Master Plan Summary - Aerodrom Ljubljana

Master
Plan
Summary
LjubLjana joŽE Pučnik airPort

DISCLAIMER: The sole responsibility of this publication lies with the author. The European Union is not responsible for any use that may be made of the information contained therein.
Contents
1. Message from the President of the Management Board 4
2. Highlights 6
3. Introduction 8
4. Forecasts & Future Requirements 13
5. The Macro-Economic Benefit to Ljubljana and the Region 28
6. Land Use Planning 32
7. LJU Master Plan 34
8. Key Components of the LJU Master Plan 39
9. Protecting our Environment 56
10. Abbreviations 63

4
1
Message from the
President of the
Management Board
LJUBLJANA AIRPORT IS SET TO BECOME THE LEADING
PROVIDER OF AIR CONNECTIONS AND SERVICES IN
THE REGION FOR PASSENGER AND FREIGHT TRAFFIC.
A tangible proposal for the future.
The vision of Aerodrom Ljubljana, which manages the international Ljubljana Jože Pučnik
Airport and its development, has for some years been a leading provider of air services in
the wider region. A major advantage of the airport is its geostrategic position at a hub of
major European routes. The development of airport and airport-related programmes will
provide space and opportunities to develop supplementary services. The document we have
prepared is a response to the question of how and when we can implement the vision
towards which we are working and which we are committed to. The masterplan, using the
analyses that formed the base for its preparations, offers the planned development of the
airport up until 2040. It is the first masterplan in the airport’s history, representing a major
milestone in the airport’s development as sustainable, high quality and secure infrastructure.
The Master Plan envisages that the growth in airport traffic will continue to be positive. It plans
for 3.2 million passengers a year by 2030, and 4.1 million per year by 2040, which means
that passenger traffic will increase on average by 3.35% per year between 2011 and 2040.
The number of aircraft movements will also increase, but somewhat slower, with a planned
2.23% annual growth until 2040.
Freight traffic will also increase consistently. Air freight will increase by over 60,000 tonnes
per year by 2040, while road freight will grow almost twice that amount.
Traffic forecasts and financially feasible projects form the basis for spatial planning and
infrastructure planning, so the masterplan sets out responses on the justification for and
capacity of planned infrastructure. It confirms the need for the construction of the new
passenger terminal, the coherence of the multi-modal logistics centre project with rail track
to the airport and proposing the most effective options for the development of a commercial
zone, technical and maintenance programmes, a freight area and general aviation area.
Enabling traffic to increase also requires continued investment in the manoeuvring areas and
the expansion and upgrading of the existing airport aprons. The document goes on to define
the system for public areas and access, and support, security and safety infrastructure.
Considerable attention is paid to assessing environmental impacts. The masterplan
recommends planning and implementing in a
manner that will satisfy the demands of all the airport’s stakeholders with the lowest
possible negative impact on the environment and local population.
The airport promotes economic growth and provides business and employment
opportunities for the local and broader environment. We address these tasks responsibly
and with great pride. Our strength compared to many other airports lies in the fact that we
have considerable space for development, a clear vision and many ideas for the future.
The masterplan has assessed these ideas and the result of the plan is a tangible proposal
in space and time for the future of Ljubljana airport.
Zmago Skobir,
CEO and President of
the Management Board

2
Highlights
By the year 2040 we predict the number of passengers using our airport each year
will increase significantly, at an average growth rate of 3,35% per year and will reach
approximately 4.1 million.
Page 18
The air flown cargo volume is estimated to grow from nearly 10,000 tons to over 60,000
tons and truck freight should increase from 7,200 to over 100,000 tons by 2040.
Page 18
It is assumed that the new terminal in total 36,275 sqm will be available in 2013.
Page 25
Maneuvering areas, airport aprons, access system, landside airport business park Aeropolis
Ljubljana, multi-modal logistics centre with rail track, car parking facilities, cargo facilities,
hangars, GSE and secondary airport facilities will meet the future traffic demands.
Page 27
Within the next two decades more than 4,500 direct and 5,000 indirect jobs will be
generated as a result of the overall development of Ljubljana Airport.
Page 30
A net added value of the airport will increase from 192,9 million Euros in 2008 to 440
million Euros in 2030.
Page 31
We will plan and implement our future development in a manner that will satisfy the demands
of all the airport’s stakeholders with the lowest possible negative impact on the environment
and local population.
Page 56

3 Introduction
Welcome
This Master Plan is the first Master Plan in the Airport’s history and marks a milestone in the
development of the airport as a sustainable, high-quality and safe infrastructure. It ensures
that the airport is prepared to meet future transport needs by reserving areas on a financially
viable basis and taking into account the environmental impact. The outcomes of the Master
Plan shall match with and shall be embedded in the municipality and state land use plans.
The Ljubljana International Airport Master Plan is not only a development concept but also
an essential management strategic tool 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 management,
airport authorities, municipal authorities and real estate developers).
The Master Plan coordinates the development of the airport up to year 2040 in relation to
its technical, environmental and business requirements. This period has been broken up into
three main development phases;
1. the short term future (design year 2015);
2. the medium term future (design year 2025); and
3. the long term future (design year 2040).
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 procedures and airport needs. It aims to reach a common understanding between
Ljubljana International Airport and its’ stakeholders on strategic outlook for the future
development of Ljubljana 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 shall thus be a stable basis for individual projects. A regular review of the Master Plan
should be conducted in an interval of not less than 5 years or when the design parameters
may have been rendered obsolete by sudden and unforeseeable circumstances.
Ljubljana Airport, Slovenia
Ljubljana International Airport (IATA code: LJU, ICAO code: LJLJ) is the main international
airport in the Republic of Slovenia, located approximately 27 km away from the capital, and
largest city, of Ljubljana. The airport is strategically located in the center of Slovenia, in a
region that generates ca. 44% of the country’s turnover and the highest GDP per capita
within the country.
It is also well located relative to central Europe, between the Alps and the Mediterranean
Sea. The Airport has good road connections with the city and the regions.
Ljubljana International Airport serviced 1.4 million passengers in 2009 and 1.7 million in
2008. The airport is used by passenger airlines and freight integrators such as UPS and
DHL. It is also the hub of flag carrier Adria Airways.
The Republic of Slovenia is located in central Europe in-between the eastern Alps and the
Adriatic Sea, bordering Austria, Italy, Croatia and Hungary.
Since the collapse of the former Socialist Federal Republic of Yugoslavia in 1991, Slovenia
has become an independent parliamentary republic, and a stable democracy which has
assisted in Slovenia´s transformation to a modern state.
Since May 2004 the Republic is a member state of the EU with a full implementation of
the Schengen agreement in 2008. Since January 2007 the EURO is the national currency,
replacing the Slovenian Tolar.
Ljubljana is located in the middle of the country and surrounded by rural agricultural land
and is the capital and economic center of Slovenia with about 280,000 inhabitants.
Illustration 1: Transport Network in Slovenia
8 9
LJU Airport
Kranj
Zagreb

Economic Development
Since 1993, after the Slovenian independence phase, the economy has started to grow
more strongly than the EU average. The real GDP grew by CAGR 4.4% p.a. in the last 10
years compared to the European average growth of 2.3%. Since the EU-membership in
2004, the real GDP increased even by an CAGR 5.1% p.a. In 2007, the economy grew by
6.8%, the highest growth rate in recent years, before declining to 3.5% in 2008.
Today Slovenia has a high-income developed economy which enjoys the highest GDP per capita
of the new member states in the European Union with 29,500 US$ (PPP) in 2008, or 88% of
the EU average. The central geopolitical position at the cross-roads of trade and transport routes
between the Balkans and Western Europe and the direct access to the sea through the Port of
Koper gives Slovenia a cutting edge. The country additionally benefits from a well-educated and
productive work force, and its political and economic institutions are vigorous and effective.
Tourism Development
With its geographical location in Central Europe, between the Alps and the Mediterranean
Sea, Slovenia offers tourists a huge diversity of culture, nature and leisure activities such
as city tourism, skiing in 45 ski regions, wellness & spa in 25 health resorts, golf on 11 golf
courses, adventures activities like climbing, rafting, paragliding, cycling, etc, gambling and
conference tourism, etc.
Since the late 1990’s, the number of foreign tourists increased significantly while the number
of domestic tourists grew only slightly. This was in part the result of the membership of the
Schengen area in 2008 which allowed easier access for EU visitors. In 2008, Slovenian
tourist accommodation facilities registered almost 1 million domestic and 1.771 million
international tourist arrivals, generating a total of 2.766 million tourist arrivals and 8.412
million overnight stays. In 2008, the number of accommodation rooms was accounted by
over 32,000 beds with an average occupancy rate of 45%.
Objectives
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 environmental impacts and financial viability of the measures.
The Master Plan acknowledges the need for a balanced approach to development based on
the following ‘Core Objectives’:
• Expand airport infrastructure and increase traffic in order to become a leading
provider of air connections and services in this region, for both passenger and cargo
traffic;
• Ensure provision of high quality and safe airport services;
• Enhance the development of accompanying commercial activities and activities not
directly related to airport operations; and
• Provide a friendly environment and assure the well-being of passengers, employees,
the local community and all other entities and personnel involved in the performance
of airport services.
After extensive consultation with key airport stakeholders, these Core Objectives were
further expanded to include the following:
Ensure provision of capacity to meet future demand:
Ljubljana Airport shall provide sufficient capacity to serve the projected growth. In planning
and designing facility improvements, Ljubljana Airport shall be adaptable to the changing
needs of its customers, tenants, federal and local requirements. Planning and design shall
allow a modular expansion of the assets according to the traffic development and shall
provide sufficient flexibility to react to unexpected events.
Social progress which recognizes the needs of the airport stakeholders:
Ljubljana Airport shall continue to provide a safe, efficient and secure operating environment
for passengers and their baggage. The airfield’s facilities shall be equipped with navigation
equipment and lighting systems necessary for operating in poor weather conditions.
Ensure reliable and consistent spatial planning:
Due to its national importance, the Master Plan shall serve as a starting point for the
preparation of a detailed plan (“National Spatial Plan”) for the entire Ljubljana Jože Pučnik
Airport area. It shall ensure that the airport is embedded in the urban and regional context.
Maintenance of high and stable levels of economic growth and employment:
Ljubljana Airport is critical for attracting and retaining businesses in Slovenia. The airport is
a vital part of the infrastructure that supports economic growth. The airport shall take a lead
role in supporting economic development efforts and its operation shall be financially selfsustaining.
The airport’s development shall be conducted in a financially feasible manner,
balancing the need for new facilities with maintaining reasonable user charges. Aerodrom
Ljubljana, d.d., acknowledges the importance of non-aviation revenues and pursues a
strategy to attract potential investors.
Effective protection of the environment
Ljubljana Airport shall continue its proactive approach to the environment by ensuring
that all future developments minimize the impact on the environment. In particular airfield
improvements shall be planned to accommodate future aviation demand while at the same
time minimize noise impacts on adjoining communities.
Provide high quality journey experience
Ljubljana Airport shall offer a pleasing experience to the users and customers. Its facilities
shall be intuitively 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 shall be sufficient to maintain a high level of convenience and efficiency.
10 11

Airport operations that maximize the efficient use of infrastructure
Ljubljana Airport shall manage its asset in an efficient way by well-defined procedures, new
technologies and equipment and highly qualified staff. It shall use the best practices from
the industry to service the air traveling public and the community with good value.
Remain as the gateway to the country
Ljubljana Airport will remain the main gateway to Slovenia and the region’s premier
passenger service airport. Ljubljana Airport shall remain an international airport, with all the
required facilities necessary to process international passenger arrivals and departures. It
shall be configured to accommodate aircraft that fly intercontinental routes. The airport shall
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.
The Master Plan for Ljubljana Airport establishes a program for the improvement of existing
facilities and the development of new facilities at the airport over the next 30 years.
4 Forecasts &
Future Requirements
Traffic Analysis - Ljubljana Airport
Forecast Methodology
The traffic forecast system is divided into two sections: the historic analysis as well as the
future prognosis of the traffic at the airport.
The forecast methodology incorporates aviation related information, socio-economic
information and the eagerness to use air transportation.
The aviation related information is based on historical traffic trends of the airport itself as
well as on general trends in the aviation industry and on the country (i.e. Slovenia) 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 and economic development, are main factors to recognize influencing factors
on the future traffic.
A combination of a “bottom up” (short-term forecast) and “top down” (long-term forecast)
approach was used to reflect the changing elements over the forecast period.
12 13
Short-Term forecast
Top-down approach
=> demand-driven
2007 2010 2015 2020
Bottom-up approach
=> “offer-driven”
Long-Term forecast

• The “top down” approach takes into consideration the economic development as
well as future tourism trends, propensity to travel, long-term airline strategies and
airport infrastructure.
• The “bottom up” approach is based on detailed development of the airlines’ strategies
and their capacities offered which includes the consideration of airport schedules and
statistics as well as the commitment of airlines to operate at the airport in the future.
Historic Developments - Passenger Traffic
PASSENGER (in millions)
2
1.5
1
0.5
0
- 0.5
-1
-1.5
-2
Passenger Development 2004 - 2010
2004 2005 2006 2007 2008 2009 2010
PAX Commercial Growth
Illustration 2: Passenger development LJU 2004 - 2010
Source: HTA, Symbios
20
15
10
5
0
- 5
-10
-15
-20
GROWTH (%)
Key highlights:
• 60% increase in passengers since 2004 (1,048,231 à 1,673,055 pax).
• Solid increase of passengers between 2004 and 2008 after joining the EU.
• Decrease of approx. 21% in 2009 was caused by the economic crisis 2008 (strong
dependency on the economy).
Historic developments - Cargo & Postal Traffic
Key highlights:
-28 %
• Cargo development highly depends on the economic situation worldwide.
0
2004 2005 2006 2007 2008
• Commencing in 2008 Adria Airways stopped flying with full- freighter (2007: 20%
share of freighter; 2 Mio kg).
Cargo total Post total
•
•
2/3 of the belly freight was flown by Adria (Jan-July 2009).
Biggest full freighter Airlines in 2009: European Air Transport, Farnair, TNT Airways,
Illustration 3: Cargo and Post Development LJU 2004 - 2008
Source: HTA, Symbios
Solinair. Catchment Area
Ljubljana International Airport is the central airport of Slovenia, located to the north of
Ljubljana city.
Approx. four million people are living in the catchment area within a radius of 120 min by car, which
includes Slovenia, the southern part of Austria, the northeastern part of Italy and part of Croatia.
The good road network results in the majority of passengers arriving at the airport by car.
Favorable access from LJU within Slovenia and to / from the neighboring countries and
tourist destinations and economic centers such as:
Ljubljana (city): 25 km (25 min)
Portorož (Slovenian coast): 139 km (90 min)
Bled (mountain region): 34 km (30 min)
Zagreb (Croatia): 165 km (120 min)
Klagenfurt (Austria): 60 km (60 min)
Trieste (Italy): 150 km (90 min)
Venice (Italy): 260 km (180 min)
Illustration 4: Catchment area by driving time
Source: LJU Airport
14 15
14.000.000
12.000.000
10.000.000
8.000.000
6.000.000
4.000.000
2.000.000
0 %
+42 %
+87 %
+31 %
-4 % +6 % +5 %

Factors Affecting Traffic
Fuel Price
• Airline´s advantage is membership in the Star Alliance which enables passenger Passenger, Aircraft and Freight Forecasts
Economy
• For 2009 Slovenia is experiencing the worst crisis since independence, as GDP is
expected to contract by about -4%.
• The demand for oil, and thereof the oil prices, is highly dependent on global
macroeconomic conditions. Experts believe that fuel price will increase in the long
term, after the current economic downturn.
connections to 912 airports through the world.
As a result of the worldwide economic crisis, the air traffic in Ljubljana decreased by -14.4%
in 2009. For 2010 the economic pick-up expected a little increase in the air traffic at
Ljubljana Airport however it is unlikely that the traffic will return to pre-crisis levels for
• A weak rebound should occur in 2010 as exports pick up.
Airport
several years.
• Inflation will continue to moderate on the back of a rising output gap and higher • Ljubljana airport would like to focus on its hub potential in the future.
North America
Far East, Asia
unemployment.
• The main traffic growth expectations for Adria Airways will be transfer traffic from
• In the long term the Slovenian economy is forecasted to grow on a higher level than
the Balkans.
Period CAGR
YEAR PAX
the EU average.
• The majority of the traffic is outbound traffic, while only 40% are incoming passengers
2011-2020
2020-2030
4,30
3,19
2015
2020
1.909.860
2.330.848
Tourism
from abroad.
5.000
2030-2040
2011-2040
2,67
3,35
2030
2040
3.191.805
4.155.313
• Tourism offers an important development and business opportunity for Slovenia. Adria Airways
Middle East
4.000
• Healthy growth rates have boosted the development of the Slovenian inbound tourist • Adria Airways strategy is to continue developing their hub at Ljubljana Airport and
3.000
•
market.
An increase in disposable income in Slovenia has positively benefited outbound
increase the number of transfer/transit passengers from/to Western Europe to/from
South East Europe, in particular the Balkan states.
Africa
2.000
•
tourism.
According to the World Travel and Tourism Council (WTTC) the travel & tourism
economy is expected to grow by 4.4% per annum in real terms between 2010 and
2019.
•
•
As a result of the economic crisis the number of passengers will decline in 2009,
with Western Europe being the main market affected in terms of passenger declining.
Adria Airways has also reduced one daily flight on the routes to Vienna, Frankfurt and
Munich since July 09.
national logistic points
central logistic hub Ljubljana
European spokes
distribution ‘Europe’
1.000
0
2001 2010 2020
LJUSTAT + STF
2030
BASE TREND
2040
• In March 2009, Adria Airways has signed a letter of intent with Airbus to purchase
Illustration 5: European and International hub and spoke system (road, rail, air)
Illustration 6: Passenger forecast (base trend)
a new Airbus A319 aircraft. The management board intends to replace its existing
Airbus A320 fleet with new Airbus A319 aircraft by 2013.
Source: Feasibility Study “Logistic Center Ljubljana Airport”,
Symbios, 2007
Source: HTA, Symbios
16 17

Passenger
The base trend of the total number of passengers served by Ljubljana Airport shows that:
• Traffic volume will continue to grow and reach approximately 3.2 million in 2030 and
4.1 million passengers in the year 2040.
• This increase represents a compound annual growth rate of 3.35% between 2011
and 2040.
Illustration 7: Aircraft movements forecast (base trend)
Source: HTA, Symbios
Period CAGR
2011-2020 2,83
2020-2030 2,14
2030-2040 1,79
2011-2040 2,23
LJUSTAT + STF BASE TREND
YEAR MOV
2015 52.276
2020 59.710
2030 73.755
2040 88.038
100.000
90.000
80.000
70.000
60.000
50.000
40.000
30.000
20.000
10.000
0
2001 2010 2020 2030 2040
Aircraft Movements
According to the passenger forecast, the number of aircraft movements at Ljubljana Airport
is also expected to continue to grow after a decline caused by the crisis.
• The number of movements is estimated to reach nearly 60,000 in the year 2020
and 88,000 in 2040.
• This increase represents a compound annual growth rate of 2.23% between 2011
and 2040.
Freight
The handling of cargo at Ljubljana Airport will develop positively until 2040. This forecast is
based on the feasibility study “Logistics Center Ljubljana Airport” 2007 which highlighted
that the main reason for the positive growth within the next years is the construction of
a multimodal logistic center and a rail link terminal. An infrastructure like this raises the
attractiveness of the airport for freight-forwarders.
• The air flown cargo volume is estimated to grow from nearly 10,000 tons in 2008
to over 60,000 tons; and
• Trucked freight should increase from 7,200 to over 100,000 tons by 2040.
Design Day Profiles and peak hour levels
The ‘Design Day Profile’ is the key component to identifying the future requirements of the
airport and is considered the main consideration for planning purposes. Based on annual
forecast figures and actual flight schedules, new flight schedules could be extrapolated
and peak hour indicators for passenger and aircraft movements were forecasted in 5-years
intervals.
• The peak hour analysis shows that the airport terminal requires a capacity around
1,770 passengers for adequate operation in 2030 (current capacity is 725
passengers).
• The peak hours for movements at Ljubljana Airport are related to the number of
passengers as well as to the capacity of the operating aircraft.
• The combined peak hour aircraft movements show a volume of 25 Air Traffic
Movements in 2030
18 19
Tons of Cargo
120.000,00
100.000,00
80.000,00
60.000,00
40.000,00
20.000,00
0,00
2001 2010 2020 2030 2040
Illustration 8: Air cargo forecast (base trend)
Source: HTA, Symbios
Total Air (lown) Cargo Total Air (trucked) Cargo

800
700
600
500
400
300
200
100
0
20
18
16
14
12
10
8
6
4
2
0
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22
23
PAX Total PAX Arrival PAX Departure MOV Total MOV Arrival
MOV Departure
Illustration 9: Passenger traffic design day profile LJU 2008
Source: HTA, Symbios
Illustration 10: Aircraft movements design day LJU 2008
Source: HTA, Symbios
Peak Indicator Forecasts
The following table summarizes the annual forecast figures and detailed results of the design
day schedules up to 2030 for the typical peak day in August. Please note that for the year
2040 a high level outlook was prepared by extrapolation only for required peak hour figures.
Traffic Forecast Scenarios
Based on the base trend forecast, two different development scenarios were considered,
taking into account different development options at Ljubljana Airport.
The “high case” scenario considers the current underdeveloped low cost sector at LJU
and therefore calculated the expected effects of a generally stronger growth of the
low cost segment at LJU. As a result of a stronger growth of low cost operations the
average airfares will be reduced and the air travel demand is assumed to strongly
increase to nearly 4.8 million passengers; the movements are estimated to grow to
91,000 movements in 2040.
In the “low case” scenario the possibility of a serious crisis and drop of traffic was considered
with its expected effects on the traffic development at LJU. Ljubljana Airport is assumed to
lose more than 400,000 passengers (-10.0%) compared to the base trend forecast in 2040
and is estimated to reach 3.7 million passengers in 2040. New carriers will only take over
the profitable routes and may not establish a hub in LJU but rather focus on point-to-point
traffic. Ceased connections to minor airports – mainly in former Yugoslavian countries – will
be outweighed by higher frequencies and increasing capacities on major European routes
as well as LCCs entering the Slovenian market, taking advantage of the sudden vacuum in
the market. The stronger growth on feeding routes, LCC city routes and touristic routes will
also balance parts of the loss.
20 21

historical forecast forecast forecast forecast forecast forecast
Indicators 2008 2010 2015 2020 2025 2030 2040
ANNUAL FORECAST LJU AIRPORT
TOTAL PAx 1,673.055 1,470.000 1,909.860 2,330.848 2,750.534 3,191.805 4,155.313
TOTAL O&D PAx 1,517.180 1,316.329 1,631.627 2,005.960 2,384.695 2,787.632 3,682.131
TRANSFER PAx 145.013 144.244 266.254 310.616 349.401 385.556 450.100
TOTAL COMMERCIAL PAx 1,662.193 1,460.573 1,897.881 2,316.576 2,734.096 3,173.188 4,132.231
TOTAL COMMERCIAL SCHENGEN PAx 842.374 730.590 956.532 1,395.505 1,705.802 2,051.149 2,763.636
TOTAL COMMERCIAL NON-SCHENGEN PAx 819.819 729.983 941.349 921.071 1,028.294 1,122.039 1,368.595
TOTAL NON-COMMERCIAL PAx 10.862 9.427 11.979 14.272 16.438 18.617 23.082
TOTAL ATM 47.945 44.057 52.276 59.710 66.733 73.755 88.038
TOTAL COMMERCIAL PASSENGER ATM 31.876 30.241 34.377 40.464 46.111 51.734 63.163
TOTAL COMMERCIAL SCHENGEN ATM 19.377 18.997 21.847 28.600 33.629 37.843 46.342
TOTAL COMMERCIAL NON-SCHENGEN ATM 12.499 11.244 12.530 11.864 12.482 13.891 16.820
TOTAL CARGO ATM 3.559 2.945 3.348 3.656 3.899 4.102 4.402
TOTAL COMMERCIAL ATM 35.435 33.186 37.725 44.120 50.010 55.836 67.564
TOTAL NON-COMMERCIAL ATM 12.510 10.871 14.551 15.590 16.723 17.919 20.474
Illustration 11: Peak hour indicators
Source: HTA, Symbios
Illustration 12: Passenger forecast scenarios
Source: HTA, Symbios
LJU STAT+STF BASE TREND HIGH CASE LOW CASE
Demand Forecasts - Future operational requirements
The future operational requirements of LJU have been primarily derived from the Traffic
and Peak Indicator Forecasts described above. In addition, service levels and international
standards have also been considered with specific reference to IATA Service level C.
Runway Requirements
Movements 2015 2025 2040
Annual Passengers (in millions) 1.91 2.75 4.16
Annual Movements (in thousands) 52.3 66.7 88
Design hour Movements
(both directions)
16 23 31
According to Slovenia Control; the current capacity of the runway is restricted by certain
circumstances to 25 movements per hour. However the following changes are required in
order to increase the runway capacity:
• Construction of a rapid exit taxiway (RET) at an optimum location and the incorporation
of taxilanes for Code C aircraft wherever appropriate
• Installation of a ground radar system; and
• Construction of the new ATC tower at its new and much better location
The runway can easily accommodate the expected long term traffic.
22 23
6.000.000
5.000.000
4.000.000
3.000.000
2.000.000
1.000.000
0
2001 2010 2020 2030 2040

Aircraft stand requirements
Passenger Apron
The number of aircraft stands has been determined by using the design day schedules to
satisfy the amount of night stands necessary during for the design day.
General / Business Aviation Apron
The aircraft stands demand for general / business aviation is generally higher than for
regular passenger flights as business jets are not subject to frequent rotation.
Stands 2015 2025 2040
Code B 13 12 4
Code C 7 10 22
Code E 1 1 3
Long Term and Contingency e.g. night parking etc.
Code B 3 3 1
Code C 2 2 5
Code E - - 1
Total 26 28 36
Maintenance
Every hangar stand should be complemented by one open apron stand for light maintenance
and tests.
Cargo
The number of stands has been assessed on the design day schedule until 2030. For 2040
an assessment has been made.
Passenger Terminal - Terminal 2
At Ljubljana International Airport, the assessment of current terminal facilities showed that
the existing passenger terminal is working at its capacity limits and cannot accommodate
future passenger handling processes due to space and unit constraints.
Ljubljana International Airport has already planned to develop a new terminal in the near
future. The new terminal will be developed next to the existing terminal. The airside areas of
the existing terminal will be extended in the new terminal use. The plans for the construction
of the new terminal are well advanced and have been considered as given in the Master
Plan. The drawings have been reviewed in terms of functionality and size. Terminal 2 will be
a new processor providing all functional facilities required for passenger handling.
It is assumed that the new terminal will be opened in 2013. The added total gross floor area
amounts to 31.175 sqm. From the existing terminal approximately 5,100 will be further
used as passenger terminal facilities. In total 36,275 sqm will be available in 2013.
Most functional areas of the planned terminal will be sufficient for the long term future until
2040. Only a few functional areas, especially the baggage system, need to be extended
before 2040. The Master Plan recommends to modularly extend the terminal in 2030.
Passenger Terminal - Functional Requirements
The Master Plan analysis indicates that with the inclusion of Terminal 2, to the current
passenger terminal, LJU has sufficient space to meet the growing demands of the airport
infrastructure except in some minor areas. These areas have been considered as part of the
master plan and appropriate extensions have been planned. Other key findings from this
review include:
• Capacity of Terminal 2 in general is sufficient until 2030
• Some areas or units need to be upgraded in future
• Departure Hall needs to be enlarged in 2040
• Self Check-In counters should be installed in the new terminal
• Additional departure screening units and passport boxes for departure / transfer
need to be installed in long term future
• One more Schengen contact gate is required in 2040 (For Non-Schengen 3 are
required and 4 are available)
• One additional transfer screening units is required in 2040
• Arrival passport boxes are not sufficient from 2025 onwards
• Additional baggage belts are required
• Arrivals customs area needs to be enlarged in 2040
24 25

T2 Extension
TERMINAL 2 - GROUND FLOOR
T2 Extension
TERMINAL 2 - 1ST
T2
T2
T1
T1
Future Requirements - Overview
A similar assessment was conducted in all functional areas of the airport. This assessment
determined the airports ability to meet the future demands on its infrastructure based on
the traffic and peak indicator forecasts. Necessary expansions and or mitigation have been
included into the master plan to ensure the airport is well placed to maintain its high service
levels. Some of the key findings highlighted from this review include:
Commercial Passenger Terminal
• Total commercial space planned for the new Terminal 2 will be sufficient beyond
2030.
• Some commercial areas like VIP lounge, conferencing facilities and shops could be
located in the existing Terminal 1.
• Car Parking
• Current total public car parking capacity is sufficient until 2012.
• If the existing multi-story car park will entirely be used for short-term public car
parking only, the current capacity would be sufficient until 2030.
• Aeropolis (the already planned airport business park) will generate additional staff
parking demand.
• From 2030 onwards a reduction of the staff parking requirements has been assumed
due to the inauguration of the railway connection.
• Given the current operational concept the car rental agencies and taxi companies
would require additional parking spaces in the multi-story car park.
• The future demand for public bus and coach parking spaces leads to the consideration
of relocating or splitting the current bus parking area.
Aeropolis - landside Airport Business Park
• After several meetings with different local experts it can be assumed that the
area of Ljubljana Airport shows a certain demand for several landside real estate
developments.
• The successful implementation of the business centre facilities depends strongly on
marketing initiatives.
• In the category between four star and four star plus a hotel with an initial capacity of
120 rooms could be established until 2015.
• In a later phase a two to three star hotel with a capacity of 100 rooms could meet
the market demand.
• A retail outlet like a supermarket could be developed in two phases starting with a
sales area of 1,000 sqm which could be extended to 1,720 sqm.
• The logistics centre includes a duty free warehouse and several other warehouses
which may be occupied independently from each other.
• For further details please refer to page 33.
Cargo Facilities, Hangars & GSE
• A proper development of Aerodrom Ljubljana’s cargo terminal would need a location
with adequate extension opportunity
• The cargo centre would be operated by third parties and should be ideally located in
the proximity of Aerodrom Ljubljana’s cargo terminal.
• According to Adria Airways, they require an additional code C hangar and in long
term a code E hangar.
• For GSE storage, a second facility shall be provided for a future second ground
handler.
• GSE plot size area indicates the total area for GSE including building.
Secondary Airport Facilities
• An extension of the in-flight catering facility requires the relocation of the entire area.
• The expected demand for office space by administration staff of Aerodrom Ljubljana
does not lead to the need of a new building.
• The growth rates for General Aviation facilities are pegged to the average GDP
growth with exception Solinair and LinxAir have stated requirements for 2015.
• The requested Solinair facility is a hangar for maintenance of aircraft.
• The General Aviation Center will be enlarged and moved to a dedicated area to allow
for further growth.
26 27

5
The macro-economic
benefit to Ljubljana
and the region
Overview
Since the earliest days there is a clear and proven link between the regional or national
economical development and the demand for mobility. Whereas the transportation industry
benefits from the regional development of an industry, it is in parallel a fundamental catalyst
to ensure that the full economical growth can be gained and will be sustained.
Demand for
Mobility
Catalytic effects
Catalytic effects
Economical
Growth
Today mobility is the common base for innovative, sustainable and global economic growth.
Thereby the opportunity to transport goods, people and information within a shortening
timeframe is a fundamental location advantage within the global competitive market. Hence
for each country or region it is an increasing challenge to keep pace with the increasing
demand for mobility.
30
25
20
15
10
5
Thousand Kilometers/Year
0
2000 2010 2020 2030 2040 2050
OECD North America Eastern Europe China India
OECD Pacific Former Soviet Union Other Asia Africa
OECD Europe Latin America Middle East
Illustration 13: Regional growth in per capita transaction activity
Source: World Business Council for Sustainable Development
Methodology
The economical assessment of the benefits of Ljubljana International Airport on the City of
Ljubljana and the Osrednjeslovenska region is based on a macro-economical impact study.
As indicated within the illustration (right), the impact assessment can be subdivided into two
major effect categories. Whereas the first category mainly results from the production of the
air transportation, the second category is focusing on effects resulting from the utilization of it.
Conclusions
In order to evaluate the base to balance the economical benefits and potential damages,
which result from the future development of Ljubljana International Airport, the report
in hand, has outlined major economical benefits for the City of Ljubljana and the
Osrednjeslovenska region, which can be assigned to the future development of Ljubljana
International Airport.
The key-indicators for the economical necessity of the airport for the local region have
been grouped into direct, indirect, induced and catalyzed effects, which are expressed
by an increased:
• Employment,
• Income,
• Regional purchasing power and
• Regional net added value.
Air Transportation
Effects resulting
from the production of
”air transportation”
Effects resulting
from the ullization of
”air transportation”
Direct On - site
effects Off - site Purchasing
Power of direct
or indirect
Indirect
effects
employed people
Catalyzed
effects
Economic factor Location factor
28 29
Induced
effects
Employment, Income & Net Added Value Effects

30
Moreover it has been proven that the above listed indicators are directly linked to the future
traffic growth (passengers and cargo) of Ljubljana International Airport. Hence, the higher
the traffic growth rates the larger the overall economical benefit of Ljubljana International
Airport.
Consequently, based on the future traffic growth of 4% (CAGR), the airport is more than
doubling its regional employment effect within the next two decades. In 2030, more than
4,500 direct and 5,079 indirect/induced jobs are generated as a result of the overall
development of Ljubljana International Airport. Thereby these 9,500 affected employees are
further strengthening the regional economy as their total income sums up to more than 50
million Euros (direct income) and 60 million Euros (indirect income) in 2030. Hence, based
on real terms and 2008 salaries, the airport is actively generating an additional regional
purchasing power of 115 million Euros (2030).
Macro - Economic Effects of LJU Airport 2008 2030
Direct employment effect 2,000 4,514
Indirect/induced employment effect 2,200 5,079
Total employment effect 4.200 9,593
Direct income effect 1,2 [m EUR] 24.3 54.9
Indirect/induced income effect 1,2 [m EUR] 26.3 60.7
Total income effect 1,2 [m EUR] 50.6 115.7
Direct net value added effect 1,3 [m EUR] 91.8 207.3
Indirect/induced net value added effect 1,3 [m EUR] 101.0 233.3
Total net value added effect 1,3 [m EUR] 192.9 440.6
Percentage of gross domestic product
of the Osrednjeslovenska region
1 in real terms
2 based on 2008 salaries
3 based on 2008 labor productivity
1.5% -
Ljubljana International Airport is currently generating a net added value of 192.9 million
Euros (2008), which will further increase, based on the future traffic growth, to 440 million
Euros in 2030. Hence, as the airport is already generating approximately 1.5% of the
total GDP within the Osrednjeslovenska region, its future growth potential is of significant
importance to the regional and national economy.
Moreover, in addition to these monetary economic benefits, the airport is actively enhancing
the regional attractiveness as a national and international business location which stipulates
the overall regional economic development. Even though the wider spin-off benefits of
Ljubljana International Airport such as:
• Reduced costs of trade movement,
• Increased location factor, and
• Rapid movement of passengers and goods,
are less tangible, they are of equal national importance for Slovenia as the associated direct,
indirect and educed economical benefits.
Hence, Ljubljana International Airport as the international air transportation gateway of
Slovenia is:
• Actively facilitating the national trade development,
• Indispensable for the in- and outbound tourism development, and
• A key catalyst to improve the national productivity.
Thus, approximately 20 years after Slovenia’s independence, the total contribution of
Ljubljana International Airport to the safeguarding of jobs and a sustainable development of
the national net added value is one of the major pillars of the existing social, economic and
cultural welfare of Slovenia.
Likewise the airport is nowadays representing Slovenia’s international gateway and offering
all Slovenes the opportunity to fully live out their own freedom of mobility.
Therefore in order to further develop the Slovenian transportation strategy and to connect
the national transportation system to the overall Trans European Transport Network, it is
essential to evaluate the need for the future development of Ljubljana International Airport,
including its railway connectivity, and to estimate potential economical and social damages,
which may result from a lack of capacity in the future.
A clear national development strategy can only be defined based on the comparison of the
economic and social benefits of Ljubljana International Airport to the potential environmental
and social damages.
31

6Land
Use Planning
The Necessity for a Land-Bank
Ljubljana International Airport is a prime airport of national significance to Slovenia. As an
airport, it is recognizably a strategic national asset and a socio-economic catalyst for the
country’s development.
For future planning purposes, it is also important to recognize that the sustained preservation
of this land-bank is far more cost-effective and certainly less onerous than any compelling
need in the future to rebuild a new facility on a greenfield site.
Land Use Concept
Future land-banking can only be undertaken if there is a clear and agreed understanding
of the ultimate use of each and every zone within the airport site. Accordingly, the following
Land-Use Concept was developed, as a first step and in close association with airport
1.
Area
designated
for new
Landside
Commercial
Area
Area designated for new Maintenance
Repair Overhaul (MRO) & Airport
Operational Facilities
Area
designated
for new
Cargo,
Integrator &
GA Facilities
management, to define the current and future use of airport related land.
The benefits of developing the long term zoning strategy are:
• to organize the airport area by allocating areas for specified developments,
• to ensure that different parts of the airport can be expanded in a flexible way and
according to their specific requirements,
• to ensure that any such expansion shall be possible with minimal disruption to the
airport operations,
• to provide an important communication tool to the wider community, stakeholders
and the airport company,
• to future proof investments and developments,
• to ensure that developments are undertaken in a structured, safe and cost efficient way.
2.
3.
32 33

7LJU Master Plan
The Existing Situation
Runway:
Dimensions 3,300m x 45m +7.5m shoulder each side, Asphalt Pavement (under
refurbishment) PCN 110, Turn Pads, 4E .
Taxiway System:
Efficient system for current demand with a parallel TWY and several connection taxiways to
RWY and apron areas.
Apron System:
Main apron (19+5 new standard stands), Maintenance apron, GA apron, sufficient for
current demand.
Navigation Aids:
Equipped with Visual and Radio NAVAIDS and according to ICAO (ILS31 Cat IIIb, markings,
signs, lighting, DVOR, NDB, DME).
Defining the Ljubljana Airport Master Plan
In maintaining consistency with the declared objectives of this Project, and to preserve LJU’s
existential possibilities, the Master Plan aims to achieve the following objectives:
• the master plan is configured to satisfy all future requirement as described in Section
2 of this document,
• to enable the runway capacity to be increased, provisions are made to receive and
take advantage of RET’s should the need arise in the future. They include increasing
the apron depth and the provision of taxi lanes for Code C aircraft wherever possible
to accommodate a looping arrangement for taxiing,
• assert the need to relocate the Military/Police Zone so as to open possibilities for
future growth and to maintain consistency with expedient civilian and commercial
airport operations,
• take consideration of any environmental impact arising from the airport’s expansion
in the time horizon envisaged,
• in rationalizing CAPEX demand in master plan, existing assets are preserved and
utilized to the best extent possible,
• to optimize land-use within the overall airport site with logical zoning (clustering or
centralization) of various functional/operational elements (i.e. Passenger & Cargo
Processing, Aircraft Repair & Maintenance, General Aviation and Airport Technical
Functions).
The development options are presented in the years 2015, 2025 and 2040 to reflect events
that are slated to occur during the time-horizon of the master plan. These events are as
described in the chart below:
2010
2013
2025
2030
2040
Starting phase of master plan
New Terminal2 (T2) will become operational
and back space in old T1 becomes available
for alternative use.
Military & Police Zone is usable
for civil airport operations
Assume availability of railway service to airport
The end phase of the master plan time horizon.
34 35

AIRPORT DEvELOPMENT CONCEPT (2015) AIRPORT DEvELOPMENT CONCEPT (2025)
36 37

AIRPORT DEvELOPMENT CONCEPT (2040)
8Key Components
of the LJU
Master Plan
Runway
• The existing runway is sufficient to handle the traffic of up to 35 movements per
peak hour during the planning horizon.
Taxiways
• Construction of Taxiway shoulders according to ICAO recommendations for code E
in Phase 3.
• Connecting taxiway between passenger apron and maintenance apron.
• Additional connecting taxiways to the new apron areas.
• Redesign of Taxiway G to a regular Rapid Exit Taxiway.
Apron
• Expansion of the passenger apron in north-west direction.
• Expansion of the maintenance apron at the maintenance hangars.
• Development of a new cargo apron south of the military
and police area.
• Development of a new Business / General Aviation apron
at the south-east end of the airport.
38 39

Access Road
• Relocation of access road within Phase 1.
• Three new roundabouts to access the airport area (Design provided by the airport),
• First roundabout = access to terminal (Terminal Link).
• Second roundabout = access to commercial area (Commercial Link).
• Third roundabout = access to cargo and GA area (Cargo Link).
• Access road needs a second lane per direction in Phase 3.
Terminal Link
New Access Road
Commercial Link
Existing Access Road
Cargo Link
Terminal Curb
• The total length of the new curb is 215 m and consists of;
• Parking lane for taxis, drop-off and pick-up located directly in front of the terminal.
• Maneuvering area in the back of the parking lane.
• One-directional drive through lane.
• Access road needs a second lane per direction in Phase 3.
40 41

Car Parks – Unrestricted Area
• Existing multi-story car park (A), open air car park (B) and bus car park (G) are
incorporated into the future parking concept.
• New multi-story car park (C) is assumed to open in 2015 with a capacity of 1,680
spaces and a new car rental center on ground level.
• First phase of new open air car park D is expected to open in 2015 (140 stands) with
a planned extension (2021) to a total of around 500 stands.
• It is assumed that new open air car park E will open in 2021 and extended in 2030.
• New bus car park (H) would open in 2013.
• Additional parking capacity is planned for the Airport City (F).
Car Parks – Restricted Area
• The airport already plans the opening of the new open air car park A in 2012 which
will provide 600 staff parking spaces for the airport maintenance area.
• Phased extension of Adria Airways parking lot B (2015, 2021 and 2030) to a total
capacity of around 450 stands.
• Third parties will use existing car parks (C)
• Master Plan foresees appropriate parking capacity for employees working in the
cargo facilities (D) or general aviation center (E).
• Opening of first phase is planned in 2015 with extension in 2030 to a total of around
560 stands.
General Aviation
• The company Linxair requires additional facilities for Phase 1.
• Due to the required maintenance hangar of Solinair the facilities
of GIO needs to be relocated for Phase 1.
• Relocation of the General Aviation Center to the south-east in Phase 3.
• Re-use of the old GA Center for Solinair for Phase 3.
42 43
PHASE 3 - 2040

Retail Outlet
• Optimal position for a supermarket at the exit to the main airport road.
• Passengers as well as meeters and greeters leaving the airport would pass by the
outlet.
• Employees working in the passenger terminals or within the airport technical zone
could reach the supermarket within walking distance.
• Development of the retail outlet is recommended in two phases starting with
approximately 1,000 sqm sales area in 2015 and another 1,000 sqm sales area
Hotel
in 2023.
• Construction of a 3*+ - 4* hotel building in front of new multi-story car park with
assumed opening in 2015.
• Covered walkway to Terminal 2 and link to the car park provide hotel guests with a
convenient and short connection to these facilities.
• To diversify the hotel offer at the airport a budget hotel has been planned (opening in
2020) in wider geographical distance from the passenger terminal than the 3*+ - 4*
hotel.
Business Center
• Location provides a fast access to Gorenjska motorway via the main airport road.
• Passenger terminal facilities are reachable within walking distance.
• To stimulate the market demand openings of buildings A and B are planned already
in 2015 and 2017.
• Buildings C and D would follow in 2021 and 2026 and building E in 2031.
44 45

Logistics Center
• It is recommended to rededicate the existing DHL building in the new duty free
warehouse.
• Duty free operator would lease half of the DHL building in 2016 and the entire
building in 2026.
• Positioning of further large-sized warehouses is suggested opposite the new cargo
facilities.
• Opening of the first big block of 4,000 sq m warehouse space already in 2015.
Cargo Terminal (operated by Aerodrom Ljubljana)
• Greenfield area offers the advantage of sufficient landside and airside staging and
manipulation area.
• Start developing the cargo facilities at the border to the military zone.
Cargo Center (operated by third parties)
• With beginning of 2015, the opening of the first phase of the new cargo center is
suggested.
• Tenants like DHL, UPS, Kuehne + Nagel or Panalpina are expected to move into that
new center.
46 47

GSE, vehicle Maintenance, Heavy Airfield vehicles
• At Ljubljana International Airport it is recommended to develop a centralized area for
technical and maintenance facilities with a close access to the airside area.
• An airside access gate will be developed where the existing air cargo terminal is
located.
• For a second ground service provider in future, the ground service equipment shall
be developed in the centralized technical area.
• The new configuration of the facilities in long term development allows sufficient
staging areas for equipment around the buildings.
Aircraft Maintenance
• Adria Airways is planning their third code C hangar next to the existing hangars.
• The Solinair hangar is required in first Phase until 2015.
• In long term, an additional code E hangar for Adria Airways can be developed at
Adria land
48 49

Fire Fighting
• The fire fighting station is located at the center of the airport, directly next to the air
cargo facility.
• In general, the fire brigade is equipped and trained for the ICAO Aerodrome Rescue
and Fire Fighting Category 6. On request, the fire fighting services can also meet the
Category 9 requirements.
• The fire brigade currently operates four fire fighting vehicles.
• For the future traffic, the fire station shall be upgraded to category 8. This means
a required number of fire fighting vehicles of three and equipment for category 8.
• The fire station at its present location is sufficient to secure the runway and adjacent
areas in case of an aircraft accident. The location is almost in the middle of the
airport. The distance to threshold 13 is approximately 1,700m and to threshold 31
approximately 2,500 m (on service roads and runway). This is close enough to reach
the thresholds within acceptable time. The land side areas and the terminal can also
be secured by this fire fighting station.
• For the future it is recommended to leave the fire fighting station at its present
location and upgrade it to fire fighting category 8.
Power Supply
• A new connection cable of 110kV will assure a capacity of 2x20 MVA.
• A new distribution power station 110/20kV will be developed at the airport
(recommended location see figure).
• The new terminal needs a power supply of 3.2 MVA. A transformer station with 3
transformers of 1.2 MVA each the demand is satisfied. When the terminal will be
extended in 2030, an additional transformer needs to be installed.
• The transformers shall be located inside the new terminal or near the terminal for
example inside the “white house”.
Water Supply
• A new water pump station is required in the new future.
• The new passenger apron, cargo and general aviation apron shall be equipped with
fire fighting hydrant system.
• The area for the business center, the hotels and the new car park shall be connected
to the water supply system until 2015 to provide the infrastructure.
Heating
• In future it is recommended to keep the decentralized heating centers and not
developing a centralized heating center.
• The airport will be connected with a new natural gas pipeline and the facilities at the
airport will be heated with gas.
• All existing heating centers need to be turned to gas heating centers.
• A dedicated main Gas Transformer Station (GTS) needs to be installed.
Sewage System
• It is planned in future to connect the airport sewage system with a new pipeline to
the local community sewage system.
• The connection shall be developed to the existing water treatment plant where a
pump station needs to be developed.
• The connection shall be developed to the existing water treatment plant where a
pump station needs to be developed.
• It is necessary to construct a new connection pipeline from the terminal area to the
existing water treatment plant respectively new pump station.
50 51

Surface Water
• New retention (basins or ponds) have to be planned and implemented along with the
new apron development areas.
• New separators need to be installed at all aprons.
• A new covered retention basin will be required in the eastern part of the airport land.
• During winter months the de-icing liquids from the de-icing pads shall be led to the
pollution control at the de-icing pad on the passenger apron.
• The design is in line with the requirements of LJU airport.
Railway Connectivity
In parallel to the preparation of this Master Plan, a railway connectivity feasibility study
was carried out by a separate consultancy firm. During the course of the Master Plan
project, coordination meetings took place between both project teams. The consultation has
indicated that
• There will be a link to the airport from Ljubljana City;
• That there will be a link to the Passenger Terminal from the main line,
• That the main line is likely to run on the Northern side of the Runway although the
Southern side will be maintained as an alternative.
Alternative - Connection Light Rail (blue)
The Master Plan assumes that until 2030 the airport is expected to be linked to a rail system
(tram line or rail loop to the main railway line) with high capacity and reliability.
Modal Logistics Center
The multi-modal logistics center (MLC) is mentioned in the context of this Master Plan
on the merits of a previous study conducted by Symbios for Aerodrom Ljubljana in 2007.
The MLC is relevant to the Master Plan also because it carries a significant impact on the
cargo traffic assessment. In the context of future requirements for cargo facilities, the MLC
is seen as a growth catalyst that contributes to substantial increases in Ljubljana Airport’s
Alternative - Loop Connection Railway (blue)
expected cargo throughput in the future. According to Symbios’ prognosis, the absence of
the MLC alongside the airport may compromise Ljubljana Airport’s growth opportunities in
cargo related traffic. Being a multi-modal facility, its development is concurrent with the
development of the proposed railway alignment in the vicinity of Ljubljana Airport.
PROPOSED RAIL CONNECTION (BLUE)
MULTI-MODAL LOGISTICS CENTER (GREEN)
52 53

The development of a landside business park area described above (page 15) in called
project Aeropolis Ljubljana.
Over the next ten years, Aeropolis Ljubljana, the key development project of Aerodrom
Ljubljana and a city in its own right, will be built on 80 ha next to Slovenia’s national
airport. Located at the strategically important intersection of the fifth and the tenth European
transport corridor, this is one of the most ambitious development projects of national
importance.
Aeropolis aggregates all the characteristics of a promising real estate development project
because of:
Strategic Location
Advantageously located at the intersection of two transport corridors which connect central
and SE Europe.
Accessibility
Located next to the A2 motorway, the approach road to the capital city of Ljubljana; the
proximity of the Port of Koper; only a few hours drive away from major business centres in
neighbouring countries; and lastly, an air link to European commercial and industrial hubs,
make Aeropolis an excellent starting point for successful international business.
Profitability
The exceptional location, flexible design concept and the current lack of facilities available at
the airport, make Aeropolis a prime, relatively low risk investment opportunity.
Illustration 14: Aeropolis
Source: Protim Ržišnik Perc
Contemporary Design
Buildings in Aeropolis will be designed according to the most modern principles of profitability,
cost-efficiency and sus¬tainability.
Adaptability
Planned on the principles of modular architecture, buildings in Aeropolis will allow occupiers
to develop and shape space according to their needs.
More on Aeropolis Ljubljana: http://www.aeropolis.si
55

9Protecting
our environment
Overview
Noise Pollution
Naturally, aircraft noise is one of the most crucial factors that may cause an impact on the
environment in the vicinity of an airport. For Ljubljana Airport aircraft noise was calculated
on the basis of an air traffic forecast and according to the provisions of the Slovenian decree
on limit values for environmental noise indicators.
The traffic forecast contains information about the number of Air Traffic Movements (ATM)
for the year 2030. Additional information was collected (e.g. about preferred arrival and
departure directions) and assumptions where made (e.g. about the aircraft mix). The
outcome is pictured with noise contours for different day times which are shown in plans
1 – 4 of the EIA.
As shown the relevant critical values for commercial areas which occur laterally to the RWY are
confined to the airport territory. These areas can’t be build-up in any case. Therefore, the planned
development of the Master Plan is not restricted by aircraft noise. Furthermore existing or planned
residential areas are also not affected by the respective noise contours in lateral direction.
In south-eastern only agricultural areas or forests lie within the noise contours. No buildings (e.g.
residential or commercial) exist or are planned there. In contrast, in north-western direction parts
of the settlement of Šenčur are affected by critical noise level during the evening period (18 – 22
h) as shown in the following table (values given for the location of the existing measuring station
east of Šenčur). This is the only part of the study area where aircraft noise affects the human
environment to a significant degree. In this area both noise insulation for existing residential
buildings and a ban on the construction of new residential buildings are required.
Measuring
Station
Šenčur
Calculation
2030
LDEN
dB(A)
00 – 24 h
LDay
dB(A)
06 – 18 h
LEvening
dB(A)
18 – 22 h
LNight
dB(A)
22 – 06 h
63 62 62 46
Limit Values 65 65 60 55
Illustration 15: Future noise levels in Šenčur
Source: Own calculations, decree on limit values for environmental noise indicators, Annex
1, Table 3)
Air Pollution
With regard to air emissions it can be found in the air traffic forecast that the number of air
traffic movements will be approx. 1.5 times higher in 2030 than it is today. The landside
traffic might even rise further, because of the planned business, commercial, and retail
activities. However, no data are available that show a comprehensive picture which is taking
into account all sources of pollution. Usually, hot spots for air emissions at airports are the
RWY, TWYs, aprons, and the access roads. Both the airport movement areas and the primary
road access from the airport to the motorway A2/E61 are at some distance from the nearest
residential areas. It is recommended to undertake respective studies on landside traffic
and on air emissions from aircraft and motor vehicles to confirm the assumption that no
significant impact would be expected from these sources.
Ground Water
In the current situation the de-icing material urea is mainly responsible for the pollution
of groundwater. Consequently, it is necessary to replace the used chemicals with a more
environmental friendly one. The potential impact on groundwater by the planned development
comes mainly from the size of the new sealed areas and the wastewater from the new
buildings. With about 84 ha of new sealed area until 2040 the amount of sealed areas
in the airport area doubles. Therefore, appropriate measures have to be taken to collect
the rainwater and to make sure that only non-contaminated rainwater is released into
the groundwater (thus keeping the existing level of groundwater recharge). Contaminated
rainwater shall be collected together with the faecal water from the buildings and has to be
treated in a treatment plant.
A description of the natural environment in the study area was gained from several
environmental reports. Those were compared with the results of a site investigation. There
are no protected areas or protected species in the vicinity of Ljubljana Airport. The most
important habitats are the grassland on the airport and the surrounding forests. It can be
concluded that there is no significant spatial differentiation within the study area, at least
there are no environmental no-go areas. Therefore, no obvious constraints for development
can be made out from an environmental standpoint.
Flora & Fauna
In order to assess the impact on flora and fauna and their habitats the current situation of
land use in the study area has been compared with the planned development areas. The
outcome is pictured in plan 5 which shows where these areas overlap. The following table
and illustration show the affected areas per current land use and development phase. A
third of the new sealed area in 2040 affects forests and a third affects grassland. The
remaining third consist of already sealed areas, urban waste land and areas for agricultural
use which have no or only very limited environmental potential.
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58
In order to limit the impact on the affected habitats, the existing forest vegetation shall be
preserved to the greatest possible degree. Those parts of the development areas that remain
open space shall either contain the remains of the existing forests or shall be subject to
reforestation with native species of trees or bushes. To compensate for the loss of grassland
on the airport territory, existing fields shall be converted into permanent grassland in areas
outside of the airport fence.
Areas
in ha
2010 –
2015
2016 –
2025
2026 –
2040
2010 -
2040
2010 –
2040 (%)
Forests 12,5 2,5 13,5 29 33,9
Grassland 11 1 13 25 29,8
Agricultural land 1 0,5 7,5 9 10,7
Wasteland / Sealed 9 0,5 12 22 25,6
Total 33,5 4,5 46 84 100
Illustration 16: Affected areas by land-use and development phase
Waste Management
The amount of waste generated at the airport will rise due to the forecast number of
passengers and planned business, commercial, and retail activities. In contrast to the current
situation, the share of recycled waste will therefore have to rise considerably. The separation
of waste is essential in order to reduce and recycle it. The separated collection of waste
shall be performed according to municipal regulations. With the help of the obligatory waste
disposal plan it is secured that the rising amount of waste does not cause environmental
problems.
15,0
12,0
9,0
6,0
3,0
0,0
2010 - 2015 2016 - 2025 2026 - 2040
Forests Grassland Wast / Sealed Agriculture
Illustration 17: Affected areas per phase (ha)
Sociological
In addition to the impact by aircraft noise, which has been described above, the development of
the airport and its commercial surroundings will have further sociological aspects. Additional
direct and indirect jobs both on and off airport will form new opportunities for the inhabitants
in the neighboring communities for employment in occupations other than agriculture and
tourism. The infrastructural needs of the developing areas may lead to positive side effects
for the local population, e.g. better road conditions or more choice within retail or service
structures. The recommendation for land-use planning as a noise mitigation measure does
not interfere with existing municipal spatial plans (OPN). Only a small area would be affected
by a ban on new buildings, giving the municipalities enough opportunities for residential,
commercial, or industrial development in other areas.
Safety
Regarding the aspects fire safety, explosion safety, accidents and electromagnetic radiation
no significant impacts by the Master Plan Development could be made out. Provided all
legal restrictions and operational recommendations are being kept regarding relocated or
newly installed equipment there is no need for specific measures from an environmental
standpoint.

Summary
The following table (next 2 pages) gives an overview of the different environmental aspects and the proposed measures to mitigate the potential impacts from the planned development:
Environmental Aspect Proposed Measure Proposed year for realization
1. Aircraft noise
Additional Operational Procedures for Noise Abatement
Noise Monitoring
Noise Barriers
2. Air emissions
Discussion with airlines, CAA and ATC on further improvement of Noise Abatement
procedures regarding departures in direction 31 during the evening (18 – 22 h)
Continuation of existing monitoring programme with four stations
and quarterly reports for the public
Preparation of study regarding necessity of noise barriers
regarding planned engine test pad
2010 – 2015
Continuing,
2010 – 2040
In accordance with technical planning
2010 – 2015
Comprehensive investigation Preparation of landside traffic forecast 2010 – 2015
Comprehensive investigation
Upgraded relocated road 104
Preparation of study including calculation of air pollution due to aircraft,
landside motor vehicles and buildings
Implementation of 30 m wide strip of green land on both sides
of the road containing remains of existing forests or reforestation
with native species of trees and bushes
2010 – 2015
In accordance with technical planning
2026 – 2040
Environmental Aspect Proposed Measure Proposed year for realization
3. Groundwater
Monitoring of contamination levels and water quality Continuation and extension to developing areas
De-icing of movement area
De-icing / Anti-icing of aircraft
Introduction of alternative eco-friendly chemicals
(based on potassium / natrium acetat) instead of urea
De-icing / Anti-icing of aircraft on specially-designed de-icing pads with connection
to waste water system and treatment plant
Faecal waste water from buildings Connection to waste water system leading to a treatment plant
Rain water from sealed areas (roofs, streets, parking spaces,
landside and airside staging areas, airfield pavement)
Rain water from potentially contaminated sealed areas
(e.g. fuel farm, petrol station, garages, de-icing pads,
maintenance apron)
Ground water recharge
Connection to rain water system including sand filters,
oil separators and infiltration wells
Connection to waste water system leading to a treatment plant
Collection of rainwater from roofs and paved surfaces
and infiltration into the groundwater
Continuing,
2010 – 2040
2010 – 2015
Continuing,
2010 – 2040
In accordance with technical planning
2010 – 2040
In accordance with technical planning
2010 – 2040
In accordance with technical planning
2010 – 2040
In accordance with technical planning
2010 – 2040
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Environmental Aspect Proposed Measure Proposed year for realization
4. Flora and fauna and their habitats
Compensation for loss of forests and grassland
Protection of edge of wood
Detailed planning and approval procedures
5. Waste
Separation of non-hazardous waste
Preservation of existing forest areas as far as possible, reforestation
of open spaces with native species of trees and bushes, converting
fields near the airport into permanent grassland
Implementation of 30 m wide green belt on plots adjacent to remaining forests
enabling a smooth transition
Conduction of environmental and habitat mapping
as far as requested by authorities
Implementation of network of collecting points across the airport
and developing areas with different bins
In accordance with technical planning
2010 – 2040
In accordance with technical planning
2010 – 2040
In accordance with technical planning
2010 – 2040
In accordance with technical planning
2010 – 2040
Hazardous waste Disposal at certified collectors Continuing, 2010 – 2040
Waste management concept
6. Sociological aspects
Residential area
Commercial area
Noise insulation programme
Preparation and implementation of detailed waste management concept for airport
and developing areas obligatory for all airport users
Implementation of a ban for the development of residential areas (i.e. construction
of new residential buildings) within the contour of L = 60 dB(A)
Evening
Implementation of a ban for the development of commercial areas (i.e. construction
of new commercial buildings) within the contour of L = 65 dB(A)
Evening
Implementation of noise insulation programme for all existing residential buildings
within the contour of L = 60 dB(A) in line with the air traffic growth
Evening
7. Fire safety, explosion safety, accidents No measures from environmental point of view necessary
8. Electromagnetic radiation No measures from environmental point of view necessary
Continuing,
2010 – 2040
2010 – 2015
2010 – 2015
In accordance with results from noise
monitoring 2010 – 2040
10 Abbreviations
Abbreviation Meaning
ATM Air Traffic Movement
CAPEX Capital Expenditures
CAGR Compound Annual Growth Rate
DME Distance Measuring Equipment
DVOR Doppler Very High Frequency Omni-directional Radio Range
EIA Environmental Impact Assessment
GA General Aviation
GDP Growth Domestic Product
HTA HOCHTIEF AirPort
IATA International Air Transport Association
ICAO International Civil Aviation Organization
ILS Instrument Landing System
Abbreviation Meaning
LCC Low Cost Carrier
LJLJ ICAO Airport code for Ljubljana International Airport
LJU IATA Airport code for Ljubljana International Airport
NDB Non-Directional Radio Beacon
OPN Municipal Spatial Plan
PAX Passenger
PCN Pavement Classification Number
RET Rapid Exit Taxiway
RWY Runway
TWY Taxiway
VIP Very Important Person
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Aerodrom Ljubljana, www.lju-airport.si, E: info@lju-airport.si; T: +386 4 20 61 100; prepared in August 2010