitability
Weakness: Process may take long and will provide uncertainties to the future of the current
employees
Opportunities: Modern and lean organization could be implemented
Threads: Risk of employee de-motivation and lower productivity, staff actions, new struc-
ture may fail
Given the high potential to improve the airport companies profitability it is recommended to explore
further on this option. As it may be difficult to make employees redundant, it may be an alternative
to gradually reduce the number of airport employees by not replacing employees that leave the
company, or, at least, limit the number of new employments to a minimum. This strategy will,
based on growing traffic, lead to a higher passenger / employee rate, improving the profitability.
Chisinau Airport makes already use of attractive financing provided by multilateral organizations like
EBRD and EIB. It is recommended to continue making use of such financing options in the future
as well wherever feasible.

13.2 Revenues
Revenues of Chisinau Airport can be split into:
• Aeronautical (regulated) revenues; and

• Non-Aeronautical Revenues.
Compared to international benchmarks, aeronautical charges – leading into aeronautical revenues

– are already relatively high. There is only limited, if any, potential to increase aeronautical charges.
It is not recommended to increase the aeronautical charges as this increase would likely have a
negative impact on the traffic development.
On the other hand, and compared to international benchmarks, non aeronautical revenues are
relatively low. There is potential to improve the non aeronautical revenues which are described
below. Non aeronautical revenues are typically generated in the following fields:
• Terminal – related;
• Car Parking;
• Real Estate; and
• Revenues from Service providers at the airport.
To improve the non aeronautical performance, Chisinau Airport may implement managerial and
contractual instruments that would enable the airport to control, monitor and influence the relevant
processes. Furthermore, a deep element of involvement should be set up by a strong commercial
department taking an active participation in a close co-operation with the concessionaires. To
underline this important strategic element the airport management will establish a regular commu-
nication forum with all commercial stakeholders.
The commercial sector represents a very important revenue source for the airport. An efficient
commercial unit within the organizational structure will be in charge of the following tasks:
• commercial marketing of the airport,

• strategy- and concept development for all commercial business segments of the airport,
• tendering of commercial businesses, negotiation and management of concession contracts,
• ensuring the adherence to and compliance with agreed service level agreements,
• liaising with airport concessionaires and users and dealing with complaints related to com-
mercial choice and solutions, and
• identification and development of new business concepts in all relevant commercial areas
ranging from retail to property market segments.

The current and potentially future main non aeronautical activities can be broken down into the
following business fields:
• Airport Hotel
• Airport City / Offices
• Car Parks
• Retail / Duty Free inside the Terminal
The following assumptions have been made to identify potential for a further commercialization of
the airport:
13.2.1 Hotel
• Generally, airport hotels enlarge the service offer and quality of the airport, increase its revenue
base and act as a catalyst for further real estate developments in the area.
• Usually, airport hotels are located directly in front to the airport’s terminal(s) and therefore
convenient for passengers. Furthermore, the path to the hotel should be easy to walk and, if
possible, covered in order to protect it’s customers from potential bad weather conditions.
• The dedicated location for hotel development at Chisinau Airport could meet the aforemen-
tioned requirements as it will be relatively near the future passenger terminal (app. 150 m)
planned to open in Phase 2. However, the walk-way between the existing terminal and the fu-
ture hotel (of approx. 400-500 m) should also ensure an unproblematic passage during the
period in which the existing terminal remains in operation.
• A hotel with a gross floor area of 1,600 sqm is viewed as commercial most beneficial.
13.2.2 Offices
• There is a trend across Europe and internationally that airports increasingly provide office
space for also non-airport related users such as company headquarters and travel intensive
branches. The development of airport real estate is not restricted only to hub airports; regional
airports may also make gains from surrounding zones if they manage such projects proactive-
ly.
• As Chisinau Airport aims to further develop the landside area, we suggest extending the real
estate stepwise, also in the long term, in line with market demand by providing single plots to
property developers and investors.
• During the Master Plan horizon, it is viewed possible to develop at Chisinau Airport offices with
a total gross floor area of approximately 16,500 sqm.
• The zone dedicated to real estate development has been identified as available for real estate
developments, existing uses can be relocated into the new technical zone if needed. Appro-
priately, the parcels of land located in front of the future terminal and airport hotel and be-
tween the airport village and fuel farm/Air Moldova facile have now been reserved for the pur-

pose of business development. The real estate could beneficiate of high attractiveness seeing
that the airport boundaries are close to industrial sites. By further developing such immense
potential, Chisinau Airport would be able offer (long-term) a good business climate for the es-
tablishment of national and international companies with benefits and synergies for employees
in terms of better infrastructure and more workplaces.
Property revenues (Hotel and Offices)
Property revenues can be generated in selling the land to interested developers. Benchmarks for
land sale range between EUR 3 and 20 per sqm. As Chisinau Airport is a prime location, an even
higher price of EUR 25 / sqm may be achievable in Phase 1. For 2025, the value of the land is
likely to be higher as the airport handles more traffic and becomes even more attractive. Therefore,
for 2025 a price of EUR 30 / sqm may be achievable in Phase 2.
13.2.3 Car parks
• Product: The car parks should be located in walking distance to the terminals. Short term car
parks should be located immediately in front of the passenger terminal. It is recommended to
identify a car park operator who will manage the car park and provide to the airport a conces-
sion fee in form of a percentage of the collected car parking revenues. There are in principle
two options – option 1 requesting the car park operator to invest into the car parks and option
2 requesting the airport to invest into the car parks.
Parking revenues
Option 1: Operator Investment - Based on a CAPEX-Assumption of EUR 3.8 m for a new multi
storey car park for approximately 700 cars and a contract term of 15 years Chisinau Airport could
expect a concession fee from 10 to 20% of the collected car park revenues.
Option 2: based on an assumption that the airport invests 3,5 m. € in building the multi storey car
park and that the operator installs the technical equipment (assumed value = EUR 0.3 m) and
assuming a term of contract of 15 years the airport could expect a concession fee from 30 to 40%
of the collected parking revenues.

13.2.4 Terminal
nd
It is recommended to utilize the 2 floor of the existing terminal for food&beverage, retail and other
non-aeronautical related services in short-term.
In expanding the existing terminal, the airport will be able to significantly improve the non aeronaut-
ical income. Improvements to the non aeronautical offering will include:
• Larger food and beverage offering at the first floor landside and airside
• Larger specialty retail offering at the first floor landside
• Improved duty free offering at the first floor airside by implementing a walk through duty
free concept
• New airline business lounge (airside) at the second floor
The different improvements are shown below:

In total, 2,330 sqm of commercial space are seen as the demand for Phase 1, including
Duty Free: 300 sqm
Specialty Retail: 400 sqm
Food & Beverage: 600 sqm
Bureau de Change / ATM: 20 sqm
Lounge: 200 sqm
Conferencing: 80 sqm
Offices: 225 sqm
Car Rental and Ground Transportation: 20 sqm
Storage: 260 sqm

14. Environmental Impact
The environmental impact of the Master Plan is not limited to new development alone, but to the
environmental management of Chisinau Airport as a whole. The airport intends within the next few
years to establish a formal Environmental Management System (EMS) in accordance with the
requirements of ISO 14001. The existing environmental management focuses largely on com-
pliance with regulatory requirements. Therefore, this Master Plan aims to promote sustainable
development at Chisinau Airport through long-term and sustain-able improvements to the existing
environment whereas operating and developing the airport in an environmentally responsible man-
ner and in compliance with all applicable national and international regulations. Moreover, the Mas-
ter Plan considers the environmental principles of sustainable development in all fields of airport
activities on the mid-term and long-term. This means that the sparing use of the natural resources
of land, water, air and energy as well as noise mitigation and public health have priority.
Identification of Environmental Issues related to the Master Plan
The development concept indentified in this Master Plan includes a number of activities with poten-
tial impact on the environment. The environmental issues include:
• Impacts on inhabitants in the airport’s neighborhood from increased aircraft movements;

• Air emissions from aircraft operations and ground transport;
• Waste management improvement;
• Soil and groundwater issues;
• Impacts on water quality;
• Flora, fauna and wildlife hazard control;
• Material assets and cultural heritage; and
• Social and local economic impacts.
To evaluate the environmental issues associated with the proposed Master Plan the current envi-
ronmental impacts of Chisinau Airport’s operation and the potential future impacts are considered.
Two future time horizons 2015/2016 and 2030 have been selected as points in time to assess
these impacts. In order to simulate the activity at Chisinau Airport for these future time horizons, it
is necessary to use some forecasts and assumptions regarding numbers of passengers travelling
through the Airport, type of aircraft that will be in operation and the aircraft mix that is the propor-
tion of each aircraft type. It should be noted that the assessment of Chisinau Airport’s environmen-
tal impacts for 2030 should be regarded as conservative. Although not accounted for in the as-
sessments that were undertaken, it is highly likely that improved aircraft and aircraft engine tech-
nology will help to reduce noise and emissions further than findings here suggest.
14.1 Noise
Noise protection is a prerequisite for the continuous development of the airport and the harmo-
nious co-existence with the authorities and local communities. In consequences, the airport man-
agement accords a special importance to negative impact due to noise and its reduction.

Noise from aircraft taking off and landing is the most significant source of negative impact at the
airport compared to other sources such as noise of aircraft on the taxiways and apron, the ground
noise produced by vehicles such as tow trucks, buses, cars, auxiliary power units, etc. using on
the airside (e.g. on the aprons), the noise resulting from maintenance and airfreight operations and
other noise emissions such as road traffic noise.
This section:
• Describes noise mitigation measures currently in place at Chisinau Airport associated with
ground-based noise sources and aircraft in operation;
• Presents current and future noise contour maps for 2015/2016 and 2030; and
• Describes measures that would ensure that the community continues to be protected from
any significant effects of noise
14.1.1 Aircraft Noise
Aircraft noise is a key issue for airports. This also applies to Chisinau Airport, which is located
nearby the villages Bachioi and Singera and features relative high traffic volumes compared to
other Moldovan airports but very small compared to other big European airports such as Frankfurt
Airport in Germany or London Heathrow in UK.
Chisinau Airport undertakes noise monitoring every five years together with the National Center of
Preventive Medicine. Routine aircraft noise monitoring is undertaken on the sites established by the
authority in charge of. The airport pays for the performance of noise measurements.
However, as an airport operator the airport can only indirectly influence aircraft noise nuisance.
Aircraft are owned by airlines and arrival and departure routes are established and controlled by
the air navigation service provider MOLDATSA. However, the airport is responsible for aircraft noise
nuisance in the immediate neighbourhood. A constructive approach to curbing aircraft noise nuis-
ance is an integrated noise abatement strategy with involvement of all stakeholders.
Large and noisy aircraft which do not meet the standards of ICAO Annex 16 Chapter 3 or FAA
FAR part 36 Stage 3 (commonly referred to as “Chapter 3” aircraft) are not permitted to operate on
EU airports from April 1, 2002. Those aircraft that meet the “Chapter 3” standards are allowed at
EU airports.
From April 1, 2002 aircraft that do not meet the specifications set out in the ICAO recommendation
(Resolution A28-3), so called “Chapter 2 aircraft” have been banned in EU airports. In conse-
quence, the aircraft types are operating at Chisinau Airport are mainly aircraft “Chapter 3”, type B:
Embrear 120, Canadair CRJ200 and type C: Airbus A320, Boeing B737 and Embrear 190. How-
ever, there are also older, noisier aircraft in operation (e.g. Tu-134 resulting in the highest received
noise levels, Yakovlev and Antonov aircraft, etc.) but analyzing historic aircraft movement trends,
the presence of these aircraft types is relatively reduced and the phase-out of CIS-made aircraft

and the grounding cargo aircraft following the implementation of EU inspired aircraft licensing re-
quirements.
Noise abatement procedures at airports in the Republic of Moldova are used pursuant to ICAO
Doc. 8168 Volume 1, Part 5.
14.1.1.1.1 Noise Contours
The total aircraft noise to which local communities are exposed over a given period depends on
the noise emitted by individual aircraft and the total number of aircraft movements (arrivals and
departures) in that period. The measure of exposure to environmental noise has been depicted on
noise mappings which show noise contours that are attached to this study. The potentially affected
area is shown in the following figure:

Potentially noise impacted areas
Noise contours were performed for the current situation 2009/ 2010, for 2015/2016 and for 2030.
The noise forecasts are based on the mathematical noise dispersion modeling, mapping and as-
sessment (Lden and Lnight) according to EU Directive 2002/49/EC related to the assessment and
management of environmental noise. The licensed software SoundPlan was used to prepare the
noise contours.
Input Data
A distribution of 50% take-offs and 50% landings was considered on each runway direction.
The following hourly Air traffic Movements (ATM) distribution was taken into account:
• 55 % ATM in the day-time;

• 25 % ATM in the evening-time; and
• 20 % ATM in the night-time.
The following table shows some aircraft types and their assignment to the aircraft groups, AzB 99
for ECAC. CEAC Doc. 29, as default recommendation:
No. Aircraft Type Group
1 A320 S5.2
2 A319 S5.2
3 ATR5 P2.1
4 B738 S5.2
5 E120 S5.1
6 F50 S5.1
7 F100 S5.1
8 MD8 S5.3
9 SB20 P2.2

The following table describes the predicted Air Traffic Movements per year – Departures (Dep.) and
approaches (App.) applied for the elaboration of the noise contours:
Time 2010 2015 2030
Dep. App. Dep. App. Dep. App.
Day 3452 3452 5627 5627 11460 11460
(7.00 – 19.00) P2.1- 87 P2.1- 87 P2.1- 142 P2.1- 142 P2.1- 289 P2.1- 289
P2.2- 348 P2.2- 348 P2.2- 567 P2.2- 567 P2.2- 1154 P2.2- 1154
S5.1- 707 S5.1- 707 S5.1- 1169 S5.1- 1169 S5.1- 2381 S5.1- 2381
S5.2- 2235 S5.2- 2235 S5.2- 3643 S5.2- 3643 S5.2- 7421 S5.2- 7421
S5.3- 65 S5.3- 65 S5.3- 106 S5.3- 106 S5.3- 216 S5.3- 216
Evening 1569 1569 2558 2558 5209 5209
(19.00 – 23.00) P2.1- 40 P2.1- 40 P2.1- 64 P2.1- 64 P2.1- 131 P2.1- 131
P2.2- 158 P2.2- 158 P2.2- 258 P2.2- 258 P2.2- 525 P2.2- 525
S5.1- 326 S5.1- 326 S5.1- 531 S5.1- 531 S5.1- 1082 S5.1- 1082
S5.2- 1016 S5.2- 1016 S5.2- 1656 S5.2- 1656 S5.2- 3373 S5.2- 3373
S5.3- 30 S5.3- 30 S5.3- 48 S5.3- 48 S5.3- 98 S5.3- 98
Night 1255 1255 2046 2046 4167 4167
(23.00 – 7.00) P2.1- 32 P2.1- 32 P2.1- 52 P2.1- 52 P2.1- 105 P2.1- 105
P2.2- 126 P2.2- 126 P2.2- 206 P2.2- 206 P2.2- 420 P2.2- 420
S5.1- 260 S5.1- 260 S5.1- 425 S5.1- 425 S5.1- 866 S5.1- 866
S5.2- 813 S5.2- 813 S5.2- 1325 S5.2- 1325 S5.2- 2698 S5.2- 2698
S5.3- 24 S5.3- 24 S5.3- 39 S5.3- 39 S5.3- 78 S5.3- 78
Total ATM 12552 20460 41674
14.1.1.2 Noise results
Current Situation (2009/2010)
The following table shows the estimated total number of people (in hundreds) living in dwellings
that are exposed to each of the following bands of values of Lden in dB, at 4 m above the ground
and on the most exposed façade: 55-59, 60-64, 65-69, 70-74, > 75.

Level Inhabitants
Lden [dBA] [hundreds]
55 – <60 12.3
60 – <65 0.8
65 – <70 0
70 – <75 0
≥75 0
Population Day-Evening-Night time Exposure
that are exposed to each of the following bands of values of Lnight in dB, at 4 m above the ground
Level Inhabitants
Ln [dBA] [hundreds]
50 – <55 1.4
55 – <60 0
60 – <65 0
65 – <70 0
≥ 70 0
Population Night-time Exposure

2
The total areas (in km ) exposed to values of Lden higher than 55, 65 and respectively 75 dB are
indicated in the table below.
2
Level Area [km ] Dwellings
> 55 17.8 3.3
> 65 2.1 0
> 75 0.6 0

Exposed Areas
Expected development of aircraft noise at Chisinau Airport
Forecast 2015/2016
The table shows the estimated total number of people (in hundreds) living in dwellings that are
exposed to each of the following bands of values of Lden in dB, at 4 m above the ground and on
the most exposed façade: 55-59, 60-64, 65-69, 70-74, > 75.
Level Inhabitants
55 – <60 49.8
60 – <65 2.3
65 – <70 0
70 – <75 0
≥75 0
The table below shows the estimated total number of people (in hundreds) living in dwellings that
are exposed to each of the following bands of values of Lnight in dB, at 4 m above the ground and
on the most exposed façade: 50-54, 55-59, 60-64, 65-69, > 70.
Level Inhabitants
Ln [dBA] [hundreds]
50 – <55 15.6
55 – <60 0
60 – <65 0
65 – <70 0
≥ 70 0


2
The total area (in km ) exposed to values of Lden higher than 55, 65 and respectively 75 dB are
indicated in the table below.
2
< 55 23.3 13
< 65 2.7 0
≥ 75 0.7 0
Exposed Areas
Forecast 2030
that are exposed to each of the following bands of values of Lden in dB, at 4 m above the ground
Level Inhabitants
55 – <60 115.2
60 – <65 17.6
65 – <70 3
70 – <75 0
≥ 75 0

The table below shows the estimated total number of people (in hundreds) living in dwellings that
are exposed to each of the following bands of values of Lnight in dB, at 4 m above the ground and
on the most exposed façade: 50-54, 55-59, 60-64, 65-69, > 70.
Level Inhabitants
Ln [dBA] [hundreds]
55 – <60 12
60 – <65 1.8
65 – <70 0
≥ 70 0

2
The total area (in km ) exposed to values of Lden higher than 55, 65 and respectively 75 dB are
indicated in the following table.
2
L [dBA] [hundreds]
den
> 55 43.7 33
> 65 3.6 0.75
> 75 1.1 0
14.1.1.3 Interpretation of noise results and conclusions
According to the airport classification laid down in the EU Directive 2002/49/EC related to the
assessment and management of environmental noise Chisinau Airport belongs to the category of
small airports. Likewise, the forecast for 2030 does not place it into the group of “major” airport
with more than 50 000 annual movements.
The existence of an airport leads to higher noise levels along the flight corridors. The noise as-
sessments performed for 2009/2010, 2015/2016 and 2030 show that the inhabited area subject
of slight noise impact are Northern vicinities of Singera and Bacioi localities, other localities (as
Ialoveni) being lesser affected. These areas are not very densely populated areas consisting mainly
of dwellings with 1-2 floors as more rural areas as shown in the following figures.

Dwellings close to the airport area
Likewise, there is no significant increase of the predicted noise impact 2015/2016 and 2030 com-
pared to current situation in the each band of value of Lden and Lnight in dB at 4m above the
ground and on the most exposed façade. In the future, the surface area (expressed in terms of the
square kilometres) exposed to 65dB Lden and 55dB Lnight or higher does not significantly exceed
the existing surface area corresponding to respective bands. Furthermore, the noise calculations
for future situation should be regarded as conservative. Development and implementation of less
noisy aircraft (e.g. Chapter 4 or beyond) may lead to smaller noise footprints in future.
The comparison of the resulted Lden values with the limits settled by other states indicates that the
problems remain in the Northern parts of Bacioi and Singera localities.
Since the Moldovan standard GOST 22283-88 “Aircraft noise; Admissible noise levels in the region
of dwelling-houses and methods of its measurement” settles other noise indicators than laid down
in the EU Directive 2002/49/EC related to the assessment and management of environmental
noise, namely 55 dBA for the A-weighted equivalent continuous sound pressure level in inhabited
areas, with daytime maxims of 70 dBA and night-time maxims of 60 dBA the results of the noise
assessment cannot be compared to these Moldovan noise limits.
As a general conclusion, the predicted noise levels for 2015/2016 and 2030 do not represent a
constraint against the planned expansion and development of Chisinau Airport. This is because
there is no significant increase of the predicted noise impact attributable to the aircraft traffic in-
crease and the widening combined is less than 5 dBA and is therefore not a significant change. As
a point of reference it should be noted that a 3 dBA change in every-day sound levels is the mini-
mum level at which humans can perceive a change in noise levels. Thus, the increase in noise at a
location is generally likely to be at most just perceptible, with no significant impact expected. The
only exception relates to a few properties to the south west and south east of Chisinau Airport.
Properties that would subsequently be exposed to noise levels in excess of noise limits could be
eligible for sound insulation, if the Moldovan legislation will require.

14.1.2 Safety and Noise Zoning
No current sanitary protection zones have been established around the airport. Consequently, new
residential buildings were constructed within the existing noise zones.
In compliance with the Moldovan standard GOST 22283-88 “Aircraft noise; Admissible noise levels
in the region of dwelling-houses and methods of its measurement” sanitary protection zones
should be established by the National Center of Preventive Medicine around the airport including
inter alia noise limits and monitoring regimes that should be determined to ensure that these limits
are met.
In the apparent absence of enforceable protection, within the noise and safety zones the construc-
tion of buildings is difficult to control and the legality of the construction of such residence hard to
confirm. In line with ICAO standards such as ICAO Doc 9184, 2002, Airport Planning Manual, Part
2: Land Use and Environmental Control, noise and safety risk zones have been developed within
this Master Plan around the airport to adequately control the nature of land use planning while
noise impacts and safety risks on local residents will be maintained to acceptable levels. Thus, the
attached aircraft noise contours could be used as a base for establishing sanitary protection zones
and determining eligibility for soundproofing if necessary. These noise maps could also be used as
an effective means to ensure that the activities nearby the airport are compatible with aviation.
Their main goal is to minimize the population affected by aircraft noise by introducing land-use
zoning around the airport. Compatible land-use planning properly controlled and the noise and
safety risk levels to local residents appropriately managed are a vital instrument in ensuring that the
gains achieved by the reduced noise of the latest generation of aircraft are not offset by further
residential development around airports.
The objectives of compatible land use planning are to encourage land uses that are generally con-
sidered to be incompatible with airports (such as residential houses, schools, hospitals and
churches) to locate away from airports and to encourage land uses that are more compatible (such
as industrial and commercial uses) to locate around airports.
This can be accompanied by other noise mitigation measures such as:
• Reduction of aircraft noise by out-phasing of Chapter 2 aircraft;

• Ensuring minimal noise levels at night by optimizing special noise abatement procedures for
night time;
• Making structural noise protection available;
• Encouraging aircraft operators to adopt quiet operating procedures and to observe published
noise abatement procedures;
• Regular noise monitoring;
• Introducing Preferred Noise Routes;
• Implementation of a land use planning and management committee with members from Go-
vernmental parties, communities, public groups, neighborhood and Airport Company; and

• Landing charges that are graduated in accordance with noise levels. The policy whereby air-
lines have to pay a higher landing charge for using loud aircraft, which is designed to create a
financial motivation for the deployment of modern, quieter aircraft. This has already led to a
substantial decrease in noise pollution arising from individual aircraft movements in the Euro-
pean Union.
14.1.3 Noise monitoring
To minimize the aircraft noise impact on the surrounding communities as a result of the forecast
increase in international air traffic we recommend acquisition of mobile noise monitoring equipment
to:
• carry out regular noise measurements;

• storage, display and analyze noise; and
• produce yearly noise reports to be published on the airport’s homepage.
An interdisciplinary team designated by the Airport should examine the findings of the noise moni-
toring measurements that are published in yearly reports. In case of deviations from permitted
noise levels, the team should take steps to stop the deviations and prepare recommendations on
noise abatement. The following figure shows the recommended locations for the regular noise
monitoring measurements.
Recommended noise monitoring points

14.2 Air Quality
14.2.1 Background Air Quality
The main sources of local air pollution around Chisinau Airport are:
• Aircraft operations close to and on the ground;

• Road vehicles at the airport including ground handling services and landside commuter traffic;
• Commuter and private road traffic to and from the airport;
• Production of energy, heating and hot water for the airport facilities; and
• Traffic on the public roads outside the airport.
The main pollutants are emitted by:
• aircraft: CO, CO2, NOx, SO2, unburned hydrocarbons; and

• vehicles: CO, CO2, NOx, SO2, particulate matters, unburned hydrocarbons
The effect of emissions from aircraft on air pollution in the vicinity of Chisinau Airport is less than
that from transport on the public roads close to the airport, road traffic to and from the airport, or
passing the airport. Local air quality in the immediate vicinity of the airport is not monitored by
either the airport or the local authorities. Air quality is periodically measured in Chisinau City by the
authority. Although these results are not directly applicable to the airport vicinity, the more rural
surroundings of the airport would suggest that background air quality conditions around the airport
are likely to be lower than in Chisinau city centre.
The data gathered for Station 7, located in the Southern part of Chisinau, at the State Hydrome-
teorological Services, the nearest to the Chisinau Airport, that can be considered as an urban
background station, confirm the nitrogen dioxide as a major pollutant in the area as shown in the
following table and figure:

Parameter TSP SO2 CO NO2 Phenols
Minimum Daily Concentrations,

3
0 0 1 0 0
mg/m
Maximum Daily Concentrations,

3
0.6 0.02 2 0.14 0.015
mg/m
3
MAC daily average, mg/m 0.15 0.05 3 0.04 0.01
No. of Exceedances /year 8 0 0 122 2
% of Exceedances/year 3.19 0.00 0.00 48.41 0.94
No. of monitored days 251 251 252 252 213

3
Annual average, mg/m 0.027 0.003 1.036 0.047 0.0016
3
EU daily limit values, mg/m - 0.125 - - -
0.04 +
3
EU annual limit values, mg/m - - - -
0.0067 (MT2008)
Ranges, annual mean and exceedances of the daily concentrations measured at Station
7 in Chisinau, in 2008
Location of Chisinau Airport and the nearest air quality monitoring station (7); Source:
Google Map

Maximum Allowable Concentrations (MACs) for short-time and daily averages are settled for sever-
al air pollutants by the “Handbook for Air Pollution Monitoring RD 52.04.186-89, Moscow 1991”,
which is still in force in Moldova. Table 13 shows the MACs for the relevant air pollutants.
Short time MAC

Daily MAC
Pollutant (20 min.)
3 3
mg/m mg/m
CO 5 3
O3 0.16 0.03
NO 0.4 0.06
NO2 0.085 0.04
SO2 0.5 0.05
PM10 0.15 0.05
Total Suspended Particles
0.5 0.15
(TSP)
Benzene 1.5 0.1
Maximum Allowable Concentrations for relevant air pollutants according to Moldovan

“Handbook for Air Pollution Monitoring RD 52.04.186-89, Moscow 1991”
Since EU Air Quality Directive 2008/50/EC implementation is a target for Moldova in the
short term in order to protect the public health, air quality resulting from the predicted
growth of Chisinau Airport was also assessed within this study in line with this EU Direc-
tive. The limit values for the relevant air pollutants as laid down in the EU Directive
2008/50/EC on ambient air quality and cleaner air for Europe are shown in the table
below.

Pollutant/Averaging Margin of to- Date by which limit value

Limit value
Period lerance is to be met
Sulphur dioxide
3
One hour 350 µg/m - Already in force since 1
not to be exceeded January 2005
more than 24 times a
calendar year
3
One day 125 µg/m - Already in force since 1
more than 3 times a
calendar year
Nitrogen dioxide
3 3
One hour 200 µg/m 16.67 µg/m 1 January 2010
not to be exceeded in 2009
calendar year
3 3
Calendar year 40 µg/m 3.33 µg/m 1 January 2010
in 2009
Carbon monoxide
3
Maximum daily 10 mg/m - Already in force since 1
eight hour running January 2005
mean
PM10
3
One day 50 µg/m - Already in force since 1
calendar
year
3
Calendar year 40 µg/m - Already in force since 1
January 2005
Limit Values for relevant air pollutants according to EU Air Quality Directive 2008/50/EC
The airport is authorized by the Ministry of Ecology and Natural Resources of Moldova, through the
State Ecological Inspectorate, to discharge air pollutants into the atmosphere, from existing statio-
nary sources (Authorization IES no.000526/2007). This authorization was issued in 2007 for a three
th
years period and expires on the 30 May 2010. It encompasses an inventory of the accepted solid,
liquid and gaseous pollutants for which the airport has been granted permission to discharge and
their maximum instantaneous loading (g/s) and also the total annual accepted emissions (t/year).
The authorization includes the total amount of money that the Airport has to pay for the permitted

limits of pollutants and loadings. In the case of an exceedance of the limits the airport will be pena-
lized proportional to the overloading.
The Ecological Agency of Chisinau City, together with the Airport’s environmental officers compute
emission concentrations quarterly and verify compliance against the maximum permissible limits.
Thirty seven stationary sources of emissions into the atmosphere (from the building services) which
are considered to be charged were identified at the airport, including the following:
• Metal and timber repairing workshop;

• Vehicles repairing workshop and special vehicles area (open space activities);
• Apron maintenance area (open space painting activities);
• Canteen boiler;
• Terminal building boiler;
• Air traffic control building boiler;
• Aircraft fuel farm; and
• Vehicles filling station and mechanical engineering workshop.
The typical airborne pollutants for which emissions are calculated and charges paid are:
• Gaseous pollutants: hydrocarbons, carbon monoxide, nitrogen dioxide, gasoline, sulfur

dioxide, benzene, toluene, methane; and
• Solid pollutants: timber dust, metal dust, lead aerosols, paint aerosols, cement powder , sand
powder, gravel powder, iron oxide, soot, calcium oxide.
Following the latest calculations of airborne pollutant loadings undertaken by Chisinau Ecological
Agency in this year, no exceedances of pollutant emission concentrations were recorded.
14.2.2 Future Air Quality Assessment
The main sources of air pollution during the operational phase 2015/2016 and 2030 are from air-
craft engines, surface vehicles of all kinds, ground support equipments, heating plants, fuel tank
areas, fire training activities and refueling activities. The future air quality assessment will be carried
out using the computer model EDMS (Emissions and Dispersion Modeling System), developed as
a request of Federal Aviation Administration Office (FAO). This computer model is used in the
present study for both emission and dispersion calculation taking into account the traffic forecast
for the time horizons 2015/2016 and 2030.
14.2.2.1 Emission Inventory associated with the Operational Phases
The following tables present detailed emission inventory generated by all the airport activity types
for the period of time 2015/2016 and 2030.

CO THC NMHC VOC TOG NOx SOx PM10 PM2.5

Source
tons/year
Aircraft 23.419 5.042 5.829 5.799 5.829 76.402 5.479 0.598 0.598
GSE 41.013 N/A 1.329 1.386 1.522 4.390 0.155 0.159 0.151
APUs 1.375 0.103 0.119 0.119 0.119 3.201 0.365 0.255 0.255
Parking
Facilities 0.949 N/A 0.089 0.090 0.095 0.066 0.001 0.002 0.001
Roadways 0.645 N/A 0.035 0.035 0.037 0.051 0.001 0.002 0.001
Stationary
Sources 1.252 N/A 10.906 10.653 12.115 2.934 0.020 0.235 0.235
Training
Fires 0.194 N/A 0.205 0.177 1.046 0.036 0.000 0.652 0.652
Grand
Total 68.847 5.145 18.512 18.259 20.765 87.079 6.020 1.902 1.892
Annual emissions (2015/2016) from all types of airport activities
NAME CO THC NMHC VOC TOG NOx SOx PM10 PM2.5

Source TYPE
MODE tons/year
ATR 42-500 Turboprop Startup N/A N/A N/A N/A N/A N/A N/A N/A N/A
0.00
ATR 42-500 Turboprop Taxi Out 0.083 0.000 0.000 0.000 0.019 0.005 N/A N/A
0
0.00
ATR 42-500 Turboprop Takeoff 0.010 0.000 0.000 0.000 0.032 0.003 N/A N/A
0
0.00
ATR 42-500 Turboprop Climb Out 0.010 0.000 0.000 0.000 0.045 0.004 N/A N/A
0
0.00
ATR 42-500 Turboprop Approach 0.057 0.000 0.000 0.000 0.013 0.003 N/A N/A
0
0.00
ATR 42-500 Turboprop Taxi In 0.061 0.000 0.000 0.000 0.014 0.003 N/A N/A
0
Airbus Jet Startup N/A 0.119 0.138 0.13 0.138 N/A N/A N/A N/A
A319-100


Source TYPE
MODE tons/year
Series 7
Airbus
0.12
A319-100 Jet Taxi Out 0.548 0.109 0.126 0.126 0.082 0.023 0.002 0.002
5
Series
Airbus
0.02
A319-100 Jet Takeoff 0.083 0.018 0.020 0.020 1.985 0.101 0.007 0.007
0
Series
Airbus
0.00
A319-100 Jet Climb Out 0.029 0.006 0.007 0.007 0.626 0.034 0.002 0.002
7
Series
Airbus
0.04
A319-100 Jet Approach 0.186 0.039 0.045 0.045 0.338 0.047 0.003 0.003
4
Series
Airbus
0.10
A319-100 Jet Taxi In 0.442 0.089 0.102 0.102 0.135 0.026 0.002 0.002
2
Series
Airbus
1.72
A320-200 Jet Startup N/A 1.500 1.735 1.735 N/A N/A N/A N/A
6
Series
Airbus
0.40
A320-200 Jet Taxi Out 4.462 0.355 0.410 0.410 1.055 0.300 0.017 0.017
8
Series
Airbus
0.37
A320-200 Jet Takeoff 1.281 0.327 0.378 0.378 34.99 1.640 0.202 0.202
7
Series
Airbus
0.13
A320-200 Jet Climb Out 0.449 0.115 0.133 0.133 11.36 0.561 0.064 0.064
2
Series
Airbus
0.46
A320-200 Jet Approach 2.998 0.404 0.467 0.467 6.361 0.942 0.076 0.076
5
Series
Airbus 0.37
Jet Taxi In 3.711 0.324 0.375 0.375 2.446 0.392 0.023 0.023
A320-200 3


Source TYPE
MODE tons/year
Series
Boeing 737- 0.20

Jet Startup N/A 0.178 0.206 0.206 N/A N/A N/A N/A
800 Series 5
Boeing 737- 0.07

Jet Taxi Out 0.620 0.063 0.072 0.072 0.161 0.039 0.003 0.003
800 Series 2
Boeing 737- 0.02

Jet Takeoff 0.074 0.019 0.021 0.021 5.298 0.214 0.023 0.023
800 Series 1
Boeing 737- 0.00

Jet Climb Out 0.023 0.006 0.007 0.007 1.403 0.064 0.006 0.006
800 Series 7
Boeing 737- 0.02

Jet Approach 0.243 0.021 0.025 0.025 1.352 0.132 0.009 0.009
800 Series 5
Boeing 737- 0.03

Jet Taxi In 0.287 0.029 0.033 0.033 0.309 0.037 0.003 0.003
800 Series 3
Boeing 767- 0.20

Jet Startup N/A 0.178 0.205 0.205 N/A N/A N/A N/A
300 Series 4
Boeing 767- 0.06

Jet Taxi Out 0.707 0.055 0.063 0.063 0.196 0.046 0.002 0.002
300 Series 3
Boeing 767- 0.01

Jet Takeoff 0.008 0.009 0.011 0.011 5.108 0.218 0.014 0.014
300 Series 1
Boeing 767- 0.00

Jet Climb Out 0.006 0.006 0.007 0.007 2.795 0.140 0.008 0.008
300 Series 7
Boeing 767- 0.03

Jet Approach 0.470 0.033 0.038 0.038 1.246 0.134 0.006 0.006
300 Series 8
Boeing 767- 0.03

Jet Taxi In 0.333 0.026 0.030 0.030 0.370 0.043 0.002 0.002
300 Series 0
Embraer
EMB120 Turboprop Startup N/A N/A N/A N/A N/A N/A N/A N/A N/A
Brasilia
Embraer
0.00
EMB120 Turboprop Taxi Out 0.215 0.001 0.001 0.001 0.031 0.008 N/A N/A
1
Brasilia


Source TYPE
MODE tons/year
Embraer
0.00
EMB120 Turboprop Takeoff 0.018 0.000 0.000 0.000 0.050 0.005 N/A N/A
0
Brasilia
Embraer
0.00
EMB120 Turboprop Climb Out 0.018 0.000 0.000 0.000 0.084 0.008 N/A N/A
0
Brasilia
Embraer
0.00
EMB120 Turboprop Approach 0.205 0.001 0.001 0.001 0.028 0.008 N/A N/A
1
Brasilia
Embraer
0.00
EMB120 Turboprop Taxi In 0.155 0.001 0.001 0.001 0.023 0.006 N/A N/A
1
Brasilia
0.31
Fokker F100 Jet Startup N/A 0.278 0.321 0.321 N/A N/A N/A N/A
9
0.24
Fokker F100 Jet Taxi Out 2.225 0.217 0.251 0.251 0.116 0.078 0.005 0.005
9
0.08
Fokker F100 Jet Takeoff 0.338 0.070 0.081 0.081 3.521 0.208 0.075 0.075
1
0.04
Fokker F100 Jet Climb Out 0.175 0.036 0.042 0.042 1.457 0.105 0.037 0.037
2
0.22
Fokker F100 Jet Approach 1.676 0.192 0.222 0.222 0.699 0.176 0.021 0.021
1
0.12
Fokker F100 Jet Taxi In 1.064 0.108 0.125 0.125 0.173 0.056 0.003 0.003
4
Fokker F50 Turboprop Startup N/A N/A N/A N/A N/A N/A N/A N/A N/A
0.01
Fokker F50 Turboprop Taxi Out 0.062 0.010 0.012 0.012 0.014 0.003 N/A N/A
2
0.00
Fokker F50 Turboprop Takeoff 0.009 0.000 0.000 0.000 0.049 0.004 N/A N/A
0
0.00
Fokker F50 Turboprop Climb Out 0.016 0.000 0.000 0.000 0.122 0.009 N/A N/A
0


Source TYPE
MODE tons/year
0.01
Fokker F50 Turboprop Approach 0.087 0.013 0.015 0.015 0.020 0.005 N/A N/A
5
0.00
Fokker F50 Turboprop Taxi In 0.047 0.008 0.009 0.009 0.011 0.003 N/A N/A
9
0.23
Saab 2000 Turboprop Startup N/A 0.200 0.231 0.231 N/A N/A N/A N/A
0
0.06
Saab 2000 Turboprop Taxi Out 0.397 0.057 0.066 0.066 0.091 0.027 0.001 0.001
6
0.00
Saab 2000 Turboprop Takeoff 0.050 0.007 0.008 0.008 0.011 0.003 0.000 0.000
8
0.01
Saab 2000 Turboprop Climb Out 0.100 0.014 0.017 0.017 0.022 0.006 0.000 0.000
7
0.01
Saab 2000 Turboprop Approach 0.114 0.016 0.019 0.019 0.025 0.007 0.001 0.001
9
0.04
Saab 2000 Turboprop Taxi In 0.279 0.040 0.047 0.047 0.064 0.019 0.001 0.001
6
Annual emissions (2015/2016) for different type of aircraft

Source tons/year
Heating plant 1.252 N/A 0.138 0.168 0.383 2.934 0.020 0.235 0.235
Fuel Tank RVS-1000_1 N/A N/A 1.979 1.921 2.171 N/A N/A N/A N/A
Fuel Tank RVS-200 N/A N/A 0.871 0.880 0.880 N/A N/A N/A N/A

Annual emissions (2015/2016) for stationary sources

Source
tons/year
Aircraft 140.106 26.225 30.323 30.165 30.323 130.955 12.03 1.149 1.149
GSE 29.719 N/A 1.087 1.139 1.234 2.564 0.310 0.180 0.167
APUs 6.130 0.400 0.462 0.460 0.462 6.744 0.895 0.792 0.792
Parking Facilities 1.640 N/A 0.131 0.133 0.141 0.063 0.001 0.003 0.002
Roadways 1.109 N/A 0.046 0.047 0.050 0.048 0.001 0.004 0.002
Stationary Sources 1.920 N/A 11.854 11.623 13.209 4.500 0.030 0.360 0.360
Training Fires 0.000 N/A 0.000 0.000 0.000 0.000 0.000 0.000 0.000
Grand Total 180.62 26.62 43.903 43.566 45.419 144.875 13.27 2.489 2.472
Annual emissions (2030) from all types of activities

Source TYPE
MODE tons/year
Airbus A320-
Jet Startup N/A 1.762 2.037 2.027 2.037 N/A N/A N/A N/A
200 Series
Airbus A320-
Jet Taxi Out 14.15 1.412 1.633 1.625 1.633 1.093 0.386 0.043 0.043
200 Series
Airbus A320-
Jet Takeoff 10.81 0.424 0.490 0.487 0.490 24.17 1.987 0.156 0.156
200 Series
Airbus A320-
Jet Climb Out 4.716 0.149 0.172 0.171 0.172 8.081 0.681 0.042 0.042
200 Series
Airbus A320-
Jet Approach 22.85 0.759 0.877 0.873 0.877 6.920 1.145 0.075 0.075
200 Series
Airbus A320-
Jet Taxi In 13.54 1.153 1.333 1.326 1.333 2.288 0.489 0.054 0.054
200 Series
Airbus A330-
200 Series
Airbus A330- Jet Taxi Out 0.861 0.076 0.087 0.087 0.087 0.202 0.047 0.003 0.003


Source TYPE
MODE tons/year
200 Series
Airbus A330-
Jet Takeoff 0.141 0.010 0.011 0.011 0.011 8.117 0.330 0.023 0.023
200 Series
Airbus A330-
Jet Climb Out 0.048 0.003 0.004 0.004 0.004 2.632 0.109 0.007 0.007
200 Series
Airbus A330-
Jet Approach 0.506 0.039 0.045 0.045 0.045 1.119 0.129 0.007 0.007
200 Series
Airbus A330-
Jet Taxi In 0.719 0.062 0.072 0.072 0.072 0.658 0.073 0.004 0.004
200 Series
Boeing 737-
800 Series
Boeing 737-
Jet Taxi Out 13.79 2.032 2.349 2.337 2.349 1.571 0.415 0.028 0.028
800 Series
Boeing 737-
Jet Takeoff 3.114 0.085 0.099 0.098 0.099 36.98 2.226 0.092 0.092
800 Series
Boeing 737-
Jet Climb Out 1.000 0.029 0.033 0.033 0.033 9.704 0.663 0.028 0.028
800 Series
Boeing 737-
Jet Approach 21.72 3.130 3.619 3.600 3.619 9.557 1.381 0.365 0.365
800 Series
Boeing 737-
Jet Taxi In 8.313 1.202 1.389 1.382 1.389 2.361 0.390 0.027 0.027
800 Series
Boeing 767-
300 Series
Boeing 767-
Jet Taxi Out 0.707 0.055 0.063 0.063 0.063 0.196 0.046 0.002 0.002
300 Series
Boeing 767-
Jet Takeoff 0.008 0.009 0.011 0.011 0.011 5.108 0.218 0.014 0.014
300 Series
Boeing 767-
Jet Climb Out 0.006 0.006 0.007 0.007 0.007 2.795 0.140 0.008 0.008
300 Series
Boeing 767-
Jet Approach 0.470 0.033 0.038 0.038 0.038 1.246 0.134 0.006 0.006
300 Series


Source TYPE
MODE tons/year
Boeing 767-
Jet Taxi In 0.333 0.026 0.030 0.030 0.030 0.370 0.043 0.002 0.002
300 Series
Bombardier
CRJ-700
Bombardier
Jet Taxi Out 4.745 0.468 0.541 0.538 0.541 0.395 0.120 0.010 0.010
CRJ-700
Bombardier
Jet Takeoff 0.000 0.014 0.017 0.017 0.017 2.511 0.293 0.035 0.035
CRJ-700
Bombardier
Jet Climb Out 0.000 0.006 0.007 0.007 0.007 0.922 0.109 0.008 0.008
CRJ-700
Bombardier
Jet Approach 2.925 0.277 0.320 0.319 0.320 0.765 0.176 0.010 0.010
CRJ-700
Bombardier
Jet Taxi In 3.532 0.348 0.402 0.400 0.402 0.400 0.107 0.009 0.009
CRJ-700
Cessna 560
Citation XLS
Cessna 560
Jet Taxi Out 3.346 3.343 3.866 3.845 3.866 0.050 0.034 0.024 0.024
Citation XLS
Cessna 560
Jet Takeoff 0.522 0.053 0.061 0.061 0.061 0.341 0.047 0.005 0.005
Citation XLS
Cessna 560
Jet Climb Out 0.554 0.076 0.088 0.087 0.088 0.231 0.036 0.007 0.007
Citation XLS
Cessna 560
Jet Approach 4.011 3.132 3.621 3.602 3.621 0.129 0.056 0.035 0.035
Citation XLS
Cessna 560
Jet Taxi In 2.643 2.583 2.986 2.971 2.986 0.045 0.028 0.020 0.020
Citation XLS

Annual emissions (2030) for different type of aircraft
NMH
CO THC C VOC TOG NOx SOx PM10 PM2.5
Source tons/year
Heating plant 1.920 N/A 0.211 0.258 0.587 4.500 0.030 0.360 0.360
Fuel Tank RVS-

N/A N/A 1.994 1.935 2.186 N/A N/A N/A N/A
1000_1
Fuel Tank RVS-

N/A N/A 1.994 1.935 2.186 N/A N/A N/A N/A
1000_2
Fuel Tank RVS-

N/A N/A 1.994 1.935 2.186 N/A N/A N/A N/A
1000_3
Fuel Tank RVS-

N/A N/A 1.994 1.935 2.186 N/A N/A N/A N/A
1000_4
Fuel Tank RVS-

N/A N/A 1.994 1.935 2.186 N/A N/A N/A N/A
1000_5
Fuel Tank RVS-200 N/A N/A 1.672 1.690 1.690 N/A N/A N/A N/A
Annual emissions (2030) for stationary sources
14.2.2.2 Assessment of Impacts on Air
The following section describes the results of air dispersion scenarios modeled by using the emis-
sions from all sources presented in emission inventory chapter, taking into account the forecasts
established for the time horizons 2015/2016 and 2030.
The tables below present the calculated concentrations in relation with the Moldovan and EU regu-
lations and the annual averages illustrating the middle- and long-term trends of air pollution for the
operational phases 2015/2016 and 2030.

Operational phase – 2015/2016
Calculated Maximum Daily Concentrations in relation with Moldovan "Handbook for Air
Pollution Monitoring RD 52.04.186-89, Moscow 1991”- Airport operation activities
2015/2016
Maximum Daily Maximum Allowable

Pollutant Concentration Concentration (MAC24h) Observations
(µg/m ) (µg/m )
3 3
NO2 47.12 40 > MAC24h with an estimated area

of exceedances of about
2
0.26km exclusively on the apron
and parking zone but not in the
populated area
SO2 5.06 50 < MAC24h
PM10 3.76 50 < MAC24h
CO 462.69 3,000 < MAC24h
VOC 39.34 - No MAC
Calculated Maximum Daily Concentrations in relation with EU regulations – Airport oper-

ation activities 2015/2016
EU limit
Estimated parameter
Pollutant value (LV1h) Observations
(µg/m )
3
(µg/m )
3
227.22 > LV1h with an estimated area of

2
th 200 exceedances of about 0.49 km
maximum 19 hourly concentration
on the apron and parking zone
NO2
7.53 < LVyear
40
maximum annual concentration
56.46 << LV1h

350
maximum hourly concentration
SO2
5.06 << LV24h
125
maximum daily concentration

EU limit
Estimated parameter
(µg/m )
3
(µg/m )
3
3.76 50 < LV24h

PM10
0.6 < LVyear
40
4070.05 < LV8hours

CO maximum daily 8 hours running 10,000
average
Calculated Maximum Annual Concentrations in relation with EU regulations – Airport

operation activities 2015/2016
Calculated Maximum An-

Pollutant nual Concentration
(µg/m )
3
NO2 7.53
NOx 11.3
SO2 0.81
PM10 0.6
CO 62.12
VOC 6.65
Middle term trends (2015/2016) – Airport operation activities
The maximum calculated concentrations listed in the tables above indicate that the values do not
exceed the maximum admissible concentration (MAC) /limit values (LV) for the majority of pollu-
tants. The only exception occurs for NO2 which can exceed the MAC24h and the LV1h in a limited
area that covers the apron and parking facility but not the populated areas. However, these facili-
ties are located relatively away from the populated areas, so that the airport residents will not be
affected by the NOx concentration. This is mainly due to the airport operation activities - ground

support equipment and parking. As these are low sources, the generated pollution is strictly limited
within the airport perimeter.
Operational phase – 2030
Calculated Maximum Daily Concentrations in relation with Moldovan "Handbook for Air
Pollution Monitoring RD 52.04.186-89, Moscow 1991”- Airport operation activities 2030
Maximum Daily Maximum Allowable

Pollutant Concentration Concentration (MAC24h) Observations
(µg/m ) (µg/m )
3 3
NO2 67.01 40 > MAC24h with an estimated area

of exceedances of about
2
0.26km exclusively on the apron
and parking zone but not in the
populated area
SO2 12.84 50 < MAC24h
PM10 11.9 50 < MAC24h
CO 533.17 3,000 < MAC24h
VOC 88.19 - No MAC
Calculated Maximum Daily Concentrations in relation with EU regulations – Airport oper-

ation activities 2030
EU limit
Estimated parameter
(µg/m )
3
(µg/m )
3
210.52 > LV1h with an estimated area of

2
th 200 exceedances of about 0.49 km
maximum 19 hourly
on the apron and parking zone
NO2 concentration
14.55 < LVyear

40
101.49 << LV1h

SO2 350
maximum hourly concentration

EU limit
Estimated parameter
(µg/m )
3
(µg/m )
3
12.84 << LV24h

125
11.9 50 < LV24h

PM10
2.25 < LVyear
40
1066.34 < LV8hours

CO maximum daily 8 hours running 10,000
average
Calculated Maximum Annual Concentrations in relation with EU regulations – Airport

operation activities 2030
Calculated Maximum
Pollutant Annual Concentration
µg/m )
3
(µ
NO2 14.55
NOx 21.86
SO2 2.86
PM10 2.25
CO 88.61
VOC 18.89
Long term trends (2030) – Airport operation activities
The maximum calculated concentrations listed in the tables from above indicate that the values do
not exceed the maximum admissible concentration for most pollutants. The same exception for
NO2 occurs in the northern part of the airport, covering the apron, taxing and parking area. The
pollution is foreseen to remain within the airport perimeter, near the ground sources, even though
the traffic intensifies in 2030 compared to 2015, mainly due to air fleet renewal and improvement.
The figure below illustrates the trends of air pollution in comparison with the Moldovan MACs.

It can be noticed that the only exceedance occurs for NO2 concentrations for all scenarios, due to
the near ground sources of pollution (fuel combustion), but the area affected by these exceedance
is rather small and localized within the airport limits, as shown by the respective maps and the
table.
Trends of maximum daily concentrations in accordance with Moldovan regulations
Concentration Scenario Exccedance

2
Area (km )
2010 0.38
NO2 max_24h
2015 0.26
2010 0.49
NO2_19val
2015 0.34
Areas affected by NO2 short-term exceedances
On a long run, the estimated concentrations for all the analyzed pollutants are below the limits
settled by the new EU Directive, as shown in the following figure.

Middle- and long-term trends of estimated annual average concentrations in accor-

dance with EU regulations
It should be noticed that the modeled concentrations represent the exclusive contribution of the
airport sources and do not include the background concentration.
Taking into account the airport location in a rural area, the typical contribution of background con-
centrations for relevant pollutants might range as shown in the following table:
Pollutant Regional / rural background
3
CO (mg/m ) 0.1 - 0.2
3
SO2 (µg/m ) 0.5 - 5
3
NOx (µg/m ) 0.5 - 10
3
O3 (µg/m )* 15 - 20
3
Total suspended particles (µg/m ) 20 - 30
3
PM10 (µg/m ) 10
3
CH4 (mg/m ) 1 - 2 / 5 - 10
*except the hot intervals
Typical rural background concentration ranges
Therefore, it can be said that in the northern part of the airport may occur a localized traffic specific
pollution due to airport internal and external traffic and only over a short period of time. As the
traffic is a ground source, the impact area should remain close to this source.
The estimated distributions of the relevant pollutants maximum concentrations show that levels
exceeding the MACs and the limit values as defined in the EU regulation do not affect the inhabited

areas surrounding the airport. Moreover, the construction and development of a new Terminal will
result in some net positive impacts such as:
• The increased number of available gates represents a decrease in waiting time for arriving
aircraft and a subsequent decrease in aircraft exhaust emissions; and
• By providing power at the gates, the new Terminal will eliminate the need for auxiliary power
units. As a result, air quality will improve and energy requirements diminish.
The local air quality will also be improved by minimizing the traffic on the apron area once a centra-
lized tanker filling station will be constructed.
In conclusion, during the operational phases, the mitigation measures should aim especially at the
abatement of NO2 pollution through:
• Encourage the airlines to operate low-emission aircraft

• GSE modernization (catalytic converters in all cars, low-emission engines)
• inside airport paths optimization
• avoid as much as possible maneuvers and inoperative running
14.3 Waste Management
Forecasted increase in the number of passengers and freight tonnes will generate a higher volume
of waste resulting from the activities of airport and air transport. This will require measures to mi-
nimize the quantity of waste, through selective collection and separation, recovery and recycling of
all reusable wastes and pre-treatment of infectious waste (e.g. medical waste, waste from aircraft
arriving from endemic zones, organic waste from cargo terminals, etc.). For this purpose, it is rec-
ommended to acquire three types of bins (plastics, paper and/or cardboards and organic waste)
for Terminal buildings and additional types of bins and containers for the technical zone (plastics,
cans, paper and/or cardboard, glass, ferrous and non-ferrous metals, tires, waste electrical and
electronic equipment, batteries and other waste).
At present, not only Chisinau Airport but also Chisinau City and adjacent localities have no any
incineration facility for municipal solid and infectious waste or a specialized hazardous waste land-
fill. In consequence, the Airport has no possibility to treat and disposal of in safe and environmen-
tally sound conditions the quarantine and medical waste. The representatives of National Center of
Preventive Medicine proposed an incinerator to be constructed on the airport site or in its sur-
roundings to ecologically burn the waste from the aircraft arrived from the endemic zones. In this
respect, we recommend to construct a waste incinerator with heat and energy recovery. The
steam that is produced during the incineration process can be used to feed airport and if neces-
sary urban heating networks and produce electricity whilst preserving natural resources and curb-
ing greenhouse gas emissions. Other technical solutions could be a pyrolytic controlled-air incine-
rator unit (incineration at 800-900C) or rotary kiln (incineration at 1200C) or microwave irradiation
facility for incineration/treatment of infectious waste resulted from aircraft and other airport activi-
ties. Given the range of technologies costs can vary dramatically. Variables such as capacity, the
amount of up-front sorting required, emission testing and monitoring technologies, operator train-

ing, ash management and the incineration process (technology) all impact the project costs. These
costs could be partially off-set by the revenues from the sale of electricity (kWh) and heat (GJ). In
spite of these revenue projections, there are no guarantees that same energy and heat will be
produced throughout the life of the facility. For example, if the net calorific value of tone of waste is
reduced, due to increasing recycling, less energy will be produced. Therefore, it is reasonable to
elaborate further investigations and studies to assist the technically feasible and financially viable
solution for incineration facility. As an alternative solution we recommend to construct a waste
management area for collection, separation and partly pre-treatment of waste close to the Tech-
nical Support and Maintenance Area. This area should be large enough for installation of a pre-
treatment facility for infectious waste in future.
Hazardous Waste and Materials
Management of dangerous goods and hazardous materials is an important component of pollution

prevention and airport health and safety obligations. According to information provided by the
Airport hazardous materials use and storage mainly include the storage of kerosene, fuel for ve-
hicles and machinery, lubricants and oils associated with the maintenance of machinery and paint,
as well as janitorial and maintenance chemicals. An inventory of the used materials stored including
their types and quantities and a record of material recycling and reuse is kept by the environmental
engineer of the airport.
Based on their characteristics and their environmental, health and safety effects, the hazardous
waste and materials should be classified according to EU regulations such as European Waste
Catalogue and Hazardous Waste List (“EWC”), EU Directive 2002/96/EC on waste electrical and
electronic equipment (“WEEE Directive”) and EU Directive 2006/66/EC on batteries and accumula-
tors and waste batteries and accumulators and repealing EU- Directive 91/157 (“New Batteries
Directive”) as follows:
• Generally prohibited hazardous waste and materials: asbestos and asbestos based products,
lead piping/fittings, carcinogenic substances, fluorescent lamps, material containing CFCs
(chlorofluorocarbons), materials containing PCBs (polychlorinated biphenyls), lead based
paints and substances to be deleterious at the time of use;
• Generally accepted hazardous waste and materials, some of them under strict usage and
storage: non prohibited construction and building materials, metal, timber, glass, tires, aircraft
and vehicle fuel and other auto lubricants; and
• Hazardous waste and materials which fall under both the new Batteries Directive and WEEE
Directive.
All these materials are generally handled according to their Material Safety Data Sheets. Most of
the storage buildings are endowed with inappropriate containment facility of hazardous materials.
Therefore, we recommend the gradually reconstruction and upgrade of these unsuitable contain-
ment facilities of hazardous materials, which are placed within the special vehicles area; in-between
the vehicles repair workshop and the timber and metal workshop.

Regarding the presence of asbestos containing materials on the airport site, as informed by the
airport all old buildings could contain these hazardous materials in roof or in cement, in old cargo
depots, isolation of old pipes, etc. Because of this, we recommend to make an asbestos survey
before start of any demolition works.
Chisinau Airport is responsible for power supply on the airport area. It owns and operates the
transformer stations and associated switchgear. As informed by the Airport, most of transformers
are over 20 years old and probably in their oil fillings there are polychlorinated biphenyls (PCBs). In
consequence, appropriate disposal routes and arrangements need to be made for their disposal
as part of the replacement program.
There is an abandoned vehicle filling station, where their defunct underground storage tanks
(USTs) should be removed. We recommend the UST content removal and cleaning to be per-
formed by a specialized company in an environmentally safe manner.
Regarding the forecast waste streams will be generated over the Master Plan period there is no
planning projection for the amount of waste for this period. It depends on a number of variables,
which are:
• directly related to air traffic growth (number of passengers, visitors, airport employees, air
traffic movements, air cargo) and
• indirectly related to the airport expansion and the development of commercial activities (of-
fices, retail activities, customers, employees).
Based on these considerations a later study should be commissioned to assess future waste
management requirements according to new waste management facilities as proposed in this
Master Plan.
14.4 Soil and Groundwater Contamination
Based on the information provided by the Airport there are no obligations or liabilities deriving from
past operations. Furthermore, no soil and ground water quality investigations were conducted on
airport site. This kind of monitoring was not requested by the authorities. Overall, the visual inspec-
tions performed around and on airport site during the site visits found the airport facilities to be in
good condition with no visible evidence of contaminated groundwater or land identified.
The location of Chisinau Airport in Republic of Moldova and the corresponding snowfall in winter
causes a need for de-icing aircraft and removal of snow. De-icing liquids used for aircraft and
airfield have to be in an environmentally safe manner in order to avoid unnecessary adverse impact
on the groundwater.

14.5 Water Supply and Wastewater Discharges
Chisinau Airport is supplied by water from the municipality (city water supply network). The water is
supplied by a 150 mm diameter pipeline installed underground. This water is used not only as
potable water for terminal and adjacent buildings but also for fire fighting. According to the infor-
mation provided by the Airport generally the water supply on the airport platform is ensured under
stability conditions. The quality of the potable water is regularly checked by a commissioned labor-
atory belonging to the Technical Inspection of the Company “Apa-Canal Chisinau” as part of a self-
inspection process coordinated by Chisinau Airport. Mainly, the results of the analysis showed that
the water quality parameters meet the Moldavian standards.
Airport development will result in increasing the water consumption, mainly due to increased num-
ber of passengers. To cope with the increasing water demand, for the new water supply system
two different sources are recommended: a direct connection to the external (municipal) water
supply system for the “new Terminal area” and, as additional source, only for the technical center
the existing well plant located close to this zone to be modernized and if necessary a water treat-
ment facility with filtration and chlorine dosing plant should be considered whilst defining of correct
treatment needs further investigations and studies.
The construction / renovation of vehicle maintenance (including a new ecological car washing
facility) and transportation division in the eastern part of the airport area will bring benefits to envi-
ronment and public health such as:
• Reduced water consumption trough recycling and reuse of water;

• Separation of dirt and contaminants;
• Decomposition of detergents; and
• Avoidance of hazardous waste and wastewater.
14.6 Wastewater sewer system
Domestic wastewater from airport buildings is collected into a local underground sewer (a 100mm
diameter pipeline) and discharged into the city’s sewerage network. The evacuation connection to
the city sewage network is made of polypropylene and steel. The total length of the network is
approximately 3,000 m. The airport pays for the volume and loading of wastewater discharged into
the city’s wastewater network.
and from the airport administrative buildings including the canteen. As established by the Chisinau
Ecological Agency (decision 18/10-6/15.03.2002) and approved by Chisinau City Council (decision
2/4/23.05.2002), the main requirements for the wastewater discharged into the municipality se-
0
wage is that the pH is between 6.5-8.5 and that the temperature is between 6-30 C. Other maxi-
mum emitted loads refer to: suspended solids of 145mg/l, dried residuum of 1000 mg/l, BOD5 of
150mg/l, sulphates of 160mg/l, sulphurs of 1mg/l, greases of 20mg/l and anionic detergents of
0.45mg/l.

The Chisinau city’s water and wastewater operator “Apa-Canal” together with Chisinau Ecological
Agency and with the support of the airport environmental officers monthly monitor the wastewater
loading from the airport before it is discharged into the municipality’s sewerage network. Some
surcharges were paid in 2008/2009 due to exceedance of the maximum allowable concentrations
(especially for aircraft wastewater overloading).
As informed by the Airport facilities such as terminal, catering building and canteens are not
equipped with pre-treatment units consisting of grease traps for wastewater.
Given these baseline considerations, we recommend an appropriate wastewater treatment by

installation of grease traps for wastewater resulted from canteens, catering and Terminal buildings.
Additionally, it is recommended to upgrade existing tricherator for aircraft lavatory water handled
by Moldavian Airlines, which actually cannot meet the Moldovan legislation even though the airport
proposed an alternative solution to discharge the aircraft lavatory wastewater into another waste-
water discharging point of the company “Apa-canal” situated 7km far from the airport site.
14.7 Surface water drainage system
Rainwater from roads, roofs, open areas, etc. is collected in a surface water drainage system. This
water has a quality comparable to run-off water from roads. It is drained into the area’s natural
water system without treatment. Natural gradients and water flows remain largely unaltered.
Rainwater, which is discharged from aircraft stands (passenger apron, cargo area, maintenance
area) may be polluted by oil or petrol from the aircraft refueling. Moreover, rainwater runoff from fire
training areas and future car parks could also be polluted by potential liquid discharges. Even if the
Master Plan includes increased paved and built-up areas as a result of which more surface run-off
will be generated, by means of
• the planned installation of oil interceptors at potentially contaminated areas,

• the development of runoff treatment system for fire water runoff at dedicated fire training area;
and
• the upgrade of the defunct water treatment plant near Singera.
the impact on the local environment will be significantly reduced.
The addition of storm water management and de-icing facilities on the aircraft stands and the
implementation of the ISO 14001 environment management system will significantly improve the
existing storm water management at the airport.
14.8 Flora, Fauna and Wildlife Hazard Control
As a consequence of its geographical setting, within the perimeter of Chisinau Airport it is assumed
that there are no Special Areas of Conservation (SACs) for the conservation of natural habitats and
wild fauna and flora and no Special Protection Areas (SPAs) for the conservation of wild birds as
designated under the EU Directive “Nature 2000” based on the EU Birds and EU Habitats Direc-

tives. The only forest-park in the north-eastern side of the airport does not represent an old-growth
forest, and flora and fauna do not include any species that receive legal protection and / or are
notable for their nature conservation value. Furthermore, the grasslands and semi-arid grasslands
which dominate the airport are not botanically rich grasslands that received legal protection. As
there are no running and/or open water within the perimeter of Chisinau Airport there are no aqua-
tic ecosystems designated for their nature conservation value.
The Master Plan aims an airport development and expansion in a safe, balanced and sustainable
manner. In such conditions, the Master Plan promotes opportunities for new green spaces and
sustainable developments. As such, in the Phase 1 of the Master Plan 100 trees (blue spruce) will
2
be planted on the airport territory to compensate for the loss of approx. 450 m of grassland si-
tuated inside the existing perimeter of the airport namely between the internal road of the airport
close to the terminal buildings and air traffic control tower and the apron planned to be expanded.
At present this green space is planted with 37 trees such as blue spruce. This tree species is not
designated as species of interest for biodiversity and nature protection under the EU Directive
“Nature 2000” based on the EU Birds and EU Habitats Directives. The new planted forest will play
a vital role in the local air quality and contributes to the noise and visual screening.
Regarding land use planning the planned expansion of apron refers to the change of land use from
actual agricultural land use status to civil aviation land use while permit for land use change must
be required from competent authorities in line with the Moldovan regulation.
In terms of aviation safety, measures to monitor and control the bird and other wildlife hazards
should be further developed. Although the airport is developing methods to frighten them away in a
safe way trying to prevent bird strikes and other wildlife hazards by aircraft, these preventive meas-
ures are not sufficient to minimize the potential risk and further aircraft collisions with bird and other
wildlife occur at the airport especially on the manoeuvring area, which constitutes a serious eco-
nomic and safety problem. This situation is amplified by the presence of open garbage or illegal
landfill as well as of the agricultural cultures including orchards of walnut and fruit trees in the vicini-
ty of airport, which represent a good food source especially for crows and rodents.
Given the baseline considerations, it is recommend to assess bird and other wildlife hazard at the
airport and if needed based on the assessment to implement a wildlife hazard management plan
so as to alleviate the hazard of the strike. An important component of the wildlife hazard manage-
ment plan is the prevention of habitats and land uses on or in the vicinity of the airport that are
attractive to hazardous wildlife. Generally, wildlife hazard management at airports is a complex,
public-sensitive action governed by various international and state regulations. Therefore, the air-
port should employ staff trained in wildlife damage control to assist in the development, implemen-
tation and evaluation of wildlife hazard management plan. Such professionally developed and im-
plemented management plan will minimize the likelihood of major-damage wildlife strikes on the
airport and provide crucial support during litigation in the repercussions of any significant strike
event that might occur.

Landscape of Chisinau Airport
14.9 Energy Efficiency and Fuel Resources
Chisinau Airport is provided with automatic controls only for the main Terminal Building. All other
systems are manually controlled. As such there is energy wastage due to reliance of manually
operating equipment.
By implementation of the Master Plan and innovative technology

techn the energy consumption is as-
sumed to decrease per passenger. The following principle energy efficiency opportunities are rec-
rec-
ommend:
• Installation of the heat/cooling recovery unit on the central air-handling

air handling units between fresh air
and return air. The payback period for a well-designed
well energy recovery system will normally
be in the range of 3-5 years;
• Automatic controls for the stand-alone
alone fan coil units-
units controls of the Fan cooling units currently
based on the “on/off” concept;
• Reduction in the passenger
ger terminal heat loss can be achieved by enlarging the main entrance
lobby and introduce revolving doors. The payback period for doors is around 1-2
1 years;
• Installing stand alone hot water services boiler for summer operation–
operation the hot water demand
during the summer would be better served from a dedicated plant which only supplies hot wa-
w
ter avoiding energy loss in running combi-boiler;
combi and
• Implement energy metering to reduce energy costs. Acting on the information provided by
energy metering can generally reduce
educe running costs by around 5%.
Moreover, installation of a full Energy Management System within the Airport will bring the following
benefits:
• Improve the reliability of the electrical infrastructure system by automatically operating the
changeover switches
ches to maintain the electrical supply;
• Reduce the manpower requirements in managing the plant;

• Reduce the Airport energy consumption; and

• Improve the monitoring of essential service and equipment to ensure any failure can be dealt
with promptly.
In addition, the energy resources will be reduced, which leads to minimizing the adverse effects on
the environment, climate change and human health. Likewise, a better transport infrastructure will
curb the fuel consumption of transport vehicles. Thermal rehabilitation and upgrade of buildings
inside the airport perimeter will have a positive effect on energy efficiency and use of energy re-
sources, including air pollution reduction.
14.10 Material Assets and Cultural Heritage
According to information provided by the airport no protected architectural monuments or natural

protected zones are at Chisinau Airport. Because of the very low probability of discovery of un-
known archaeological and paleontological resources once the Master Plan will be implemented,
impacts are determined to be less than significant. Implementation of Moldovan standard condi-
tions would ensure less impacts if archaeological and paleontological resources are discovered
during construction (excavation) works or later (“chance finds”).
14.11 Social and local economic impacts
As no relocation of residents or business would be required no significant adverse social impacts

are expected to result from development of Master Plan but rather it will have a positive socio-
economic impact on national, regional and local level. On national and regional level the expansion
will satisfy the need of businesspeople traveling to and from Chisinau, thus making the anticipated
economic upswing possible. At the same time the improved accessibility of the whole region of
Chisinau catalyzes the expected growth. The region’s cultural contribution will be also significant as
well as rapidly growing in both quantitative contributions to the regional economy and in qualitative
contributions such as quality of life, capacity to attract visitors and business and the overall image
and “brand” of the region. Consequently, there is a strong correlation of Gross Domestic Product
(GDP) per capita recorded in purchasing power parity (PPP) growth and passengers using Chisi-
nau Airport.
On local level the growth of airport operations will provide additional work to citizens of adjacent
villages. At the airport itself, the main economic agents offer employment are Chisinau Airport,
carriers, handling and cargo agents, commercial agents, etc. Furthermore the airport induces
employment in the region, e.g. craftsmen that are required for regular maintenance of facilities.
Modernization of the airport will create additional employment opportunities on airport or in imme-
diate vicinity both in the construction phase and during its operation. Skills and learning are and will
continue to be important drivers of economic growth in the region enabling individuals to realize
their full potential. It is encouraging therefore some important issues for Region Chisinau relating to
education and training provision particularly among the rural population and highly qualified work-
force, creating new jobs (e.g. in IT, communication, etc.) including as much as possible the remov-
al of sub-regional variations in skills attainment, skills utilization and skills shortages.

Conclusion
Based on the overview of current environmental settings and forecast environmental assessment
at Chisinau Airport and neighboring sites, the development of the Master Plan is not expected to
have potential for significant environmental impacts. No significant adverse social impacts are
expected to result from development of the Master Plan because no relocation of residents or
businesses will be required.
In particular, the Master Plan will not have significant adverse effects on human health and no
damaging effects on the cultural heritage and biodiversity. The Master Plan components generally
involve construction proposals using state-of-the art and environmental friendly building tech-
niques, which have a reduced impact on the environment. Potentially minor adverse impacts can
readily be avoided by applying good site management practices and environmentally sound con-
struction standards and procedures. Therefore an Environmental, Health and Safety Management
System should be implemented in the short term at the airport according to ISO 14001.
A simple monitoring program is needed to cover the construction phase and the first years thereaf-
ter. This will be prepared and implemented by trained staff from Chisinau Airport.
In conclusion, the implementation of the Master Plan will create a balance between minimizing
environmental impact, whilst securing economic and social benefits associated with Chisinau Air-
port’s role within the local and regional economy. New jobs and employment benefits will be gen-
erated both in the construction phase and during operation of the airport, once expanded.

15. Public and Airline Consultation
In preparing this Master Plan, HTA has consulted with a series of different stakeholders. The views
have been collected and considered in preparing this Master Plan. Although not required by law,
Chisinau Airport has expressed its intend to provide this draft version to their stakeholders as well
as to the wider audience inviting for comments. A draft version of this Master Plan has been made
available by the airport for comments during the Month of January 2010 on the airports web page.
Approximately 100 comments have been received, mainly from stakeholders of the airport. The
comments on the draft version have been analysed and considered in preparing this final Master
Plan.
In preparing the Draft Master Plan, HTA has consulted:
• The management and key experts of Chisinau Airport

• Community representatives through the majors of
o Bachioi
o Singera
• Key airlines operating into Chisinau Airport, including
o Air Moldova
o Moldavian Airlines / Carpartair
o Austrian Airlines
o Turkish Airlines
o S7 Siberian Airlines
• Ground handlers
• Authorities operating at Chisinau Airport, including
o Customs
o Border Control
o Security
• Moldatsa
• CAA
• Agency of Transport
• Environmental authorities
• Retailers operating inside the terminal, including
o Le Bridge
Further, comments were provided by EBRD / EIB as well as Ramboll.
The main comments received from the different stakeholders can be summarized as follows:

The community representatives strongly expressed that the current flight paths should not be
changed. The old runway should not be put back into operation, neither permanently nor tempora-
rily as this would increase the number of noise affected people significantly.
The airlines viewed that the apron should provide for a sufficient number of aircraft stands that can
be used in a roll in roll out mode. Inside the terminal, the airlines are interested that passengers can
be processed in a smooth and efficient way. For transferring passengers, facilities such as day
rooms should be provided for those passengers that spend several hours airside.
The authorities viewed it as important that sufficient office and rest areas for the employees need
to be provided.
EBRD / EIB mainly commented on the traffic forecast to ensure that the forecast is sufficiently
conservative and that new negatively impacting industry-relevant policy developments like the
emission trading system are included. Further, EBRD / EIB highlighted the need to refurbish the
power system of the airport and to implement energy efficient systems, especially for the lights.
Ramboll viewed that the traffic forecast could be too pessimistic and that the traffic at Chisinau
Airport may develop more dynamically than forecast, especially due to Moldova joining the ECAA
agreement. Further, Ramboll viewed that a significant terminal expansion should be carried out to
balance the proposed airside and landside development, especially in Phase 1.

16. References
1. Regulations concerning the observance of the legislation of Moldova regarding the envi-
ronmental preservation and conservation, Chisinau International Airport, 2006
2. Report on the occupational health and the working environment of the employees of the
Chisinau International Airport, Chisinau Municipality, April 2005
3. ICAO Airport Planning Manual, Part 1, Master Planning (1987)
4. ICAO Airport Planning Manual, Part 2, Land Use and Environmental Control (1985)
5. ICAO: Aerodrome Design Manual – Part 1 – Runways
6. ICAO: Aerodrome Design Manual – Part 2 – Taxiways, Aprons, and Holding Bays
7. ICAO: Airport Services Manual – Part 1 – Rescue and Fire Fighting
8. ICAO Airport Services Manual, Part 8, Airport Operational Services (1983)
9. ICAO: Annex 14 – Aerodromes – Volume I – Aerodrome Design and Operations
10. ICAO: Annex 16 – Environmental Protection – Volume I – Aircraft Noise
11. ICAO: Annex 16 – Environmental Protection – Volume II – Aircraft Engine Emissions
12. IATA: Airport Development Reference Manual
13. NACO: Chisinau Airport – Modernisation Airport Project, May 28, 2008
14. Dorsch Consult: Chisinau Airport Project II, Moldova, Feb 26 – 28, 2007
15. Ic Consulenten: Assessment of the bearing capacity and status display of runway 08/26
and of taxiways alpha, bravo and charlie, 17.10.2008
16. AEA: Chisinau International Airport Modernization Project II Environmental Due Diligence:
Environmental Analysis Report, August 2008
17. ICAO Consultant Jamal Chaykhouni Technical Review, March 2007
18. Inception Report of Chisinau International Airport, HOCHTIEF AirPort, July 2009
19. Layout plan of Chisinau International Airport
20. Satellite pictures of the Chisinau Region, public domain (Google Earth), status July 2009,
for actual land use
21. AIP Moldavia, status 2008
22. Chisinau International Airport Homepage (http://www. airport.md/)
23. EU- Directive 2002/49 2002/49/EC of the European Parliament and the Council of June
25 2002 relating to the assessment and management of environmental noise, Official
Lournal of the European Communities, L189/12-25, 18.7.2002
24. EU- Directive 2002/30 on noise related operational restrictions at community airports
25. EU- Directive 92/14 on the phase out of chapter 2 aircraft at community airports
26. EU- Directive 2006/66 on batteries and accumulators and waste batteries and accumula-
tors and repealing EU- Directive 91/157
27. EU- Directive 2002/96 on waste electrical and electronic equipment
28. European Waste Catalogue and Hazardous Waste List
29. Environmental Action Plan for 2009-2011of Chisinau International Airport
30. Environmental Baseline Study for Technical Design Project of Chisinau International Air-
port, HTA Draft, July 2009

31. Conceptual Design Report for Rehabilitation Works at Chisinau Airport, HTA, July 2009
32. Report on the electrical infrastructure an energy efficiency opportunities for Chisinau Air-
port, Moldova, CuronaDesign – BUILDING SERVICES Consulting Engineers, September
2009
33. Handbook for Air Pollution Monitoring 52.04.186-89, Moscow 1991, selection
34. State of Environment in Moldova for 2006 (national report), Ministry of Ecology and Natu-
ral Resources in Moldova, Academy of Sciences Moldova, The Institute of Ecology
and Geography, Chisinau, 2007
35. Geography of Moldova, Wikipedia,
http://en.wikipedia.org/wiki/Geography_of_Moldova
36. Maps and Reports on the State of Atmosphere Pollution, Environmental Factors Quality
and Weather, http://www.meteo.md, State Hydro-meteorological Service
37. Emissions and Dispersion Modeling System (EDMS) User’s Manual, CSSI, Inc., Washing-
ton, DC, September 19, 2008
38. Emissions Factors & AP 42,EPA, http://www.epa.gov/ttn/chief/ap42/index.html
39. ECAC.CEAC Doc. 29, Report on Standard Method of Computing Noise Contours around
Civil Airports, Second Edition, European Civil Aviation Conference Europeenne d’Aviation
Civile, July 1997
40. Butikofer, M.G.: FLULA 2 Details of the Aircraft Simulation Model. Paper presented at
ICAO/CAEP/WG2, June 1997
41. Methodology for calculation of noise exposure around general aviation airfields, Report
no. 120, Danish Acoustical Institute, November 1984.
42. SAE AIR a751, 1981 Society of Automotive Engineers
43. Circular 205-AN/1/25/ ICAO

17. Appendix
17.1 Land Use Maps for Chisinau Airport
Phase 1
Phase 2
Phase 3
Ultimate Vision (after 2030)

17.2 Maps of air pollutants dispersion for the two scenarios: 2015/2016 and 2030 se-
lected for Chisinau Airport
NO2 - Maximum 24h average concentration
NO2 - Annual average concentration

th
NO2 – 19 highest maximum 1h average concentration according to the EU Directives 99/30 and
2008/50/EC
NOx - Annual average concentration
CO - Maximum 24h average concentration
CO - Annual average concentration
PM10 - Maximum 24h average concentration
PM10 - Annual average concentration
SO2 - Maximum 24h average concentration
SO2 - Annual average concentration
VOC - Maximum 24h average concentration
VOC - Annual average concentration

17.3 Overlap noise maps (Lden and Lnight) for 2009/ 2010, 2015/2016 and 2030

Chisinau Airport Master Plan

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Chisinau Airport Master Plan

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HOCHTIEF AirPort GmbH Page 2

List of Abbreviations .................................................................................................................. 9

1. Executive Summary ........................................................................................... 13

2.1 Purpose of the Master Plan ................................................................................... 16

2.2 Methodology of the Master Plan ........................................................................... 17

2.3 Planning objectives and criteria ............................................................................. 19

3. Background and History of Chisinau Airport .................................................. 23

4. Inventory of Services, Facilities, Zoning and Restrictions ............................. 25

4.2 Airfield .................................................................................................................. 27

4.2.1 Runway ................................................................................................................ 27

4.2.2 Taxiways .............................................................................................................. 31

4.2.3 Apron ................................................................................................................... 35

4.2.4 Navigational, Visual Aids and Airfield Lighting ........................................................ 38

4.2.5 Obstacle Limitation Surfaces................................................................................. 40

4.2.6 Airfield Fencing and Perimeter Road ..................................................................... 44

4.2.7 Airside Capacity .................................................................................................... 44

4.3.1 Passenger Terminal .............................................................................................. 45

4.3.2 VIP Terminal / Delegation Terminal ........................................................................ 52

4.4 Landside access and parking................................................................................ 52

4.5 Secondary buildings ............................................................................................. 53

4.5.1 Fuel Farm ............................................................................................................. 54

4.5.2 Petrol Station ........................................................................................................ 54

4.5.3 Vehicle Maintenance ............................................................................................. 55

4.5.4 Aircraft Maintenance ............................................................................................. 56

4.5.5 Fire Brigade .......................................................................................................... 56

4.5.6 GSE and heavy Airfield Equipment ........................................................................ 57

HOCHTIEF AirPort GmbH Page 3

4.5.7 Tower / ATC / Administration ................................................................................ 59

4.5.9 Parking ................................................................................................................. 60

4.5.10 Medical Centre ..................................................................................................... 60

4.5.11 Building Maintenance ............................................................................................ 60

4.5.12 Old Terminal Building ............................................................................................ 61

4.6 Utilities .................................................................................................................. 61

4.6.1 Water supply and Fire Fighting .............................................................................. 61

4.6.2 Surface Water Drainage System............................................................................ 64

4.6.3 Sewage System and Waste Water ........................................................................ 67

4.6.4 Electric Energy / Power Supply ............................................................................. 70

4.6.5 Natural Gas Supply ............................................................................................... 73

4.6.6 Heating Plants / Central Heating ........................................................................... 73

4.7 Environmental Situation......................................................................................... 74

4.7.1 Climate ................................................................................................................. 74

4.7.2 Site geology, topography and seismicity ............................................................... 75

4.7.3 Regulatory compliance summary .......................................................................... 76

4.7.4 Soil and ground water ........................................................................................... 76

4.7.5 Noise .................................................................................................................... 77

4.7.5.1 Aircraft noise......................................................................................................... 77

4.7.5.2 Ground noise ........................................................................................................ 78

4.7.5.3 Minimizing aircraft and ground noise ..................................................................... 80

4.7.5.4 Safety and Noise Zoning ....................................................................................... 80

4.7.6 Air quality .............................................................................................................. 81

4.7.7 Water Supply and Wastewater Discharges ............................................................ 83

4.7.8 Sewage system .................................................................................................... 84

4.7.9 Wastewater from the airplanes .............................................................................. 85

4.7.10 Surface Water Drainage System............................................................................ 86

4.7.11 De-icing ................................................................................................................ 91

HOCHTIEF AirPort GmbH Page 4

4.7.12 Waste Management .............................................................................................. 92

4.7.13 Dumps ................................................................................................................. 93

4.7.14 Hazardous waste and materials ............................................................................ 93