EWR

B R I E F I N G BO OK
Newark Liberty TERMINAL A
International Airport REDEVELOPMENT
B R I EF I N G B OOK

EWR
 NEWARK LIBERTY INTERNATIONAL AIRPORT | TERMINAL A REDEVELOPMENT

The information contained in this Program Briefing Book has been provided as general information only. The Port Authority makes no

representation, warranty or guarantee that the information contained in this document is accurate, complete or timely or that it accurately

represents conditions that would be encountered at Newark Liberty International Airport, now or in the future. The Port Authority shall not be

responsible for the accuracy, completeness or pertinence of the information contained in this document and will not be responsible for any

inferences or conclusions drawn from it. The furnishing of this information by the Port Authority does not create or should be deemed to create

any obligation or liability upon the Port Authority for any reason whatsoever.

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 NEWARK LIBERTY INTERNATIONAL AIRPORT | TERMINAL A REDEVELOPMENT

Contents >

1 PROGRAM OVERVIEW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Purpose of the Program Briefing Book. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
4 LANDSIDE INFRASTRUCTURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Scope Elements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Background. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Vehicular Traffic Planning Elements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Program Overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Terminal Frontage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Program Objectives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Roadway Parameters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Program Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Terminal A Passenger Activity & Forecast . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 5 NEW TERMINAL PARKING GARAGE. . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Parking Demand Planning Elements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

2
Design & Finishes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
NEW TERMINAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Toll Collection & EZ-Pass Plus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Planning Elements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Terminal Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Departures Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 6 PROJECT DELIVERY MODEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Methodology and Staging of Work Packages. . . . . . . . . . . . . . . . . . . . . . . . 31
Concourse Level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Arrivals Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Future Expansion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

3 AIRSIDE INFRASTRUCTURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Scope Elements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Airside Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Site Constraints. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Airside Parameters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Taxilane Centerline Alignments. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Remain Over-Night (RON) Aircraft Parking Positions. . . . . . . . . . . . . . . . . . 22
BRIEFING BOOK

Figures & Tables >

Figure 1.1: Aerial Photo, Newark Liberty International Airport . . . . . . . . . 2 Figure 2.5: New Terminal – Arrivals Level . . . . . . . . . . . . . . . . . . . . . . . . 16
Figure 1.2: Program Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Figure 3.1: New Terminal – Airside Site Constraints Map. . . . . . . . . . . . 19
Table 1: Aircraft and Passenger Activity at Existing Terminal A Table 3: Airside planning Parameters. . . . . . . . . . . . . . . . . . . . . . . . . . 20
and Future New Terminal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Figure 3.2: New Terminal – Airside Taxilane Layout . . . . . . . . . . . . . . . . 22
Table 2: New Terminal – Design Day Peak Hour
Figure 4.1: New Terminal – Frontage Roadway Network Rendering. . . 26
Passenger Demand. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Figure 4.2: New Terminal – Landside Roadway Network. . . . . . . . . . . . 27
Figure 2.1: New Terminal – Aerial Rendering . . . . . . . . . . . . . . . . . . . . . . 9
Figure 4.3: New Terminal – Landside Roadway Bridges. . . . . . . . . . . . . 28
Figure 2.2: New Terminal – Site Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Table 4: New Terminal – Frontage Requirements. . . . . . . . . . . . . . . . 29
Figure 2.3: New Terminal – Departures Level. . . . . . . . . . . . . . . . . . . . . 12
Table 5: Not Used. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .  
Figure 2.4: New Terminal – Concourse Level . . . . . . . . . . . . . . . . . . . . . 14
Table 6: The Program – Procurement and Construction Schedule. . . 31
 NEWARK LIBERTY INTERNATIONAL AIRPORT | TERMINAL A REDEVELOPMENT

Program Overview >

1
PURPOSE OF THE PROGRAM BRIEFING BOOK hub in 1986, and the expanded operations resulting from the 1987 People Express-
Continental Airlines merger. To accommodate the fast-paced expansion of services,
The Port Authority of New York & New Jersey has prepared this
a steady progression of infrastructure and terminal upgrades has occurred over
Program Briefing Book to provide an overview of the Newark
the years.
Liberty International Airport Terminal A Redevelopment Program.
This document provides information on both the Terminal A In 2015, the Airport ranked as the second-busiest airport in the New York-New Jersey
Redevelopment Program, its various component projects, and metropolitan area and 14th in the nation based on enplanements. The Airport has two
the preliminary conceptual planning work on the Terminal A parallel runways, 4R-22L and 4L-22R, and a crosswind runway, 11-29. Runway 4R-22L
development needs for the Airport as envisioned by the is 9,980 feet long by 150 feet wide and is used primarily for landings. Runway 4L-22R
Port Authority. is 11,000 feet long by 150 feet wide and is located 950 feet west of and parallel to
runway 4R-22L. Crosswind Runway 11-29 is 6,800 feet long and 150 feet wide. More
than 12 miles of 75-foot-wide taxiways, entirely equipped with centerline lighting, link

BACKGROUND the three runways with the central terminal and cargo areas.

Newark Liberty International Airport (“the Airport” or “EWR”), is Over the last 15 years, significant efforts have been made to modernize and redevelop
operated by the Port Authority and is located in the southeastern the passenger terminals at EWR to respond to the evolving needs of airlines and
portion of the City of Newark in Essex County and the northeastern passengers. The Existing Terminal A is the oldest terminal at the Airport, and underwent
section of the City of Elizabeth in Union County, adjacent to Newark two upgrades in 1995 and 2004. Now, the facility is reaching the end of its useful service
Bay. (See Figure 1.1.) It is only 12 miles from Lower Manhattan, life, with deficiencies that impede modern airline and security requirements, and cannot
New York by highway. The Airport consists of 2,027 acres, including offer passengers the amenities that are commensurate with a world class airport. The
320 acres in the Terminal A area. Existing Terminal A passengers are subject to unacceptable congestion at the curbside
check-in, long lines at the lobby check-in and security checkpoints, undersized passenger
In 1973, the Airport’s original Central Terminal Area (CTA)
holdroom areas, inconvenient and an insufficient number of concessions and bathrooms,
opened, housing Terminals A, B and C. With ever-increasing
inconvenient access to elevators, and insufficient claim device capacity. As 5.6 million
passenger and air cargo demand, the Airport expanded over the
passengers are added over the next 20 years, these adverse conditions will be exacerbated,
years to accommodate its first international flights in the 1970s,
further reducing the Level of Service (LOS). Without improvements, the LOS at the Existing
the arrival of Virgin Atlantic Airways offering flights to London
Terminal A will continue to degrade and the Existing Terminal A passengers will suffer
in 1984, Federal Express (FedEx) opening its second air cargo

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BRIEFING BOOK | PROGRAM OVERVIEW

FIGURE 1.1: Aerial Photo, Newark Liberty International Airport

4R/22L

4L/22R

A
11/

C
29

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NEWARK LIBERTY INTERNATIONAL AIRPORT | TERMINAL A REDEVELOPMENT

escalating delays and congestion. The Port Authority is committed to providing the most • A new aeronautical taxi-lane network and apron serving the new terminal
efficient and convenient air travel experience possible through improving the LOS for
• Frontage roads/bridges, utilities and site work that will serve the new terminal
passengers in the New Terminal and all of its facilities. To meet the increasing demand
and evolving needs of air travel, the Port Authority is undertaking a program to redevelop • A parking garage and associated toll plazas serving the new terminal
Terminal A in a new location on the airport property, south of the Existing Terminal A.

PROGRAM OBJECTIVES
PROGRAM OVERVIEW
The Port Authority’s overarching objectives for the Program are to provide facilities
The Terminal A Redevelopment Program (the “Program”) will position the Airport and infrastructure that are efficient and expandable, enabling the Port Authority to
to meet the needs of passengers and airlines alike in the 21st century. The Program continue to meet the demands of air travel, increasing access to the region and
will replace the Existing Terminal A building with a new terminal building (the spurring economic growth through the coming decades. To that end, the following
“New Terminal”), construct a new roadway access network, develop the airfield specific objectives for the Program emerged:
to serve the new terminal building and provide for a parking garage at the front of
the terminal building (the “New Terminal Parking Garage”). In 2015, the Airport • Replace a deteriorated and outdated Terminal A: Replace aging and
handled more than 37.5 million annual passengers (MAP) with Terminal A serving outmoded terminal and associated infrastructure that has deteriorated to
over 10.3 MAP. It is anticipated that by 2027 the New Terminal will need to serve unacceptable levels.
13.6 MAP. The Program rectifies these issues and goes beyond to provide an open,
• Provide an efficient and modern terminal: Resolve functional space
modern terminal with ease of access to improve the passengers experience and the
deficiencies and alleviate passenger congestion throughout, with a world-class
efficiency of their travel, as well as flexibility to grow and change with the increasing
terminal built to USGBC LEED silver standards.
demands and the evolving requirements for air travel. The Program includes the
construction of the following major elements: • Accommodate existing and future passenger travel demand: Accommodate
current and projected aviation demand at acceptable levels of service.
• An approximate one-million-square-foot, 33-gate common-use domestic terminal
building, with a pedestrian bridge providing direct access from the EWR AirTrain • Enhance airfield capacity and improve operations: Resolve operational
and a parking garage deficiencies and alleviate airfield and terminal ramp congestion.

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BRIEFING BOOK | PROGRAM OVERVIEW

• Enhance landside access and parking at the terminal: Improve deficiencies in • A weather-protected, climate-controlled, above-grade pedestrian bridge, with
roadway access and circulation, add parking facilities, and reduce traffic congestion. moving walkways for passenger convenience linking the terminal and the parking
garage, and also providing a current and future link to AirTrain.
• Enhance the passenger experience from drop-off/ parking to enplaning:
Improve check-in and security screening experiences, speed flow through, Airside Infrastructure (shown in purple on Figure 1.2)
facilitate wayfinding and provide enriched amenities.
• 140 acres of aeronautical paving contiguous with the new terminal and the
• To ensure continuous flight operations at Terminal A: The initial new terminal existing adjacent airfield system that supports 33 ADG III Aircraft gates, dual ADG
opening of 23 Group III aircraft gates with all associated functions including check-in, V taxi-lanes (North), dual ADG IV taxi-lanes (South), HOS/ TOS service roads and
security screening, departure gates, baggage handling/ screening systems, baggage claim RON & GSE staging areas for the Terminal A Program.
plus 70% of the concession development shall be fully operational by late year 2020.
• Demolition of the existing Terminal A satellites and all associated infrastructure.

• Hydrant fueling pits and associated equipment at all gates.

PROGRAM COMPONENTS
Landside Infrastructure (shown in green on Figure 1.2)
The Program includes four main components: the New Terminal, Airside
Infrastructure, Landside Infrastructure and the New Terminal Parking Garage. The • A new roadway network connecting the New Terminal program with the Central
scope of these components includes, but is not limited to the following key elements Terminal Area which consists of eight new bridges, elevated and at grade
summarized below: frontage roads, loading dock approaches, ground transportation passenger pick-
up/drop-off areas, taxi-queue and bus pick-up/drop-off areas.
New Terminal (shown in yellow on Figure 1.2)
New Terminal Parking Garage and Toll Plaza Facility (shown in orange
• A one-million-square-foot LEED Silver, flexible, 33-gate, common-use terminal on Figure 1.2)
building that will accommodate the 13.6 MAP forecast for 2027. The current
concept includes a two-level T-shaped building with a central headhouse and a • An “open”, naturally ventilated tiered garage structure and surface lot with
single secure concourse with single loaded north, and south piers, and a double- approximately 3,000 close-in spots, a toll plaza facility and all other associated
loaded Eastern pier. The terminal is expandable to a future 45-gate configuration. accessories needed to connect to the toll collection system at the airport.

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FIGURE 1.2: Program Scope

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BRIEFING BOOK | PROGRAM OVERVIEW

EXISTING TERMINAL A PASSENGER ACTIVITY & FORECAST Table 1

For planning purposes, the Port Authority regularly prepares aircraft operations
Aircraft and Passenger Activity at Existing Terminal A
and total passenger forecasts for their airports and terminals. Table 1, represents
AIRCRAFT
the projected constrained moderate forecast of annual passenger volumes at YEAR OPERATIONS PASSENGERS
Newark’s Terminal A through Year 2032. Passenger demands predicted for existing
2013 (actual) 161,200 8,500,000
Terminal A are expected to reach approximately 14.1 million, compared to 8.5
million passengers in 2013 and 10.6 million in 2015. Aircraft operations at the 2015 (actual) 145,783 10,567,423
terminal are anticipated to increase by 22 percent from 2013 to 2027 years, then 2022 162,100 13,000,000
decrease over the following five years as airlines adjust by upgrading their aircraft.
2027 196,900 13,500,000
We have already seen a growth in passengers from 2013 to 2015 with a coincident
decrease in aircraft operations. 2032 190,500 14,100,000

Compound Annual Growth Rate (CAGR) 0.63% 1.68%

2013 - 2032

Note: These levels of passenger demand will occur with or without a New
Terminal; the issue is how that demand can be met in the Existing Terminal
A, without significantly impacting ongoing airport and terminal operations in
order to provide an acceptable level of service (LOS) and other benefits that are
expected to be found in a modern terminal.

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 NEWARK LIBERTY INTERNATIONAL AIRPORT | TERMINAL A REDEVELOPMENT

New Terminal >

2
PLANNING ELEMENTS • Ability to accommodate a future 45-gate domestic build-out of the New Terminal.
The Design Day Flight Schedule (DDFS) is equivalent to 18.7 MAP. For the 45-
The Port Authority has made the following planning determinations
gate (future) schedules, the total peak-hour load factor is assumed to be 80%.
while taking into consideration the New Terminal’s part in the
larger Regional Airport System. These planning determinations • A 45-gate DDFS was also developed to include international departures and
are not intended to be a final determination of the programmatic arrivals. This is a variation on the 45-gate domestic DDFS and assumes six of
elements of any future procurement processes related to the the gates will be used for international, non-Canadian flights, as well as domestic
Program but were used to develop the concept to date as flights. This is referred to as the 45-gate, mixed DDFS. Annual passenger
presented in this Brief. forecasts predict an 18.2 MAP-domestic and a 1.4 MAP-international demand,
for a total demand of 19.6 MAP.
• The New Terminal shall accommodate the 13.6 Million
Annual Air Passengers (MAP), forecast for 2027. • Use of a similar 90% peak-hour load factor for the international component of
the 45-gate, mixed DDFS results in international peak-hours demand of 740
• The Design Day, Peak-Hour domestic passenger demand
enplanements and deplanements.
is based on a 90% load factor for enplaned and 80% load
factor for deplaning passengers. Given that the 33 gate DDFS Table 2 below summarizes the passenger demand planning numbers used in the
peak hour departures and arrivals times are not coincident, conceptual development of the Program.
the total demand is based on an 85% load factor.

Table 2
New Terminal – Design Day Peak Hour Passenger Demand

PASSENGERS 33-GATE DOMESTIC 45-GATE DOMESTIC 45-GATE MIXED DOMESTIC 45-GATE MIXED INTERNATIONAL

Enplaning 2,350 3,280 3,280 740

Deplaning 2,240 3,020 2,980 740

Peak Hour TOTAL 3,580 4,310 4,110 950

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BRIEFING BOOK | TERMINAL

NEW TERMINAL LAYOUT The headhouse is a two-level building with a mezzanine level between the
Departures & Arrivals Levels to accommodate the pedestrian bridge connection from
The conceptual layout of the New Terminal is shown in Figures 2.1 through 2.5. A
the New Terminal Parking Garage and the present P1 and future AirTrain station. In
description of the New Terminal design is presented below.
addition, the mezzanine will contain some back-of-house operational spaces.
The proposed New Terminal would consist of a single secure concourse comprised
Two single-loaded, 700-foot-long concourses will extend to the north and south and
of three piers with a central headhouse, all arranged in a skewed T-shape. (See
an approximate 1,000-foot-long double-loaded concourse extends to the east from
Figure 2.2.) The proposed New Terminal footprint is to be situated outside of the
the central concession node following the passenger screenings checkpoint.
Object Free Area (OFA) of the Existing Terminal A Taxiway to maintain its airside
operations during construction. The construction of the new terminal will require
abatement and demolition of two existing buildings, Building 345 (former USPS)
and Building 350 (current UPS).

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NEWARK LIBERTY INTERNATIONAL AIRPORT | TERMINAL A REDEVELOPMENT

FIGURE 2 .1: New Terminal – Aerial Rendering

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BRIEFING BOOK | TERMINAL

FIGURE 2.2: New Terminal – Site Plan

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DEPARTURES LEVEL • A limited amount of concessions space is provided pre-security, as well as restrooms.

The departures frontage and ticketing hall are located on the second floor of the • A consolidated passenger security screening checkpoint is located on the
headhouse, approximately 37 feet above the arrivals level with an intermediate departures level just beyond the check-in area. Layout provides for 18 screening
mezzanine level between that interfaces with the pedestrian bridge. The pedestrian lanes and a generously-sized passenger queue area, as well as a re-composure
bridge provides access to the New Terminal Parking Garage and serves the current zone post-security.
AirTrain P-1 station. The pedestrian bridge shall also be required to interface with and
accommodate the future AirTrain pedestrian movements. Also note: • Four airline club spaces are included that can be accessed directly by passengers,
post-security screening, prior to traveling down to the concourse level.
• The Departures frontage roadway drop-off curb is approximately 1,000 feet long
to meet the projected traffic demand and is centered on the ticketing hall. • Screened passengers would travel down to the concourse level from a single
vertical circulation point into a large central concession area on the way to their
• The conceptual design includes check-in/ticketing functions accomplished via six boarding gates.
common-use-check-in Islands each containing up to 20 kiosks with the capability
to offer varying levels and types of service. These islands will incorporate take- (See Figure 2.3)
away bag belts and accommodate self-tagging functions. Premier check-in areas
are also included as well as oversize/odd size bag belts.

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BRIEFING BOOK | TERMINAL

FIGURE 2.3: New Terminal – Departures Level

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CONCOURSE LEVEL • North Pier – Single-loaded concourse with access to six gates, both single and
paired holdrooms, smaller concessions areas and restrooms. Concessions spaces
The concourse level provides 33 common use-contact gates, distributed among the
have access to the apron level for restocking.
Mid-Section, East Pier, North Pier and the South Pier as follows:
• South Pier – Single-loaded concourse with access to five gates, including
Mid-Section – This is the center of the terminal, where passengers will flow
• 
double and triple holdrooms, concessions areas and restrooms. Concessions
down from the security screening area located on the Departures Level of the
spaces have access to the apron level for restocking.
terminal. This area is the main concessions node and passenger circulation space
with two gates on the south side of the building (one double holdroom) and As previously mentioned, the Terminal A apron has been sized to accommodate
two gates on the north side (one double holdroom), with additional concessions wide-body aircraft at most gates. To support this function, all but two holdrooms have
spaces and restrooms along the perimeter. A bus lounge is located on the north been paired. Due to their length, moving walkways are provided in the north and
side to accommodate the transfer passengers (loading of buses takes place on south piers, and a series of two moving walkways provided in the east pier.
the apron level below). Concessions support space is provided behind the main
concessions node to avoid moving goods and trash in view of the passengers. (See Figure 2.4)

• East Pier – Double-loaded concourse with access to 18 gates, most holdrooms

are sized for two adjacent gates to provide the most flexibility, concessions spaces
and restrooms along the perimeter, as well as a centrally located concessions node
at the east end. Concessions support space has been provided at the east end of
the pier, with access to the apron level below.

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BRIEFING BOOK | TERMINAL

FIGURE 2.4: New Terminal – Concourse Level

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ARRIVALS LEVEL • The out bound baggage make-up area consists of 12 flat plate devices to service
all 33 gates.
• The arrivals frontage roadway pick-up curb is approximately 950 feet long to
meet the projected traffic demand and is centered on the bag claim area. • A drive-thru baggage tug road provides access to the inbound bag drop-off
conveyor belts.
• At the apron level, the 100-foot-wide, double-loaded central concourse (east
pier) houses airlines operation space, mechanical and electrical rooms and • The baggage claim hall includes two longer and four shorter, overhead-fed,
concessions storage. All areas are accessed by a central corridor. sloped-plate claim devices. The longer claim devices shall have two feeds.
Conveyor belt delivery of oversize baggage shall also be provided.
• The north pier has a single-loaded corridor providing access to airlines operation
space, mechanical and electrical rooms and concessions storage. The south pier • A Port Authority Welcome Center is centrally located on the Arrivals Level.
has a similar layout, but also houses the secure access and screening area for a
landside loading dock. (See Figure 2.5)

• The terminal mid-section houses the TSA checked baggage screening operations
as well as building mechanical rooms.

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BRIEFING BOOK | TERMINAL

FIGURE 2.5: New Terminal – Arrivals Level

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FUTURE EXPANSION as well as TSA checked bag screening and outbound bag make-up areas.
If the New Terminal is required to accommodate arriving international
The conceptual design was assessed to ensure that it could also provide for an
passengers, a Federal Inspection Services (FIS)/Customs and Border
anticipated future 45-gate expansion (domestic and/or international). Efforts
Protection (CBP) area will be needed, which will also include international
to date have focused on ensuring that the 33 Gate concept is expandable to a
baggage claim. The plan shall also include a post-Customs baggage re-check
45-gate alternative with no fatal flaws. The full concept for the terminal expansion
area to facilitate transferring passengers.
plan remains under development, as does the decision on whether it would
include International Arrivals Federal Inspection Services (FIS) and Customs and • The flight schedule for the future 45-gate terminal anticipates the need to
Border Protection (CBP) facilities. accommodate a number of wide-body (ADG GR-V) aircrafts, which could be
both international and domestic. The new parallel pier can accommodate six
• The future option for how the New Terminal could be expanded involves
wide-body aircraft at one time, by utilizing appropriately spaced gates and
an extended head house and parallel concourses to the north. Additional
paired holdrooms.
passenger processing facilities will be required in the extended head house,

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BRIEFING BOOK | AIRSIDE

Airside Infrastructure >

3
SCOPE ELEMENTS AIRSIDE PLANNING
Encompassing an area of 140 acres, the Airside Infrastructure The focus of the airside planning effort is to define an airside program that provides
projects provide the taxilanes that will serve the New Terminal. the flexibility to accommodate changes in demand with respect to activity levels, airline
The following have been identified as part of the airside tenants, aircraft fleet mix, and the Air Traffic Control system. With flexibility in mind,
redevelopment: the program attempts to define the delicate balance between accommodating the
future passenger levels and aircraft gauge while providing a configuration that has the
• Site clearance and utility work
layout to adapt and expand to allow for the unforeseen changes in demand. Several
• New stormwater collection system with the capability of
parameters were established and have been incorporated into both the near- and mid-
isolating deicing fluids
term airside development plans.
• The reconfiguration of airside features, including RON aircraft
parking areas and taxilanes

• The demolition of the following: SITE CONSTRAINTS

a) Satellites A1, A2 and A3 and the connectors (the The near-term plan calls for a 33-gate terminal facility. The site constraints were
existing Terminal A headhouse shall remain) determined by maintaining a segment of Earhart Drive on the west side of the layout, the
Existing Terminal A headhouse and airside Restricted Service Road (RSR) on the north,
b) Building 342 and the reconfiguration of the existing
the proposed ADG VI parallel taxiway object free area to the east, and by predetermined
FedEx cargo facility area
limits within the existing FedEx and Chelsea parcels to the south. Other key existing
c) Building 331 (Chelsea Kitchen) facilities that could not be impacted were the existing AirTrain infrastructure (i.e. tracks,
stations, and substation Bldg. 121). Figure 3.1 depicts the proposed airside site
constraints for the near-term development plan.

Establishing the east side constraint is determined by the potential development of

additional parallel taxiways. The Program was scoped so that the terminal development
did no extend into an area that may require demolishing any portion of the terminal
structure to facilitate development of future airfield reconfiguration.

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NEWARK LIBERTY INTERNATIONAL AIRPORT | TERMINAL A REDEVELOPMENT

FIGURE 3.1: New Terminal – Airside Site Constraints Map

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BRIEFING BOOK | AIRSIDE

AIRSIDE PARAMETERS future flexibility, and maximize operational efficiency. These parameters form the
basis of the Conceptual Design of the airside described further in this section below.
The key airside planning parameters are listed in Table 3 below, which were
established to ensure the airside would meet the program requirements, maximize

Table 3: Airside planning Parameters

ITEM PARAMETER ITEM PARAMETER

Design Aircraft • ADG III: B737-900W Head of Stand (HOS) Roads • 30 feet wide
• ADG II: CRJ 190, ERJ-190
• Some projected operations by ADG V: Tail of Stand (TOS) Roads • 24 feet wide
A350-X, B747-400, B787-800/900 Restricted Service Road (RSR) • 30 feet wide
• Do not preclude ADG VI operations
Aircraft Startup Pad Locations • Maximize the number of start-up positions
Taxiway/ Taxilane Clearances • Dual ADG V Taxilanes on the north side
• Dual ADG IV Taxilanes on the south side Off-gate Aircraft Hardstand • S
 ix ADG V positions to support existing
• Single ADG V taxilane on the east side Locations Terminal B
• N
 o more than ten ADG III positions to sup-
Aircraft Maneuvering • Maximize operational flexibility port proposed Terminal A
Gate Clearances • 25-foot wingtip clearance between gates Triturator Locations • To be determined
Passenger Boarding Bridge • Three tunnel apron drive bridges that accom- Off-gate Aircraft Deicing • Four ADG III positions
(PBB) modate the fleet mix (Locations are to be Locations • One ADG V positions
determined)
Mobile Ground Support • To be determined
Aircraft Jetblast • Minimize 50-mph impact on aircraft stands Equipment (GSE) Fueling
Blast Fence Locations • Install where able to protect service roads and Mobile GSE Staging • To be determined
vehicles
Hydrant Fueling • 33 Aircraft Gate Positions
Snow Melter Locations • To be determined • 3
 (Minimum) Widebody Aircraft Capable
Taxilane Centerline Alignments • M
 aximize operational efficiency while allowing Gate Positions
flexibility to accommodate changes in fleet mix

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NEWARK LIBERTY INTERNATIONAL AIRPORT | TERMINAL A REDEVELOPMENT

TAXILANE CENTERLINE ALIGNMENTS operations from the gates at the end of the pier and provide a connection from the
north side of the airfield to the south side of the airfield.
The taxilane centerline alignments are configured to accommodate dual ADG V
operations on the north side of the pier and dual ADG IV operations on the south Should an ADG VI operation be required, the dual ADG V taxilanes would be
side of the pier. If the proposed terminal accommodates international operations in restricted to a single ADG VI taxilane. If ADG VI operations occur on a frequent basis,
the future, the Federal Inspection Station (FIS) would be located on the north side of then the outboard taxilane could be restriped to meet ADG VI taxilane separation
the head house, hence the dual ADG V taxilane infrastructure on the north. standards. Therefore, infrastructure improvements on the north side of the dual
taxilanes should not preclude the airport from upgrading the taxilane. The ADG VI
The dual ADG V taxilanes would extend east to tie into existing Taxiway RC. On the
aircraft could utilize any of the gates on the north side of the New Terminal with
south side of the pier, the dual ADG IV taxilanes would extend east and terminate
minimal impact to ground operations.
at existing Taxiway RB. The northern ADG IV taxilane would extend east and tie into
existing Taxiway B. Existing Taxiway RB, in the section that is adjacent to the proposed (See Figure 3.2)
terminal, would operate as a terminal area taxilane to accommodate push back

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BRIEFING BOOK | AIRSIDE

FIGURE 3.2: New Terminal – Airside Taxilane Layout

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NEWARK LIBERTY INTERNATIONAL AIRPORT | TERMINAL A REDEVELOPMENT

REMAIN OVER-NIGHT (RON) AIRCRAFT PARKING POSITIONS RONs, the effort is to be made to locate the RON positions adjacent to the proposed
terminal and taxilanes to minimize tow-in/tow-out distances and to minimize the
The RON requirement for proposed Terminal A was established by developing a 33-
amount of new pavement development. The final RON positions are contingent on
gate flight schedule, which indicated that there would be a need for approximately
the layout of the other airside support facilities, such as the proposed aircraft deicing
26 off-gate RON positions for proposed Terminal A. Six ADG V positions are provided
pads and the snow melter pit locations, etc. However, there are several potential
on the northeast side of the layout to supplement the existing Terminal B RON
RON locations within the development area as well as the existing Lindy RON apron.
requirement. Preliminary study indicates that as many as 22 independent ADG III
positions and six independent ADG V positions can be accommodated. In siting the

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BRIEFING BOOK | LANDSIDE

Landside Infrastructure >

4
SCOPE ELEMENTS c) Bridge N59 is a curved bridge of ~700 feet length that spans over the
existing Peripheral Ditch and connects the new roadway on the west side of
The Program’s Landside Infrastructure consists of separate
the ditch to the arrivals level of the New Terminal.
access roadways leading from the existing Airport entrance
to the New Terminal, as well as other dedicated-frontage d) Bridge N60 is a bridge of ~1,000 feet length that spans the frontage of
roadways. The redirection of Existing Terminal traffic to the New the New Terminal and includes an accessible curb and sidewalk to provide
Terminal will result in less congestion at the Terminals B and pedestrian access to the departures level.
C frontage roadways. The scope of this element includes the
following projects: e) Bridge N61 is a bridge of ~790 feet length that connects Bridge N60 from
the departures level of the New Terminal to Bridge N63.
• The excavation of side slopes of the existing Peripheral Ditch
f) Bridge N62 is a bridge of ~480 feet length that connects the arrivals level
• Eight elevated roadway bridge structures, as shown in Figure of the New Terminal to Bridge N63.
4.3 and described below.
g) Bridge N63 is a bridge of ~570 feet length that spans over the new
a) Bridge N57 is a curved bridge of ~500 feet length that on-grade roadway and connects bridges N61 and N62 down to the new
spans over the existing Peripheral Ditch and connects on-grade roadway.
the new roadway network on each side of the ditch.
h) Bridge N64 is a bridge of ~180 feet length that spans over the existing
b) Bridge N58 is a curved bridge of ~840 feet length that Hotel Road in the Central Terminal Area and provides access to short-term
spans over the existing Peripheral Ditch and connects parking and ground transportation.
the new roadway on the west side of the ditch to Bridge
N60at the departures level of the New Terminal.

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NEWARK LIBERTY INTERNATIONAL AIRPORT | TERMINAL A REDEVELOPMENT

VEHICULAR TRAFFIC PLANNING ELEMENTS • Providing for all proposed connectivity to and from the New Terminal

The landside conceptual roadway layout depicted in Figures 4.1 through 4.3, was • Maintaining some form of existing access, although limited, to the Existing Terminal
developed concurrently with the latest airside and terminal building designs. Vehicular
access to and from the proposed New Terminal is primarily facilitated through the • Avoiding significant impacts to the Peripheral Ditch and other environmentally
existing “throat”, main entrance to the Airport. Secondary access to and from the sensitive areas
New Terminal would also be provided via Brewster Road from the south. Some of
• Limiting impacts to the airside sections of the airport
the major driving factors in developing the depicted roadway alignment included
constraints such as:

• Avoiding impacts to existing AirTrain structure and support facilities; planning for
the new AirTrain Station location serving the New Terminal

• Avoiding impacts to and maintaining connectivity between relevant existing

airport roadways and functions

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BRIEFING BOOK | LANDSIDE

FIGURE 4.1: New Terminal – Frontage Roadway Network Rendering

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NEWARK LIBERTY INTERNATIONAL AIRPORT | TERMINAL A REDEVELOPMENT

FIGURE 4.2: New Terminal – Landside Roadway Network

ROADWAY NETWORK

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BRIEFING BOOK | LANDSIDE

FIGURE 4.3: New Terminal – Landside Roadway Bridges

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NEWARK LIBERTY INTERNATIONAL AIRPORT | TERMINAL A REDEVELOPMENT

NEW TERMINAL FRONTAGE

Table 4
The scheme proposed for the Program as part of New Terminal – Frontage Requirements
the planning effort yields a curb frontage length of
approximately 950 feet for the Arrivals Level and REQUIRED REQUIRED
CURB (FEET) CURB (FEET) LEVEL OF LEVEL OF
1000 feet for the Departures level. VEHICLE LOS = C LOS = C AVAILABLE SERVICE SERVICE
TYPE 33 GATE 45 GATE CURB (FEET) 33 GATE 45 GATE
Table 4 summarizes the Frontage Requirements.
Arrivals 538/ 100 712/125 950/500 A/ A A/ A
(Autos & For-Hire Cars/Taxi)

Shuttle and Buses 145 145 610 A A

Departures Frontage 679 834 1,000 A B

ROADWAY PARAMETERS • Minimum of two bypass lanes are provided.

The landside conceptual roadway layout depicted was developed using the following • Minimum three-foot shoulder is provided for the outside bypass lane.
landside design assumptions for airport roadways and terminal frontages:
• Minimum three-foot shoulder is provided for both the left and right shoulder
• On-airport roadways are designed for a minimum of 15 mph, 25 mph desirable, areas of any one-lane or multilane section of new roadways.
geometric standards.
• Pedestrian sidewalks and frontage islands are a minimum of twenty-five feet wide.
• Transition roads between the off-airport roads and the on-airport roads are
• Pedestrian crosswalks are signaled controlled.
designed for 40 mph geometric standards.
Desire to maintain all vehicular circulation movements and the current parking capacity
• Vertical clearance is a minimum of 14.5 feet.
serving the terminal area during all phases of construction was considered in the
• Terminal frontages provide sufficient curb length to accommodate various ground development of the Program roadways concept and the overall staging and phasing plan.
transportation modes and provide dedicated areas for private auto/LOV, taxi, and HOV.

• The lane adjacent to the curb is a minimum of ten feet wide.

• All other frontage lanes are a minimum of twelve feet wide.

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BRIEFING BOOK | PARKING GARAGE

New Terminal Parking Garage >

5
PARKING DEMAND AND The Garage’s finishing materials and systems included in the conceptual plans
PLANNING ELEMENTS are durable, and provide ease of maintenance. Typical systems that would be
appropriate for the garage include: extruded aluminum perimeter screen wall panels,
The proposed surface parking in conjunction with the parking
insulated metal wall panels, painted, CMU, stainless steel doors and frames, mesh
garage structure, which is comprised of six levels (including the at-
ceiling panels and painted steel structure as well as exposed miscellaneous steel.
grade level), will provide for approximately 3,000 parking spaces.
The Garage’s perimeter enclosure allows natural air circulation to dissipate vehicle
The parking entry and exit toll plazas are situated west of AirTrain
exhaust. To accomplish this open area, the garage enclosure must satisfy the criteria
station P1. The parking garage elevator core shall connect to the
of an “open” garage structure.
pedestrian bridge, which connects to the new Terminal A building.

DESIGN & FINISHES TOLL COLLECTION & EZ-PASS PLUS

The New Terminal Parking Garage shall integrate with the existing toll collection
The Parking Garage, like the New Terminal will be a prominent
system in the Airport. This system processes tolls for parking in Airport parking lots.
Airport element. As such, the Parking Garage should have a
Coordination will be needed with the current toll collection system maintainer.
visual continuity with the New Terminal as well as other Airport
elements in order to present a cohesive visual presence.

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 NEWARK LIBERTY INTERNATIONAL AIRPORT | TERMINAL A REDEVELOPMENT

Project Delivery Model >

6
METHODOLOGY AND STAGING The remainder of the various Redevelopment Program component projects will
OF WORK PACKAGE be delivered using a traditional design-bid-build delivery model. The Port Authority
anticipates issuing procurement documents for the various component projects as
The Port Authority envisions that the New Terminal/Pedestrian
shown in Table 6.
Bridge and the New Terminal Parking Garage packages will be
delivered using a design-build project delivery model.

Table 6
The Program – PreliminaryProcurement and Construction Schedule
(Contingent upon permitting and environmental approval)

INITIATE AWARD/ START END

CONTRACT DESCRIPTION PROCUREMENT CONSTRUCTION CONSTRUCTION

1 Bridge N57, N58 & N59 3rd Qtr. 2016 4th Qtr. 2016 3rd Qtr. 2018

2 Abate & Demo Building 331 (Chelsea) 4th Qtr. 2017 4th Qtr. 2017 3rd Qtr. 2018

3 Terminal A, Bridge N60, and Pedestrian Bridge Design-Build 3rd Qtr. 2016 4th Qtr. 2017 4th Qtr. 2022

4 Hotel Road Widening and Bridge N64 1st Qtr. 2018 2nd Qtr. 2018 3rd Qtr. 2020

5 Bridges N61, N62, N63, At-Grade Roadways /Landscaping 1st Qtr. 2018 3rd Qtr. 2018 1st Qtr. 2022

6 Garage and Toll Plaza 2nd Qtr. 2017 2nd Qtr. 2018 2nd Qtr. 2020

7 Airside Utilities & Paving (South) 3rd Qtr. 2017 2nd Qtr. 2018 2nd Qtr. 2020

8 Airside Utilities & Paving (North)/Satellites Abatement & Demolition 2nd Qtr. 2020 3rd Qtr. 2020 4th Qtr. 2022

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