This approach includes a second terminal to complement the existing building; this would be located to the south of the runway. It would avoid the need for significant land take to the north-west, although additional land would be required to the south. It would bring some operational advantages in terms of increased apron capacity.

  • The look and feel of the North Side area would be broadly similar to today, albeit with an improved A38 junction and new multi-storey car parks, and, in the longer term, with the prospect of rail/m ass transit infrastructure. Additional landscaping could further enhance the area, but the options for this and any additional employment opportunities would be constrained by the existing site boundaries. The additional capacity for future growth would be met almost entirely on the opposite side of the runway. Here large areas of existing surface car parking could be transformed to provide modern facilities, with the potential to link the two terminals via tunnels under the runway.

  • ‘Terminal 2’ could be built to the same high standards as in Scenario B. Phasing may be more difficult than with A or B, and the timing and logistics of splitting the site would require detailed planning.

  • Additional taxiways to both north and south of the runway would be required to facilitate increased aircraft movement to and from the runway and aircraft parking aprons.

  • A re-alignment of the southern and eastern (A38) boundaries would create both a more rational development area and the capacity for additional and displaced car parking. In addition, the possibility of siting a mass transit station in this area cannot be discounted at this stage, and this in turn could act as a focal point for related development and employment land. This would also need to benefit from an upgraded junction on the A38.

  • The impact on views across the Mendip Hills would necessitate a strong emphasis on reducing and mitigating potential visual impact.