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AIRPORT MASTER PLANNINGGOOD PRACTICE GUIDEFebruary 2017

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AIRPORT MASTER PLANNING GOOD PRACTICE GUIDE

New Zealand Airports Association | February 2017

ABOUT THE NEW ZEALAND AIRPORTS ASSOCIATION 2

FOREWORD 3

PART A: AIRPORT MASTER PLAN GUIDE 5

1 INTRODUCTION 6

2 IMPORTANCE OF AIRPORTS 7

3 PURPOSE OF AIRPORT MASTER PLANNING 9

4 REFERENCE DOCUMENTS 13

5 BASIC PLANNING PROCESS 15

6 REGULATORY AND POLICY CONTEXT 20

7 CRITICAL AIRPORT PLANNING PARAMETERS 27

8 STAKEHOLDER CONSULTATION AND ENGAGEMENT 46

9 KEY ELEMENTS OF THE PLAN 50

10 CONCLUSION 56

PART B: AIRPORT MASTER PLAN TEMPLATE 57

1 INTRODUCTION 58

2 BACKGROUND INFORMATION 59

3 AIRPORT MASTER PLAN 64

ABOUT THE NZ AIRPORTS ASSOCIATION

The New Zealand Airports Association (NZ Airports) is the national industry voice for airports in New Zealand. It is a not-for-profit organisation whose members operate 37 airports that span the country and enable the essential air transport links between each region of New Zealand and between New Zealand and the world.

NZ Airports purpose is to:

Facilitate co-operation, mutual assistance, information exchange and educational opportunities for Members

Promote and advise Members on legislation, regulation and associated matters Provide timely information and analysis of all New Zealand and relevant international

aviation developments and issues Provide a forum for discussion and decision on matters affecting the ownership and

operation of airports and the aviation industry Disseminate advice in relation to the operation and maintenance of airport facilities Actasanadvocateforairportsandsafeefficientaviation.

Airport members1rangeinsizefromafewthousandto17millionpassengersperyear.Thefullrange of airport ownership structures are represented, including privately owned, council-owned, jointventuresbetweencouncilsandtheCrown,airportcompaniesandpubliccompanies.

Therearealsoanumberofnon-airportmembersincludingconsultingandengineeringfirmsthatprovidegoodsandservicestotheairportsector,andotheraviation-relatedorganisations.

IfyouhaveanyquestionsregardingthisdocumentpleasecontactNZAirportson043843217.

1 ArdmoreAirport,AucklandAirport,ChathamIslands(Tuuta)Airport,ChristchurchAirport,DunedinAirport,GisborneAirport,

Hamilton Airport, Hawkes Bay Airport, Hokitika Airport, Invercargill Airport, Kapiti Coast Airport, Kaikohe Airport, Katikati Airport,

Kerikeri Airport, Marlborough Airport, Masterton Airport, Matamata Airport, Motueka Airport, Nelson Airport, New Plymouth

Airport,PalmerstonNorthAirport,QueenstownAirport,RangioraAirport,TimaruAirport,RotoruaAirport,TakakaAirport,

TaupoAirport,TaurangaAirport,WanakaAirport,WhanganuiAirport,WellingtonAirport,WestportAirport,WhakataneAirport,

WhangareiAirport

2 AIRPORT MASTER PLANNING GOOD PRACTICE GUIDE | 2017/1


New Zealand Airports Association 3

FOREWORD

The NZ Airports Association (NZ Airports) has prepared this guide for airport master planning (in conjunction with the Australian Airports Association) to assist regional airport operators who often do not have the planning knowledge or resources typically available to the larger airports.

ItisacknowledgedthatmuchofthecontentforthisGuidehasbeenadaptedforNewZealandfrom the original AAA Airport Practice Note 4, Regional Airport Master Planning Guideline, with permissiongrantedfromtheAustralianAirportsAssociation.

Thisguideisdividedintotwoparts.PartAprovidesgeneralguidancerelatingto:

Theimportanceofairportmasterplanning Applicable reference documents Thebasicmasterplanningprocess Theregulatoryandpolicycontext Critical planning parameters Consultation and engagement techniques KeyelementsofanAirportMasterPlan.

Part B of this document then provides a basic template or structure for a Regional Airport Master Plan which can be used as a starting point or table of contents for airport operators who wish to prepare their ownMasterPlan,oritcouldbeusedtohelpprepareatenderspecificationforanairportMasterPlan.

TheNewZealandGovernmenthasadoptedTheNationalAirspaceandAirNavigationPlanto setapathwaytomodernizeallaspectsoftheaviationsystem.Itisaguidancedocumentthat willprovidecleardirectiononthesafe,cohesive,efficientandcollaborativemanagementof NewZealand’sairspaceandairnavigationsystemoverthenextdecade.Itisbeinggiveneffect bytheNewSouthernSky(NSS)programmeledbytheCivilAviationAuthorityofNewZealand.

AspartofNSS,theMinistryofTransportundertooka“stocktake”during2015andfoundthatofthe32airportsservingscheduledpassengertransportservices,19havemasterplans.

Thisguidehasbeenpreparedwithsmallerregionalandruralairportsinmind,ratherthanlargemetropolitanairports.ItisprimarilyintendedforairportswithlimitedfundsformasterplanningandthathaveamixofGeneralAviation(GA)andscheduledservices.

ThisdocumentshouldnotbeseenasadefinitivesetofrulesforaregionalAirportMasterPlan.Thisguideisnotintendedtobeprescriptive,norprovideanexhaustivelistofinformationonmatters that should be taken into account, or dictate the types of investigations that should be undertaken.Thisguideseekstoprovideausefulreferencetoairportoperatorswhomaybeconsidering preparation of a Master Plan for their airport, or who may be preparing briefs for the preparationofafullMasterPlanorelementsofaMasterPlan.

ThereisnodefinitivesetofrulesforthepreparationofaMasterPlan.EachairportisdifferentandaMasterPlanforanyairportneedstobetailoredtothespecificcircumstancesandtheparticularissuesthatapplyineachcase.

It should also be noted that these guidelines relate to the preparation of a Master Plan for the use anddevelopmentofanairportsitewithafocusonthephysicalinfrastructureandfacilities.ThisisnotaguideforthepreparationofaBusinessPlan,MarketingPlanorthelikeforanairport.

AMasterPlanisaguideandnothingmore.Itdoesnotdevelopthespecificsofimprovements,normakethecaseforanyparticularimprovements.Itsprimarypurposeistoplanforthefutureprovisionofthefacilitiesandprotectanappropriateareaoflandforthefacilitiestobeconstructedwhenrequired.

Theinformationinthisguideisforgeneralinformationpurposesonly.Itisnotintendedasbusiness,planning,legalorregulatoryadviceandshouldnotbeconstruedorreliedonassuch.Beforemakinganycommitmentofafinancialnatureorotherwise,airportoperatorsshouldconsidertheirownspecificneedsandcircumstancesandseekadvicefromappropriatelyqualifiedadvisers.Nomaterialcontainedwithinthisguideshouldbeconstruedorrelieduponasprovidingrecommendationsinrelationtoanyparticulardevelopmentorplanningoutcomeordecision.

TheoriginalcontentonwhichthisGuideisbasedwaspreparedwiththeassistanceof:

Kneebush Planning Pty Ltd Airports PlusPO BOX 2326 PO BOX 788MoorabbinVIC3189 GisborneVIC3437


ThisversionwaspreparedwiththeassistanceofGRGConsulting.


P A R T AAIRPORT MASTER

PLAN GUIDE

QUEENSTOWNAIRPORT

1 INTRODUCTION

Airports are critical components of New Zealand’s national economic infrastructure. They support trade and tourism and help to drive growth across the economy. Continual investment in, and upgrading of, the aviation infrastructure at airports is needed to drive national productivity and economic performance.2

Airportscangeneratesignificantsocialandeconomicbenefitstocommunities,buttheyneedtobeproperlyplannedandprotectedoverthelongtermtorealisethesebenefitsandensuretheirsafeandefficientoperation.Airportsarerequiredbystatute3tooperateascommercialundertakings.

Airports are complex facilities and experience has shown that the planning issues associated with airportsareoftennotwellunderstood.Poorplanningofairportscanleadtoarangeofproblemsincluding operational restrictions, amenity impacts for nearby residents and airport closures in the extremecase.AMasterPlaniscentraltotheorderlyandproperplanningofanyairport.

Airportsarepartofamuchwider“eco-system”.Achangeinonepartofthesystemmayhaveasignificantimpactonanother.Anticipatingexpansionstepsisthereforeimportantandcanbehelpfultoothersinthesystem.Themostefficientplanfortheairportasawholeisthatwhichprovidestherequiredcapacity(includingfuturerequirements)foraircraft,passenger,cargoandvehiclemovements, with the maximum passenger, aircraft operator and staff convenience at the lowest capital andoperatingcosts.

Flexibilityandprovisionforexpansionshouldfeatureinallaspectsoftheplanning.Whiletheexpansion of some infrastructure means a step change in capacity and investment, there can be many operational initiatives and minor investments that progressively enhance capacity of existing infrastructurebeforethenextstepchangeisnecessary.

Whileanticipatingexpansionstepsishighlydesirable,eachdevelopmentwillbedesignedandconsideredonitsmeritsattheappropriatetime.TheAirportMasterPlansimply“reserves”thenecessaryfootprintofspaceforthatpossibilityinthefuture.

2 NationalAirspaceandAirNavigationPlan,June2014,p.543 AirportAuthoritiesAct,1966,s.4(3)



2 IMPORTANCE OF AIRPORTS

There are over 30 airports across New Zealand which have regular passenger services and many more much smaller aerodromes and landing strips around the country, with 175 aerodromes (of all types) listed in the New Zealand Aeronautical Information Publication.

New Zealand’s network of airports, across major urban centres and regional areas, form an integral part of the national economic infrastructure and are critical to connecting communities and enhancingbroadereconomicperformance.

New Zealand’s airports are assessed to generate added value of $419m per year and account for 5440jobs.Afurther$6.5billionperyearand80,000jobsareinvolveddirectlyinaviation-relatedactivitiesintheairportenvirons.4

Importantly,activitiesthatareenabledbyairportsincludeinternationaltourism($13.4billionvalueaddedand256,000jobs),Domestictourismbyair($3.5billionvalueaddedand51,000jobs),businesstravel($2.2billionvalueaddedand32,000jobs),importsandexportsbyair($13billionvalueaddedand154,000jobs),andexporteducation($2.8billionvalueaddedand30,000jobs).

Increasingly, accessible air links have become important to attract and retain businesses and high skilled employment in regional centres, and to enable patient transfers from smaller centres to centralizedhealthfacilities.

Aspreviouslystated,airportsneedtobeproperlyplannedandprotectedtorealisethesebenefitsandaMasterPlaniscentraltotheorderlyandproperplanningofanyairport.

4 EconomicandSocialContributionofNewZealand’sAirports,MarketEconomics,2013



AstudycommissionedfromDeloitteAccessEconomicsbytheAustralianAirportsAssociation5 examinedthesignificantroleofAustralia’snetworkofairports,andidentifiedsomekeypointsthat are equally applicable in New Zealand:

Airports are capital intensive businesses, underpinned by their principal role as transportinfrastructureproviders.Assuch,airportsaredeeplylinkedintomosteconomic activities, with these linkages increasingly driven by growth in leisure tourism and the regional expansion of strategic resource and agricultural activities

Airport infrastructure, whether terminal facilities or runway works, are among the most expensive forms of commercial and civil construction

Beyond their immediate economic footprint, airports play an important social role in connecting individuals, families and communities with the rest of the country and indeed the world

Many airports provide training facilities and precincts for high-tech jobs in aviation to ensure the continued and sustainable development of a skilled workforce for the industry

Airports recognise their impact on local communities and are increasingly participating in positive activities such as: environmental sustainability initiatives; community engagement programs; and the sponsorship of cultural, sporting and charity events, to ensuretheyareactingasgoodcorporatecitizenswithintheircommunities.

5 ConnectingAustralia:TheeconomicandsocialcontributionofAustralia’sairports,June2012



3 PURPOSE OF AIRPORT MASTER PLANNING

The purpose or objectives behind each airport Master Plan will vary according to the particular location and circumstances. However, in general master planning for airports can have several purposes which can be divided into on-airport and off-airport objectives.

ItisimportanttodefinethepurposeorobjectivesoftheMasterPlanearlyintheprocesstosetthescenefortheproject.

TheMasterPlancanhelpprovidefortheorderlydevelopmentoftheairporttomeetcurrentneedswithout inadvertently obstructing development that may be necessary to meet potential future needs.Inadditiontoallocatingandpreservingspaceforfuturepurposes,itcanserveasabasisforcoordinatingplansforairnavigationfacilities,airspaceuse,andairtrafficcontrolprocedures.

Preparation of the Master plan should involve collaboration with aviation partners, and consider resilienceintheprovisionofairportservices.

3.1 On-AirportPlanningObjectivesIn relation to the airport site itself, the key objectives of a Master Plan usually revolve around:

Maintaining the ability for aircraft to operate safely and unrestricted Facilitating the ability for the airport to grow and expand in response to demand Promotingtheroleoftheairportanditssignificanceasacommunityasset Providing for the airport to increase revenue, including through non-aviation development Safeguarding of the airport’s long term plans Ensuringcompliancewithrelevantregulations Managingenvironmentalandheritageconstraints.


TheNationalAirspaceandAirNavigationPlan(NewSouthernSky—refersection6)hasanobjective that the following features should be taken into account in each airport’s Master Plan where applicable:

Increase aerodrome capacity using collaborative decision-making TakeintoaccounttheneedforintegrationwithotheraspectsoftheATMsystem,landside

operations and interaction with land-use planning Achieve all-weather throughput at as close to the levels of visual throughput as possible Improve the predictability of movements based on shared information Specify the infrastructure needed (surveillance tools, visual aids, approach types, lighting

andgeometryrequired),dependingonthedemandsandneedsofthesystem Ensurethatappropriatecontingencyplansareinplacethatreflectanetwork

managementapproach.

3.2 Off-AirportPlanningObjectivesOff-airportplanningisoftenanareaoverlookedorinadequatelyaddressedbyairportMasterPlans.Nevertheless this is a critical issue for the long term safeguarding of any airport and it should beaddressed.

In relation to off-airport planning a Master Plan generally aims to minimise the potential encroachment of incompatible activities and development in the vicinity of the airport, particularly in terms of:

Aircraft noise impacts Intrusions into the protected operational airspace of the airport Distractions to pilots from lighting in the vicinity of the airport Attraction of wildlife leading to the risk of strikes Building-generated wind-shear and turbulence from nearby development Publicsafety—particularlyofftheendsofrunways Impacts on navigational aids Impactsofinfrastructureonairport-basedairtrafficcontrolservices(egTowervisibility).

An airport Master Plan may also address other off-airport planning issues such as ground transport arrangementsservingtheairport.



District Plans administered by local authorities under the Resource Management Act 1991 will be criticaltothesuccessoftheairportMasterPlan.TheMasterPlanneedstobothtakeintoaccounttheprovisionsoftheDistrictPlan(s)affectingtheairportenvirons,andbeatooltoinformthelanduseplanningprocessesinvolvedinDistrictPlans.

It is important that on and off airport planning and development are linked and coordinated, and a comprehensiveairportMasterPlancancertainlyassistinachievingthisaim.

Measurestoachievetheseobjectivesarediscussedlaterinthisguide.



4 REFERENCE DOCUMENTS

The issues to be considered in the planning of airports are many and varied. In order to assist, and in some cases regulate, the planning and design of airport facilities there are several documents that provide guidance for airport planners and managers.

Thekeyguidancedocumentstobeconsideredintheplanningprocessare:

TheInternationalCivilAviationOrganisation’sAnnex 14 — Aerodromes, Volume 1 Aerodrome Design and Operations(ICAOAnnex14)whichcontainsStandardsandRecommendedPractices that prescribe the physical characteristics, obstacle limitation surfaces and visual aids to be provided at aerodromes, as well as certain facilities and technical services normally providedatanaerodrome.[ThespecificstandardsapplicableinNewZealandhowever,arespecifiedintheCivilAviationRulespursuanttotheCivilAviationAct1990]

TheCivilAviationRules(CAR),particularlyCAR Part 139 Aerodromes — Certification, Operation and Use contains the mandatory New Zealand standards for the design of airportfacilities.CARPart139rulesprescribetherequirementsforaerodromesgenerallyinaccordancewithICAOAnnex14.TheAdvisoryCircularsassociatedwithPart139provide guidance on acceptable means of compliance with the rules

TheInternationalCivilAviationOrganisation’sAirport Planning Manual, particularly Part 1: Master Planning which provides guidance on the preparation of airport master plans and the key considerations to be taken into account in the planning process

TheInternationalCivilAviationOrganisation’sAerodromeDesignManual,particularlyPart 1: Runways and Part 2: Taxiways, Aprons and Holding Bays which provide detailed guidanceonthedesignofthecriticalairfieldfacilities

TheInternationalAirTransportAssociation’sAirport Development Reference Manual, which provides guidance on designing airport facilities with airport user needs in mind

TheInternationalAirTransportAssociation’sAirport Terminals Reference Manual, which provides guidance on designing airport terminals with airport user needs in mind

TheFederalAviationAdministration’sAdvisory Circular AC 150/5300-13: Airport Design, which contains the FAA’s standards and recommendations for airport design applicable toairportsintheUSA.WhilstnotdirectlyapplicabletoairportsinNewZealand,thisdocument is sometimes useful as an alternative or complementary source of information.


Therearealsoanumberofveryinformativebooksrelatingtoairportplanninganddevelopmentincluding:

Ashford, N, Stanton, M & Moore, C 1997, Airport Operations,2ndEd,McGrawHill,NewYork Horonjeff, R 1994, Planning and Design of Airports,4thEd,McGraw-Hill,NewYork De Neufville, R & Odoni, A 2003, Airport Systems: Planning, Design and Management,

McGraw-Hill,NewYork.

TheCivilAviationAuthority’sNational Airspace and Air Navigation Plan June 2014 contains significantreferencematerialwhichshouldbetakenintoaccountintheforwardplanningofairports.

AnothersourceofvaluableinformationisotherairportMasterPlans.Thesemaybeavailableontheairportoperator’swebsiteoravailableonrequest.

By reference to these documents when preparing a new airport Master Plan or making changes to an existing airport Master Plan, the considerations for the plan and requirements for the airport can bedeterminedandaddressedthroughaninformedplanningprocess.



5 BASIC PLANNING PROCESS

There is no standard process or methodology for the preparation of an airport Master Plan. The process for each airport will vary according to its particular circumstances and the requirements of the airport operator. However, in the following sub-sections a basic or generic process is provided as a starting point. A summary flowchart is provided at the end of this section (page 19). The flowchart includes an indication of the stakeholder consultation process, which is discussed further in section 8.

5.1 Stage1:SituationAnalysisThefirststageinpreparinganairportMasterPlanwouldtypicallyinvolveasituationanalysis,thatis,anassessmentoftheexistingsituation.Inthisstagetheairportoperatororairportplannershould essentially ask the question, where are we now?

In this stage the following matters should be considered and documented:

Regional context Socio-economic context Role of the airport, why does it exist? Importance of the airport to the region Current site conditions Prevailing weather Surroundingland—topography,landuse,zoningetc Existingaviationandnon-aviationactivitiesonthesite Assessmentofexistingfacilities—aretheyadequate,arethereanyexistingnon-conformances? Previous and current plans relating to the airport Airport’s governance structure Environmentalandheritageconstraints Regulatoryandpolicycontext(seesection6forfurtherdetails) Key stakeholders Groundtransportaccesstothesite Utility services Assessmentofcompetition(ifany)ie.otherairportsintheregion.


AtthisstageitisalsooftenhelpfultoundertakeaSWOT(Strengths,Weakness,OpportunitiesandThreats)analysisoftheairport.TheoutcomesoftheSWOTanalysiswillnotonlyassistinunderstanding the existing situation, but they can also be used to help inform the subsequent stagesofthemasterplanprocess.

In some cases it may be appropriate to undertake a full risk assessment at this stage to ensure that risks that may affect the airport are understood, considered and addressed in the Master Planwhereappropriate.RisksthatmayaffectthepreparationoftheMasterPlanshouldalsobeconsidered.

Consideration should be given to the airport operator’s obligations as a lifeline utility under the Civil DefenceEmergencyManagementAct6.

5.2 Stage2:FutureDirectionThisstageoftheprocessisessentiallyaboutgaininganunderstandingofhowtheairportislikelytochangeovertheplanningperiod(aslongaspossibleandusuallyatleast20years)and,importantly,howtheairportoperatorwouldliketoseeitchange.Asfaraspossibletheplanshouldcontemplatetheultimatecapacityanduseoftheairportsite.

In this stage the airport operator or airport planner would ask questions such as:

Wheredowewanttobeinthefuture? Whatdowewanttoachieve? Whatdowewanttheairporttolooklikein20ormoreyears? Whatdokeystakeholderswanttoachieve?[Consultationrequired,seesection8] Whatdoesgovernmentpolicysay? Whataretheairportgrowthforecasts? What“un-forecast”changemightoccurinthefuture? Whatopportunitiesarethere? Are there any threats to the future development of the airport?

Whilerationalforecastingofrealisticgrowthshouldbegivenweight,experienceshowsthatairportsoftenexperiencechangesintheiroperatingenvironmentthathavenotbeenforecast—suchas

6 Seealsoclause6.9relatingtotheRegulatoryandPolicyContext



theimpactofglobalevents(egtheglobalfinancialcrisis,andterrorism),changinglegislation(egintroductionofRunwayEndSafetyAreas),changesinairportdesignstandards,andstepchangesintechnology.Considerationshouldbegiventotheprospectofsuchchangessothataneffortismadetoaddress“whatif”scenariosandaccommodatethroughflexibilityofdesignbeyondwhatmighthaveotherwisebeenconservativelyforecast.Somesensitivityanalysismightassistinkeepingscenariosinperspective.TheMasterPlangoalshouldbetoavoidforeclosingfutureoptions.

Earlyengagementwithkeystakeholdersisparticularlycriticaliftheplanislikelytorelyonformalregulatoryconsultation.

TheanswerstothelasttwoquestionsshouldhavebeenestablishedthroughtheSWOTanalysis.

Theanswerstothesequestionswouldthenbeencapsulatedanddocumentedinastrategicvisionormissionstatementfortheairportandaseriesofmorespecificgoalsorobjectives.

5.3 Stage3:StrategyDevelopmentStage3isaboutansweringthequestion,howdowegetthere?Thatis,howdoestheairportachievethevision,goalsandobjectivesidentifiedinstage2andrespondtoforecastgrowth.ThisrequiresthedevelopmentofthestrategiesandplansthatwillbethecoreoftheMasterPlan.

In this stage the following matters should be considered and documented:

Thecriticalairportplanningparameters(seesection7forfurtherdetails)

Identificationofkeyrequirementsforairport development in response to forecast growth

Strategies, plans and concepts for (asrequired):• Airportlanduse• Facilitiesdevelopment• Groundtransport• Environmentalmanagement• Heritagemanagement• Airportsafeguarding(Seesections9.2to9.7forfurtherdetails).


5.4 Stage4:ImplementationThefinalstageoftheprocessistoanswerthequestion,“howwilltheMasterPlanbeimplemented?”

Depending on the objectives of the Airport owner, the Master Plan will not usually attempt to create atimelineforimplementationofthecapacityplanned.

It may however identify some basic key triggers that might initiate particular aspects, or discrete stagesofdevelopmentidentifiedintheplan.

Thetimingofdevelopmentwillusuallybedeterminedbybusinessgrowth,changesinaircrafttypeusedbyairlines,andcommercialdecisionsoninvestmentatthetime.TheMasterPlanpreparestheallocation of space to provide for the development but does not of itself represent a commitment to proceedwithanyparticularcomponentofdevelopmentorthetimingofthatdevelopment.

Ifstagesofdevelopmentaretobeidentified,considerationshouldbegivento:

Identificationofspecificactionsrequiredtomaintaintheintegrityoftheplan Triggerpoints—thesearemorelikelytobevolumeoractivitybasedtriggers,ratherthan

timebased—formajorphasesofdevelopment IdentificationofanyinterdependenciesimplicitinthePlan.

Cost estimates for key projects, and possible funding sources, are unlikely to be outlined in the Master Planandinsteadwillbethesubjectofseparatediscreetbusinesscasesandplanningexercises.

Implementationisdiscussedfurtherinsection9.8

ThePlanshouldalsoexplicitlyanticipateregularrevieworupdate(likelytobebetween5and10years).



BASICMASTERPLANPROCESS

MASTERPLANDEVELOPMENT

STAKEHOLDERCONSULTATION(Seesection8)

PROJECTINCEPTIONPREPARECONSULTATIONPLANIDENTIFYKEYSTAKEHOLDERS

CONSULTKEYSTAKEHOLDERS

STAGE1—SITUATIONANALYSISWherearewenow?

ExistingcontextandconditionsRegulatory and policy context

STAGE2—FUTUREDIRECTIONWheredowewanttobe?

Vision, goals and objectives

STAGE3—STRATEGYDEVELOPMENTHow do we get there?

Strategies, plans and concepts

STAGE4—IMPLEMENTATIONPLANHow do we ensure arrival?

Actions to implement the plan

DRAFTMASTERPLAN

FINALMASTERPLAN






6 REGULATORY AND POLICY CONTEXT

Consideration of the regulatory and policy context relevant to the airport and preparation of the Master Plan is essential.

Thereareanumberofregulatoryandpolicydocumentsthatwillguideorinfluencethefutureuseanddevelopmentoftheairportandwhichthereforeneedtobeconsidered.Itisimportantto understand this underlying context to determine the standards or guidelines relevant to the achievementoftheMasterPlanobjectives.

6.1 NationalRulesandStandardsWhilstallairtransportregulationsstemfromtheChicagoConventiononCivilAviation1944,and the associated annexes, they are promulgated at the national level by governments in accordancewiththeConvention’sarticlesandannexes.MemberStatesdevelopanationallegalandadministrativeframeworkbasedontheircommitmentstotheChicagoConvention.InNewZealandthislargely(butnotexclusively)occursthroughtheCivilAviationAct1990andassociatedregulationswhichareadministeredbytheCivilAviationAuthority(CAA).

TherelevantregulationsinNewZealandaretheCivilAviationRules(CARs).CARPart139prescribes the requirements for aerodromes used in air transport operations, in accordance with ICAOAnnex14—Aerodromes.TheAdvisoryCircularsassociatedwithCARPart139providedetailed standards and operating procedures as a means of rule compliance for aerodrome operationsinNewZealand.



6.2 NationalAirportsSafeguardingFrameworkAt the present time New Zealand does not have any equivalent of Australia’s National Airports SafeguardingFramework.Thisisanationallanduseplanningframeworkthataimsto:

Improve community amenity by minimising aircraft noise-sensitive developments near airports including through the use of additional noise metrics and improved noise-disclosure mechanisms

Improve safety outcomes by ensuring aviation safety requirements are recognised in land use planning decisions through guidelines being adopted by jurisdictions on various safety-relatedissues.

TheAustralianNationalAirportsSafeguardingFramework(NASF)iscomprisedof:

Principles for National Airports Safeguarding Framework GuidelineA:MeasuresforManagingImpactsofAircraftNoise GuidelineB:ManagingtheRiskofBuildingGeneratedWind-shearandTurbulence

at Airports GuidelineC:ManagingtheRiskofWildlifeStrikesintheVicinityofAirports GuidelineD:ManagingtheRiskofWindTurbineFarmsasPhysicalObstaclestoAirNavigation GuidelineE:ManagingtheRiskofDistractionstoPilotsfromLightingintheVicinity

of Airports GuidelineF:ManagingtheRiskofIntrusionsintotheProtectedAirspaceofAirports.

Airport operators in New Zealand need to plan for and advocate to local government and the other relevant planning bodies for the principles and detail that should address the above issues so that theyarereflectedinnationaldocuments,DistrictPlansandRegionalPlanningdocuments.

ANewZealandstandard,NZS6805:1992AirportNoiseManagementandLandUsePlanningisgenerally accepted as current best practice for managing airport noise and the interface with other landuses.Airportsshouldhaveanoisemanagementplanincludinganoisecomplaintregisterandameansofregularconsultationwithaffectedparties.

Therisktoaviationfromwildlifeinthevicinityofairportsneedstobecarefullymanaged—frominfluencingtheuseofnearbylandtoavoidaggravatingorattractingawildliferisk,todaytodayactionsthatcanreducerisk.TheCAAhavepublisheda“GoodAviationPractice”onbirdhazards.


TheDepartmentofConservation,inconjunctionwithNZAirports,hasproducedguidelinesforthemanagement of the risk from birds, including the means to obtain authorisation to disturb or kill protected species at airports where necessary for safety reasons, and this needs to be actioned at alocalleveltoachieveprotectionfortheairport.

6.3 TheResourceManagementActTheResourceManagementAct1991(theRMA)istheNewZealandGovernment’scentralpieceofenvironmentallegislation.Itspurposeistopromotethesustainablemanagementofnaturalandphysicalresources.

“Sustainablemanagement”forthepurposesoftheRMAmeansmanagingtheuse,development,and protection of natural and physical resources in a way, or at a rate, which enables people and communities to provide for their social, economic, and cultural well-being and for their health and safetywhile—

(a) Sustainingthepotentialofnaturalandphysicalresources(excludingminerals)tomeetthereasonably foreseeable needs of future generations

(b) Safeguardingthelife-supportingcapacityofair,water,soil,andecosystems(c) Avoiding,remedying,ormitigatinganyadverseeffectsofactivitiesontheenvironment.

TheActidentifiessevenmattersofnationalimportance:

(a) Thepreservationofthenaturalcharacterofthecoastalenvironment(includingthecoastalmarinearea),wetlands,andlakesandriversandtheirmargins,andtheprotectionofthemfrom inappropriate subdivision, use, and development

(b) Theprotectionofoutstandingnaturalfeatures and landscapes from inappropriate subdivision, use, and development

(c) Theprotectionofareasofsignificantindigenousvegetationandsignificanthabitats of indigenous fauna

(d) Themaintenanceandenhancementofpublic access to and along the coastal marine area, lakes, and rivers



(e) TherelationshipofMaoriandtheircultureandtraditionswiththeirancestrallands,water,sites, waahi tapu, and other taonga

(f) Theprotectionofhistoricheritagefrominappropriatesubdivision,use,anddevelopment(g) Theprotectionofprotectedcustomaryrights.

Many aspects of the RMA are given effect through the District Plans that are administered by territoriallocalauthorities.

AirportAuthorities,asdefinedintheAirportAuthoritiesAct,are“networkutilityoperators”forthepurposesoftheResourceManagementAct(s.166)andmaybeapproved(s.167)asa“requiringauthority”withthepowertogivenoticesofrequirementfordesignationsinDistrictPlans.

TheMasterPlanshouldincludeanassessmentofwhethertheRMAcomesintoplayforanyproposals in the plan, and the extent to which the proposals align with the provisions of the District Plansthatincorporatetheairportanditsenvirons.

Councils considering proposals under the RMA have obligations to consult with tangata whenua throughiwiauthorities.EarlyconsultationwithiwishouldbeconsideredduringthepreparationoftheMasterPlan.

6.4 AirportAuthoritiesActTheAirportAuthoritiesAct1966empowersairportauthoritiestooperateandmanageairports,andrequiresthemtobeoperatedormanagedinacommercialmanner.

Among other things, the Act gives leasing powers to airports and allows an airport to terminate a leaseifanaffectedpropertyisrequiredforairportpurposes.

CompaniesowningandoperatingairportsareauthorisedbyOrderinCouncilpursuanttos.3(3)oftheAirportAuthoritiesActtobean“AirportCompany”.AirportCompaniesareauthorisedtoexercisethepowersofaLocalAuthorityundersection3oftheAirportAuthoritiesAct.

Airport companies with annual revenue of over $10 million are required to consult with their substantialcustomersbeforeapprovingsignificantcapitalexpenditure.


6.5 LocalGovernmentLegislationandPolicyTheterritorialandregionalGovernmentregulatoryandpolicycontextwillvaryinrelevancetotheairportandtheMasterPlan.

OfparticularrelevancewillbeanypoliciesorprovisionsundertheLocalGovernmentActorotherlegislation relating to:

Aviation(eg.Integratedtransportpolicy) Airports,airfieldsorheliports Land use, including road access Environmentalmatters Cultural heritage Infrastructure provision Economicdevelopment.

TheMasterPlanshouldoutlineanyapplicablelocalorregionalGovernmentpolicyanditseffectontheplanningoftheairport.

6.6 LocalGovernmentDistrictPlanLocalGovernmentpoliciesandplanningcontrolsasexpressedinDistrictPlanswillbeparticularlyrelevanttothepreparationoftheMasterPlan.Thismayinclude,forexample:

Urban growth and economic development strategies for the municipality Zoning controls that apply to the airport site and surrounding land Overlaycontrolsthatapplytotheairportsite(eg.environmentalorheritageoverlays) Policies or controls relating to particular matters such as urban design, utilities,

landscapingetc.

TheMasterPlanshouldoutlineanyapplicableLocalGovernmentpoliciesandplanningcontrolsandtheireffectontheplanningoftheairport.AnydeficienciesanddesirablechangestothepoliciesandcontrolsshouldbeidentifiedintheMasterPlanandincludedasactionsintheImplementationPlan.



6.7 NationalAirspacePolicyTheNationalAirspacePolicyofNewZealand7waspublishedin2012.Thepolicyenvisagesintegration between airspace and land uses, especially around airports:

“There is an important interface between airspace and land use planning at aerodromes regarding noise emissions from aircraft taking off and landing, and in the case of potential obstacles or hazards which extend beyond the immediate vicinity of aerodromes. More efficient performance-based procedures have the potential to reduce fuel use and emissions, and in some cases, may enable flight paths that reduce current impacts on development in the vicinity of aerodromes. The government expects the aviation sector and local authorities to proactively address their respective interests in any future planning. Local authorities should facilitate the adoption of rules and designations in regional and district plans that recognise new and modified aircraft arrival and departure paths, including timely completion of all submission and hearing procedures.

To avoid or mitigate incompatible land uses or activities and potential obstacles or hazards that will impact, or have the potential to impact on the safe and efficient operation of aircraft, regional and district plans should have regard to applicable Civil Aviation Rules. Airport authorities and local authorities should work together in a strategic, cooperative and integrated way to ensure that planning documents (including those under the Resource Management Act) appropriately reflect the required noise contours and/or controls and approach and departure paths that take account of current and projected traffic flows.

Resource Management Act planning tools (including plan rules and designations) should as far as practicable seek to avoid the establishment of land uses or activities and potential obstacles or hazards that are incompatible with aerodrome operations or create adverse effects.”

7 http://www.transport.govt.nz/assets/Import/Documents/National-Airspace-Policy-of-New-Zealand-April-2012.pdf


6.8 NationalAirspaceandAirNavigationPlan—NewSouthernSky

Approved by the government in early 2014, New Southern Sky is the implementation plan for the nationalairspacepolicy.

It gives a clear direction on incorporating new and emerging technologies into the aviation system toensurethesafe,cohesive,efficientandcollaborativemanagementofNewZealand’sairspaceandairnavigationto2023.

ThemodernisationofairspaceandairnavigationinNewZealandwillinvolveimprovedefficiencyofairtrafficmovements,moreaccuratenavigation,reducedrelianceongroundbasedsystems,andimprovedcommunications.Increasedinformationavailabilitywillalsoenablemoreeffectivedecisionmaking.Together,thesechangeswillmeanloweroperatingcostsandimprovedaviationsafety.

6.9 CivilDefenceEmergencyManagementActMostcommercialairportsinNewZealandarenamedintheCivilDefenceEmergencyManagementActasspecificentitiesthatarelifelineutilities(Schedule1oftheAct)withobligationsthatincludeenabling the airport to function to the fullest extent, even though this may be at a reduced level, duringandafteranemergency(s.60).

Theseairportsarealsoobligedtoparticipateinthedevelopmentofnationalstrategyandplans.



7 CRITICAL AIRPORT PLANNING PARAMETERS

This section provides an outline of the critical airport planning parameters, or considerations, that will be central to any airport Master Plan.

7.1 ForecastofFutureOperationsThefirstissuetobeconsideredinplanninganairportistheanticipateddemandandscopeofoperationsthatarelikelytoevolveattheairportovertheplanningperiodandbeyond.Thisrequiresforecasting and judgment based on an assessment of various factors in order to estimate future air trafficactivitiesattheairport.Thismaycompriseanalysisof:

Historical aircraft and passenger movement data Aircraft types currently using the airport Origin and destination of aircraft currently using the airport Global,nationalandregionalaviationtrends Airline trends Economic,social,tourismandpopulationinformation.

It can also involve benchmarking against other similar and/or larger airports which may provide a guideastothepossiblefuturegrowthofactivitiesattheairportinquestion.

Forecasting and benchmarking can help provide an estimate of essential planning information, particularlythelikelyaircraftandpassengermovementactivitytobeaccommodatedovertime.

Morespecifically,itcanhelpdeterminesuchthingsasthelikelyfuture:

Numbers of aircraft and passengers movements Aircraft types Mixofoperations(eg.airline,GA,charter,training) Fleetmix(eg.fixed/rotarywing,single/twinengine,jet/turbo-prop) Timingofpeakoperations Seasonality of operations


Origin and destination of aircraft/passengers Approachprocedures(non-instrument,non-precision,precision) Securityrequirements.

Thisinformationcanthenbeusedtodeterminetherequiredcapacity,orphysicalcapability,ofthe airport facilities such as runway dimensions, navigational aid requirements, the magnitude of terminaldevelopmentandcarparkingneeds.Itcanalsobeusedtodeterminetheupperlimitsofacceptabledelaytoaircraft.

ForsmallGAairportsforecastingfutureaircraftmovementactivitycanbearelativelysimpleprocessbutforlargerairportswithscheduledpassengerservicesifcanbemorecomplex.

Several of the reference documents referred to in section 4 of this guide provide guidance relating toforecasting,inparticulartheInternationalAirTransportAssociation’sAirportDevelopmentReferenceManualandtheInternationalCivilAviationOrganisation’sAirportPlanningManual—Part1:MasterPlanning.

7.2 AerodromeReferenceCodeSystemOneofthemostimportantelementsofCARpart139istheAerodromeReferenceCodesystem.ThisisdescribedinAppendixBoftherule.

An aerodrome Reference Code, comprising a code number and letter, is selected for aerodrome planning purposes must be determined in accordance with the characteristics of the aeroplane forwhichanaerodromefacilityisintended.Therecouldbemorethanonecriticalaeroplane,asthe critical aeroplane for a particular facility, such as a runway, may not be the critical aeroplane foranotherfacility,suchasthetaxiway.

TheReferenceCodeisrequiredtobedeterminedbytherule,usingatablethatisprovidedinAppendixB(andrepeatedonthefollowingpageforconvenience).



AERODROMEREFERENCECODEEXTRACTEDFROMCARPART139

CODE ELEMENT 1 CODE ELEMENT 2CODE AEROPLANEREFERENCE CODE WINGSPAN OUTERMAINGEARNO. FIELDLENGTH(ARFL) LETTER WHEELSPAN

1 Less than 800m A Up to but not Up to but not including15m including4.5m2 800muptobutnot B 15muptobut 4.5muptobut including 1200m not including 24m not including 6m3 1200m up to but not C 24m up to but 6m up to but including 1800m not including 36m not including 9m4 1800m and over D 36m up to but 9m up to but notincluding52m notincluding14m E 52muptobut 9muptobut notincluding65m notincluding14m F 65muptobut 14muptobut not including 80m not including 16m

Note:Theoutermaingearwheelspanisthedistancebetweentheoutsideedgesofthemainlandinggearwheels.

AC139-6, combined with CAR Part 139, are key documents to be referred to when designing an airport/aerodrome and the Aerodrome Reference Code system forms a critical starting point for the designprocess.

TheAerodromeReferenceCodeisbasedonthecharacteristicsofanaircraftnottheairport.Oncethecriticalaircraft(ordesignaircraft)isdeterminedthentheaerodromefacilitiesaredesignedandbuilttomeetthosecharacteristics.

ThetableaboveindicatestheaircraftcharacteristicsthatdeterminetheAerodromeReferenceCode.

TheCodenumberforelement1oftheAerodromeReferenceCodeisdeterminedfromcolumn1oftheabovetable.TheCodenumbercorrespondingtothehighestvalueoftheaeroplanereferencefieldlengthsforwhichtherunwayisintendedmustbeselected.


“Aeroplanereferencefieldlength”is:

Theminimumfieldlengthrequiredfortake-offatmaximumcertificatedtake-offmass,sealevel, standard atmospheric conditions, still air and zero runway slope, as shown in the appropriateaeroplaneflightmanualprescribedbythecertificatingauthorityorequivalentdatafromtheaeroplanemanufacturer.Fieldlengthmeansbalancedfieldlengthforaeroplanes,ifapplicable,ortake-offdistanceinothercases.Theaeroplanereferencefieldlengthissolelyfortheselectionofacodenumberandisnotintendedtoinfluencetheactualrunwaylengthwhichwillbeinfluencedbyotherfactors.

TheCodeletterforelement2oftheAerodromeReferenceCodeisdeterminedfromcolumn3oftheprevioustable.TheCodeletter,whichcorrespondstothegreatestwingspan,orthegreatestouter main gear wheel span, whichever gives the more demanding Code letter of the aeroplanes forwhichthefacilityisintendedmustbeselected.

Theoutermaingearwheelspanincolumn5isthedistancebetweentheoutsideedgesofthemainlandinggearwheels.

Unless otherwise agreed by the CAA, aerodrome operators are required to maintain the airport’s runways and taxiways in accordance with the standards applicable to the Aerodrome Reference CodepublishedintheAIPNZforthatrunwayortaxiway.

7.3 DesignAircraftIn order to establish the Aerodrome Reference Code for the airport in question, the design aircraft needstobedetermined.Thedesignaircraftisthesynthesisofthekeyaircraftforwhichtheairportisbeingdesignedtoserve.Inthisregard,itisalsonecessarytoconsiderthelikelyfutureaircrafttypesthatmaybeintroducedwithintheforeseeablefuture.Eachclassofaircraftisgivenacodeletter.

Determining runway length, width and strength for an airport needs to be based on the critical aircraft thatarelikelytousetheairportinthefuture.Usuallythisisbasedonscheduledpassengeraircraft.

A number of aircraft are commonly used in the New Zealand aviation industry for small passenger operationsandforcorporatecharter.Themajorityofpassengeroperationsintoregionalcentresareservicedbyturbopropaircraftwithaseatingcapacityupto68passengers.ThetwomostcommonaircraftareDash8Q300andQ400,andATR72,whichareallCodeCaircraft.



AIRCRAFT SEATS ARFL(M)B MTOW(KG)C ACND CODE

MetroIII 19 991 6577 4 2BDash8-Q300 50 1122 18642 10 2CLearjet55 8 1292 9298 6 3AMetro 23 19 1341 7484 4 3BDash8Q400 70 1354 29347 16.5 3CJetstream31 18 1440 6950 4.4 3CJetstream41 29 1500 10433 5 3CATR72-600 68 1165 21566 12 3CSAAB-340 35 1220 12371 5.7 3CB737-800 180 2256 70535 46 4CA320-200 180 2058 72000 40 4C

Note A:Forindicativepurposesonly.Specificvaluesforparticularaircraftshouldbeobtainedfromtheaircraftoperatorortheaircraftmanufacturer.NoteB:ARFL=Aeroplanereferencefieldlength.Note C:MTOW=Maximumtake-offweight.NoteD:ACN=AircraftClassificationNumber.TheACNisbasedontheaircraft’smaximumtake-offweightonaflexiblepavementwithasub-graderatingof“B”.

ThelargesttypesofaircraftcurrentlyoperatingworldwideareCodeFaircraft.Whenplanning a modern international airport it may be appropriate to adopt the Code F design aircraft.However,forregionalairportswithexistingorproposedscheduledpassenger

TherearemanytypesofcorporateaircraftusedinNewZealand.Typically,corporateaircraft are the Canadair Challenger 604 used by the RAAF to transport VIPs, the Cessna Citation, the Learjet or similar used by many businessesascharteraircraft.

Thetablebelowshowsthecharacteristicsofarange of typical aircraft for indicative purposes only.Specificvaluesforparticularaircraftshouldbeobtainedfromtheaircraftoperatorortheaircraftmanufacturer.

TYPICALAIRCRAFTCHARACTERISTICSA


operationsitislikelythataCodeCdesignaircraftwillsuffice.ItisnotedthattheBoeing737andAirbusA320arebothCodeCaircraft.

Itisalsonecessarytoconsideraircraftlength,whichisnotpartoftheICAOclassificationsystem,inorder to establish a design aircraft envelope for planning purposes, particularly for planning apron areas.Overtimemanyaircrafttypeshavestretchedinlengthtoprovidegreatercarryingcapacity.

7.4 NavigationSystemsThenavigationsystemsandapproachprocedurestobeusedattheairport are also an important consideration.Thisisbecause,undertherules, certain standards vary depending upon whether the runway is a:

Non-instrument runway Instrument, non-precision approach runway Instrument,precisionapproachrunway.

For example, the runway strip width requirements for a precision approach runway are greater than those for non-instrument and non-precisionrunways.

7.5 AircraftMovementAreaTheheartofanyairportisthemovementarea,orairsidearea,comprisingtherunways,taxiwaysandaprons.Oncealloftheabovemattershavebeenassessedandconsidereditisthenpossibletodesignthemovementarea.

Asdiscussedinsection7.1,forecastsshouldattempttopredictthenumberofaircraftmovements,typeofaircraft,natureofthetraffic,andothercriteriaessentialindeterminingthemovementarearequirements(eg.number,layout,anddimensionsofrunways,taxiways,andaprons).Runways,taxiways,andapronsconsumelargeareasofland,andtheyalsoheavilyinfluenceoff-airportlanduseplanningrestrictions.Asaresult,therunwaysandtaxiwaysaretheessentialstartingpointforplanningtheairportlayout.Inotherwords,indesigninganairport,theairfieldlayoutshouldbedonefirst.

Thenumber,lengthandlayout/orientationoftherunwaysarethemostimportantdesignissuesatanyairport.Thenumberofrunwayswillbedeterminedbydemand,capacityanddelayconsiderationsandthelayout/orientationwilllargelybedeterminedbyprevailingwindconditionsandnearbyobstacles.



8 ICAO Airport Planning Manual

Theannualcapacityofasinglerunwayconfigurationcanexceed195,000movementswithsuitabletaxiway,apronandairtrafficcontrolfacilities8.

Inrelationtorunwaylength,Section3.1.6ofAC139-6states“theactuallengthtobeprovidedfora primary runway should be adequate to meet the operational requirements of the aeroplanes for which the runway is intended and should be not less than the longest length determined by applying the corrections for local conditions to the operations and performance characteristics of therelevantaeroplanes.”

Theoperationalrequirementsofaeroplanesmaybedeterminedbytheaeroplanemanufacturer,airlinesoraeroplaneoperators,withintheaeroplanemassandperformancelimitationssetbyCAA.

For a runway with a length of 1,800 metres and over, the ICAO Aerodrome Reference Code numberis4.Whenthisiscombinedwiththecodelettercorrespondingtothedesignaircraft,aspreviouslydiscussed,thecompleteAerodromeReferenceCodeisobtained(eg.4C).Thepurpose of the reference code is to provide a uniform approach for determining the clearance and designstandardstobeappliedtoaerodromes.WiththiscodeandwithreferencetoAC139-6,requirementsforthemovementarealayoutcanbedetermined.

Forsmalleraircraftengagedindomesticandregionalscheduledpassengeroperations(eg.Dash8Q400)aCode3runwayislikelytoberequired.

TheAeroplaneReferenceFieldLength(ARFL)publishedbyaircraftmanufacturersforeachaircraft type is a guide only when determining suitable runway length; many other factors can also influenceusablerunwaylengthincludingairtemperature,runwayslopeandelevation.Inpractice,alongerrunwaylengthisusuallyrequired.

Thewidthoftherunwayandtherunwaystripwidtharealsolimitingfactorsthatcanrestrictaircraftoperations.Requirementsrelatingtotheseandotherimportantaspectsofthemovementarea(eg.RunwayEndSafetyAreas)arecontainedAppendicesAandCofCARPart139andinchapter3ofAC139-6.

Althougha300mStrip(150meachsideofcenterline)isonlyrequiredforacode3or4precisionapproach,andmostregionalairportsmightonlycurrentlyrequirea150mStrip,considerationshouldbe


giventofuture-proofingtheairporttothehigherstandardifpractical.TherapiddevelopmentofaugmentedGNSSbasedinstrumentapproachesandcorrespondingaircraftequipagewillpotentiallygiveprecisionapproachcapabilityformostrunways,evenatGAairports,necessitatingthewiderStripwidth.

Theremaybeadditionalreasonstoconsiderprotectingthewiderstrip,includingthepossibilityoffuturepressure to further align CAR Part 139 with ICAO Annex 14 recommendations and international best practice.Standardsforseparationofparalleltaxiwaystoinstrumentnon-precisionrunwaysandthePANSOPSprotectionsurfaces(see7.10)aregenerallybasedona300mStripwidth.

Thepositioningoftheterminalbuildingandotherstructuresfrontingontotheoperationalareacanbecome limiting constraints on the operational area, including ultimately the protection of the strip width—seecommentsontheairsideboundaryofpassengerterminalbuildingsin7.8.

Importantrequirementsrelatingtomovementarealightingarecontainedinchapter5ofAC139-6.

Page 45

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2015 Apron Layout

New Multi-Level Car park

Existing Multi-Level Car park

Existing Car park

Air NZHangar

Rental Cars

Cargo Buildings

AFS

JUHI

Caterair

Existing stand

New or realigned stand

Terminal Expansion

Car park Expansion

Existing Terminal

Aircraft Required Provided

Code E 1 1

Code C 13 13

Large Turboprop 8 8

Small Turboprop 6 6

Remote 3 3

Total 31 31

Figure 10-2WELLINGTONAIRPORTAPRONLAYOUT(WELLINGTONAIRPORTMASTERPLAN2010)



7.6 PavementStrengthThemovementareapavementstrengthcanalsobeamajorlimitingfactorforaircraftoperations.Theconstructionmaterialsusedandtheconstructeddepthofthepavementsdeterminepavementstrength.ForapavementtobedeterminedsuitableforanaircraftoperationthedesignatedPavementClassificationNumber(PCN)shouldmatchtheAircraftClassificationNumber(ACN)whichisdeterminedbytheaircraftmanufacturer.WhentheACNoftheaircraftisgreaterthanthePCNofthepavement,thepavementisbeingoverloaded.

ThemethodforcalculatingthePCNissetoutinsection2.5ofAC139-6.Forpavementsintendedforaircraftover5,700kgapron(ramp)massthebearingstrengthistobemadeavailablebyreporting all of the following:

(a) Thepavementclassificationnumber(PCN)(b) PavementtypeforACNPCNdetermination(c) Subgradestrengthcategory(d) Maximumallowabletirepressurecategoryormaximumallowabletirepressurevalue(e) Evaluationmethod.

Thebearingstrengthofapavementintendedforaircraftofapron(ramp)massequaltoorlessthan5,700kgshouldbemadeavailablebyreportingthefollowinginformation:

(a) Maximumallowableaircraftmass(b) Maximumallowabletirepressure.

Thebearingstrengthmustbesuchthatitwillnotcauseanysafetyproblemstoaircraft.ThepublishedPCNvalueshouldbesuitablefortheaircraftthatregularlyusetheairport.

ThestrengthofrunwaypavementsisrequiredtobereportedintheAeronauticalInformationPublication(AIP)usingtheICAOadoptedACN-PCNpavementstrengthratingsystem.

7.7 AviationSupportandLandsideFacilitiesWhilstthemovementareadesignshouldbedonefirst,itshouldnotbedoneinisolation.Thecriticalaviationsupportandlandsidefacilitiesalsoneedtobeconsidered.Thesesupportfacilities include:

Control tower Navigation aids Aerodrome lighting Meteorological facilities Passenger terminals Aircraft hangars Cargo facilities Rescueandfirefightingfacilities Fuel facilities Accessroadsandcarparks.

Thedesignofnew(orchangestoexisting)runways,taxiwaysandapronsshouldconsidertheexistingaviationsupportandlandsidefacilitiesontheairportsite.Likewise,theprovisionofnewsupport facilities needs to be planned having regard to the design and capacity of the movement area,aswellastheforecastgrowthofaviationactivities.

Eachaviationsupportandlandsidefacilitywillhaveparticularrequirementsandtheyshouldbesitedinanappropriatelocationforaircraftoperationsandairportuserneeds.

Thefollowingstandardswillbeapplicabletoplanningaviationsupportfacilitiesontheairport:

AC139-6 which specifies standards for siting and clearance areas for airways facilities onairports(ie.navigationaids,communicationfacilities,meteorologicalfacilitiesandATCfacilities)

Chapter5ofAC139-6whichcontainsdetailedrequirementsfor“visualaidsfornavigation” AC139-4whichspecifiesstandardsapplicabletotheprovisionofAerodromeRescueand

Fire Fighting Services WhereAerodromeAirTrafficControlisrequiredbytheDirectorofCAA,CARPart172

requirementswillneedtobeconsideredforthesitingofanairtrafficcontroltower.




Inrelationtoairwaysfacilities,CARPart139(139.121)requirestheongoingprotectionofnavigationaidsandATSfacilities.

Thegeneralrequirementsforairwaysfacilitiesareafinitesitefortheirphysicalinstallation,i.e.shelters, foundations, towers, antennae plus a reasonable service area around the physical features.Inmanyinstances,thereisalsoarequirementforaclearancezonearoundthisspace, in some instances relatively extensive, for the purpose of ensuring transmission of electromagnetic waves without interference from extraneous sources, or for the purpose of unimpededvisioninthecasesofATCtowersorRFFSstations.

ItshouldbenotedtheGlobalPositioningSystem(GPS)isincreasinglybeingusedasanaviationnavigation aid and has the capability to provide both en route and terminal area navigation assistancetoaircraft.Intime,GPSmayreducetheneedforsomecurrentgroundbasednavigationaids.

Theplanningstandardsforsomesupportfacilities,particularlylandsidefacilitiessuchasaccessroadsandcarparks,arelessdefinedandregulatedwhencomparedtotheairsidefacilities.Theneed for and size of landside facilities will generally be determined by demand factors including the growthforecastsandairportuserneeds.

Wherechangestoorexpansionofanairport’saviationsupportorlandsidefacilitiesisenvisaged,theMasterPlanshouldincludeconceptualdetailsofwhereandhowthisisproposed.Forexample,if it is envisaged that new aircraft hangars will be needed in the future, the Master Plan should include a concept plan showing where this is proposed to occur, ideally with a schematic layout of the hangars and the taxiways/taxilanes and roads that will provide access to them by aircraft andvehicles.Inpreparingsuchaplan,theAC139-6requirementsrelatingtooffsetsfromrunwaysandtaxiways,andtheairspacesurfacesmustbeconsidered.Thepotentialforbuildinginducedwindshearandturbulenceshouldalsobeconsidered.

7.8 PassengerTerminalAfter the airside or movement area, the passenger terminal zone is the most important facility and oneoftheprincipalelementsofcapitalcostatanairportwithscheduledpassengerservices.


An airport’s passenger terminal acts as the interface between the airside and landside functions of theairport.Itisalsothepointatwhichpeopletransferbetweenairandlandtransportmodes.Insodoing, the terminal must accommodate a range of facilities to process the passengers and make theirtimeintheterminalaspleasantaspossible.Assuch,theterminaliscriticaltothepassengers’evaluationandperceptionofthelevelofserviceprovidedbytheairport.

Designing a passenger terminal therefore requires careful planning and forethought, in order to ensure that the terminal facilities are of the right capacity and provide a suitable level of service for theanticipatedpassengertraffic.Thisisparticularlyimportantforlargerairportswheresignificantnumbersofpeoplewillusethefacilitiesintheterminalonadailybasis.



Thepositionoftheairsideboundaryofpassengerterminalbuildingsisparticularlyimportantasairfieldoperationsaregovernedbyaregulatoryframeworkcharacterisedbystandardsandproscriptiveclearances.Thesemustbecarefullyconsideredwhenexpansions,renovationsandredevelopmentsarecontemplated.

Eachairporthasitsownuniquerequirementsthatwilldeterminethelocationoftheairsideboundaryofthepassengerterminalbuilding.Inadditiontoseparationdistancesfromrunways,manyaspectsofairportoperationsshouldbeconsideredinsettingsuchaboundary—aspectssuchasrunwayaccess,taxiwayflows,apronoperation,ATClineofsight,groundserviceequipment(GSE)requirementsandairsideroads.Thelocationoftheairsideboundaryofthepassenger terminal building should be based on potential future airside operations beyond the requirementsofcurrentlyoperatingaircraftandcurrentmodesofoperation.

It is best practice when developing a potential airside boundary of a passenger terminal to begin fromtherunway(s)centrelineandcompilingallowancesoutwardsfromthere.Theprocesstoestablish the location of the boundary will usually consider multiple options for the types and scale ofallowancesthattheboundarywillprovide.Ateverystagethestandardsandrequirementsforclearancesfortheadopteddesignaircraftshouldbetakenintoaccount.

AnairportMasterPlanwouldnotnormallyincludedetaileddesignofnewterminalfacilities.Fornew terminal facilities, whether it be a totally new terminal or expansion of an existing terminal, the level of detail in an airport Master Plan would normally be limited to conceptual layouts or schematic drawings delineating general location, overall footprint area, and perhaps the basic configurationoftheterminal’sfloorplan.

Theprimarypurposeistoprotectanappropriateamountofspace(landarea)fortheterminalworkstobeconstructedinthefuture.

Therearearangeoffacilitiesthatareusuallyprovidedinanairportpassengerterminal:

Landside interface facilities Passengerprocessingareas(includingsecurityscreening) Passengerholdingareas(includingcommercialfacilities) Internal circulation Airside interface facilities Airlineandsupportareas.


Once the required terminal facilities have been determined it is then necessary to calculate the spacerequirementsforeachfunctionalarea.Thisisbasicallyathreestepprocess:

1 Estimatepassengerdemandlevels:Theaimofthisfirsttaskintheplanningprocessistodeterminetheoveralldesignloadfortheterminalatpeakperiods.Thiswillbebasedonthegrowthforecastsasdiscussedinsection7.1

2 Estimatedemandforparticularfacilities:Oncetheoveralldesignloadisdetermined,itisthen necessary to calculate the load on each individual facility, such as the check-in area, the baggage claim area and the waiting areas

3 Determinespacerequirements:Theactualfloorarearequirementsarethencalculatedbymultiplying the estimated number of passengers using each facility with an empirical factor toarriveattheapproximateareaorcapacityofthefacilityrequired.Theempiricalfactororconstantisusuallybasedupon“levelofservice”standardsderivedfromexperienceacquiredatairportsaroundtheworld.Basedonthenumberofpassengersprocessedineachfacility,areascanbecomputedsothatreasonablelevelsofservicecanbeprovided.

Space standards or guidelines for passenger terminals have been prepared by bodies such as the IATAandtheFAA.However,thereisnosingle,all-encompassingrulebookforthedetaileddesignofpassengerterminals.

IATAhaspublishedasetofspacedesignstandardsbasedonthelevelofserviceconcept,wheredifferent amounts of space are recommended for certain terminal areas depending upon the level ofserviceproposed.TheIATAAirportDevelopmentReferenceManualprovidesmoreextensiveanddetailedstandardsforthefullrangeofterminalfacilities.However,thesestandardsarebasedon(oftencomplex)CapacityCalculationFormulaethatareusedtocalculateeachindividualareaornumberofspecificfacilitiesinaterminal.

TheFAAhasalsodevelopedasetofspecificrecommendationsonspatialprovisionforthevariousfunctionsandfacilitiesaccommodatedinanairportpassengerterminal.ThesearesetoutintheFAAAdvisoryCircular150/5360-13—Planning and Design Guidelines for Airport Terminal Facilities.

TheFAAAdvisoryCircularalsocontainsa“rule-of-thumb”recommendationof14m2ofgrossterminalbuildingareaperdesignpeak-hourpassengerforadomesticterminalwhich“issometimesusedforroughestimatingpurposes”.Inadditiontotherule-of-thumb,theFAAAdvisoryCircular also provides guidance about how the gross area is generally allocated to different functionsintheterminal.


TheFAAgrossterminalarearule-of-thumbanddistributionguidelinesprovideasimplebutaccepted tool for estimating the space requirements for terminals and may be appropriate when estimating future terminal requirements as partofanairportMasterPlan.

Inplanningapassengerterminal,theidentificationofopportunitiesforincomegeneratingfloorspace, such as bars, restaurants and shops, should not be overlooked, and is essential for passengeramenity.

7.9 SecurityRequirementsIn planning an airport, and passenger terminal facilities in particular, the requirements for Aviation Securitymustbeconsidered.SpecificsecurityrequirementsaresetoutinCAR139SubpartD“AerodromeSecurity”forbothsecurity-designatedandnon-securitydesignatedairports.

TheDirectoroftheCAAcandeclareanairport,orpartsofit,tobesecurity-designated(refers.84oftheCivilAviationAct).

TherequirementsforpassengerscreeningaredeterminedbytheDirectoroftheCAA.ThethreatleveltoNewZealandismonitoredandthesecurityrequirementsofairportsareadjustedaccordingly.

TheMasterPlanshouldbedevelopedafterconsultingtheCAAontheNationalAviationSecurityProgrammeasitmayaffecttheairport,andthecurrentstateofsecurityrequirements.Alevelofjudgement will then need to be exercised on the prospect of future higher levels of security being required(suchasholdstowbaggagescreeningornew“tiers”ofsecurityrequirements).

ThesesecurityrequirementsareimportantconsiderationsforanairportMasterPlan.

7.10AirspaceProtectionSurfacesInternationalstandardshavebeenadoptedwhichdefinetwosetsofinvisiblesurfacesabovethegroundaroundanairport.Theairspaceabovethesesurfacesformstheairport’sprotectedairspace.Thesetwosurfacesarethe:

ObstacleLimitationSurface(OLS) ProceduresforAirNavigationalServices—AircraftOperations(PANS-OPS)surface.



TheOLSisgenerallythelowestsurfaceandisdesignedtoprovideprotectionforaircraftflyingintooroutoftheairportwhenthepilotisflyingbysight.ThePANS-OPSsurfaceisgenerallyabovetheOLSandisdesignedtosafeguardanaircraftfromcollisionwithobstacleswhentheaircraft’sflightmaybeguidedsolelybyinstruments,inconditionsofpoorvisibility.

Airspace protection is critically important for all airports, particularly protection of the airport’s ObstacleLimitationSurfaces.

AC139-6Chapter4describesObstacleLimitationSurfaces(OLS)as:

“surfaces in the airspace above and adjacent to the aerodrome. These obstacle limitation surfaces are necessary to enable aircraft to maintain a satisfactory level of safety while manoeuvring at low altitude in the vicinity of the aerodrome. These surfaces should be free of obstacles and subject to control such as the establishment of zones, where the erection of buildings, masts and so on, are prohibited. Where obstructions infringe these surfaces they may, subject to the conduct of an aeronautical study, be removed, reduced in height, marked and lit.”

ThephysicaldimensionsoftheOLSsurfacesmustbedeterminedusingTables4-1and4-2inAC139-6andarebasedontheAerodromeReferenceCodenumberforeachrunway.PANS-OPSsurfacesaregenerallydeterminedbytheinstrumentflightproceduredesigner.

ChartsoftheOLSandPANS-OPSsurfacesshouldbeprepared.TheseshouldbeincludedintheairportMasterPlan.

Theairspaceprotectionsurfacesarecriticalforairportsafeguardingpurposes,inrelationtobothon-airportandoff-airportdevelopment.

Withintheairportsitetheairspaceprotectionsurfacesareparticularlyrelevantforthedevelopmentoflandsidefacilitiesandwillinfluencethelocationandheightoffuturedevelopmentonthesite.Limitingtheheightofdevelopmentclosetotherunway(s)iscriticalandthisshouldbeaddressedintheMasterPlan.

Future development areas on the airport, particularly close to the runways, should have a maximum building height restriction applied in the Master Plan to ensure that buildings and other structuresdonotintrudeintotheapplicableairspacesurfaces.Theheightofdevelopmentfurtherawayfromtherunway(s)mayincreaseinaccordancewiththeapplicablesurfaces.


Outside the airport site, appropriate airspace protection planning controls should beinplace(inrelevantDistrictPlans).Ifsuch controls are not already in place the Master Plan should recommend that the relevantLocalGovernmentauthoritiesintroduce such controls based on the applicableairspacesurfaces.

PerformanceBasedNavigation(PBN),suchas discussed in the NSS implementation programme,isenablingapproachanddeparturetracksthatvaryfromtraditionalflightpathsnearairports.Itisnecessarytoensurethenewflightpathsareconsideredwhenlandusecontrolsareestablishedorreviewed.

7.11AircraftNoiseContoursNoisefromaircraftcanhaveunavoidableeffectsoutsidetheairportfence.TheassessmentofaircraftnoiseeffectsisanimportantconsiderationinthedevelopmentofanairportMasterPlan.Itaims to ensure that:

Sensitive land uses are not located in areas of incompatible aircraft noise Theamenityofsurroundingdevelopmentsisnotadverselyaffectedbyaircraftnoise Airportoperationsareprotectedlongtermfromconflictsduetotheencroachmentof

inappropriatedevelopmentintonoiseaffectedareas.

NewZealandstandardNZS:6805AirportNoiseManagementandLandUsePlanningisgenerallyaccepted as a sound basis for addressing both the monitoring and management of airport noise, and thecontroloflandusethatispotentiallyarisktotheairportthrough“reversesensitivity”—theriskofconflictwithexistingandfutureairportactivitiesfrominappropriatelanduseinthevicinityofanairport.

NZS6805establishesairnoisecontoursbasedonaweightedlevelofdayandnighttimeaccumulatednoiseenergy.ThecontoursusuallyformthebasisforlanduseplanningintheDistrictPlan and through modelling of projected airport use, set limits on the noise energy to be generated atanair-noiseboundary.



An airport Master Plan should include a discussion of its implications for land use on the airport site andonsurroundingland.OutsidetheairportsiteappropriateplanningcontrolsshouldbeinplacebasedonNZS6805.IfsuchcontrolsarenotalreadyinplacetheMasterPlanshouldrecommendthattherelevantLocalGovernmentintroducesuchcontrols.

7.12PublicSafetyOff-AirportWhiletheRunwayEndSafetyArea(RESA)provides for the safety of aircraft and passengers close to the ends of the runway, and within the operational area of the airport, consideration needs to be given to the safety of the public off the airport but particularly within the vicinity of the runwayapproachpaths.

ThisisusuallyachievedbyLocalGovernmentzoning for appropriate use of any land spanning anareadefinedasaRunwayProtectionZoneoff the ends of the runways, and will likely complimentlandusecontrolsthatreflecttheairnoisecontoursaswell.

FAA documentation9 provides the most authoritative guidance on the dimensions and land use limitationsthatshouldwithinRunwayProtectionZones.

7.13EnvironmentalandHeritageSitesMany airport sites have environmental and/or heritage constraints that need to be understood and taken into account when preparing a Master Plan.Insomecasesitmaynotbepossibletodevelop certain areas of the site where there are environmental or heritage values, or there may bespecificrequirementsthatneedtobemetbeforesuchareascanbedeveloped.

9 FAAAdvisoryCircularACNo:AC150/5300-13A



ThefirsttaskwhendevelopingaMasterPlanistounderstandwhatconstraintsthereareontheairportsite.ThismayhavebeenidentifiedintheinitialSWOTanalysis.Insomecasesspecialiststudiesmayberequiredtoconfirmtheexistenceandsignificanceofanyenvironmentalorheritageassets.SitesorareasprotectedundertheDistrictPlan,oranyotherregulation,needtobeidentified.

Consideration should be given to consulting local iwi at an early stage to identify and understand anypotentialissues.

OnceanysignificantenvironmentalorheritagesiteshavebeenidentifiedtheyshouldbemappedandincludedintheMasterPlan.ThereshouldalsobeadiscussionintheMasterPlanabouttheimplications of the sites for future development on the airport, including any further investigations orapprovalsthatmayberequiredbeforedevelopmentcanproceed.


8 STAKEHOLDER CONSULTATION AND ENGAGEMENT

Stakeholder consultation and engagement is an important part of the airport master planning process. This section will briefly outline some of the key consultation issues to consider when developing an airport Master Plan work programme.

It does not seek to provide an exhaustive list of matters that should be taken into account, nor dictate thetypesofconsultationthatshouldbeundertaken.Eachairportisdifferentandtheconsultationrequiredineachcaseshouldbetailoredtotheparticularcircumstancesandstakeholders.

Theairportoperatorshouldanticipatetheneedforregularandongoingconsultationwithairportusers, local authorities, and the neighbouring community to improve information sharing and strengthenplanninganddevelopmentoutcomes.Whileaircraftnoisewilloftenbethefocusofcommunity consultation, community consultation can extend to the use of roads accessing the airport,parkingarrangements,signage,andwildlifecontrol.

Theconductofaneffectiveconsultationprogramdoesnotnecessarilymeanthatallinterestedpartieswillbesatisfiedwiththeoutcome.Rather,itisaboutensuringthataproposalhasbeenfullyexplored,concernsidentifiedandalternativesconsidered.

8.1 ConsultationPlanAprojectspecificConsultationPlanshouldbepreparedfortheMasterPlan.

Simply distributing information without regard for the complexities and uncertainties of theissuesdoesnotensureeffectiveconsultationandcommunication.Awell-consideredand clearly articulated consultation plan will help ensure that messages and actions are constructivelyformulated,communicatedandreceived.Itmayinvolvetargetedapproachestokeystakeholdersaswellaspublicengagement.


TheConsultationPlanshouldaddress:

Purpose of consultation Whotoconsult Consultation methods Whentoconsult Keyissuesandmessages.

8.2 KeyStakeholdersStakeholders in relation to airport planning and development can be many and varied and include the following groups:

NewZealandGovernmentagencies(particularlyCAA,MinistryofTransport,andinthecaseofinternationaloperationsGovernmentborderagencies).

Tangatawhenua LocalGovernment Electedrepresentatives Adjoining and nearby land owners and residents Community groups Generalpublic Aviation users of the airport Tenantsontheairport Other Industry (particularly airport-related businesses and businesses likely to generate

futureairportactivity) Infrastructure providers and utility companies Media.

AspartofthedevelopmentoftheConsultationPlanthekeystakeholdersshouldbeidentifiedearly.TheconsultationapproachorstrategyforeachstakeholdergroupcanthenbedeterminedandaddressedinthePlan.



8.3 ConsultationApproachesThereisarangeofconsultationapproachesthatmaybeusedinordertoachieveeffectivedialogue with affected stakeholders during the master planning process including the following possible consultation approaches or techniques:

1 Publicmeetings—formalisedproceedingsaimedatpresentinginformationtoalargeaudience.Thesearehighlyvisibleandcanbeeffectiveinenablingawiderangeofviewstobeaired.Thereisaneedtoensurethatthosewhoaremostconfidentinputtingtheirviewsacrossdonotdominatethemeeting,therebydiscouraginginteraction.Appointmentof an experienced and respected chairperson/facilitator (including the use of independent chairpersons),coupledwithsuitablevenuesandatsuitabletimes,mayhelpensureaneffective exchange of information

2 Stakeholdermeetings—meetingswithgroups/individualswhoshareacommoninterest,wherespecificissuesofconcerncanbediscussedinmoredetailthanatpublicmeetings.

3 Focusgroupmeetings—couldbringtogether,inaninformalatmosphere,peoplefromdiverse areas to help identify and analyse issues of concerns

4 On-sitemeetings—enablesinterestedindividualstogainamorepracticalunderstandingofthe issues involved, and may also include visits to see a similar operation in practice

5 Permanentoradhocconsultativecommittees—provideson-goingadviceandfeedbackonproposals and could be utilised as a liaison/public relations tool

6 Submissions—preferablywritten(toavoidmisrepresentation),toenablestakeholderstoregister their views and concerns

7 Individualdiscussions—providesaquickandefficientmeansofdisseminatingandreceiving information, but limits the spread of information

8 Identifying source materials that are referred to and provide access to those documents —forexample,technicalstudiesorreportssuchaseconomicimpactstatementsandroadtrafficstudies

9 Using the media to disseminate information10 Providing additional information by way of newsletters, pamphlets, videos or through

the internet11 Exhibitinginformationattheairportpassengerterminal(s)aswellasinoff-airportpublic

buildings such as shopping centres and local libraries12 Acknowledgingreceiptofindividualandspecificsubmissions,asopposedtothe“form

letter”response.


Thechoiceoftechniqueswilldependonanumberoffactorsincludingthelocationoftheairport, the nature of the key stakeholders and the likely impact that airport development mayhaveonthosestakeholders.Itmaybenecessarytotailortechniquesandmessagestoindividualstakeholdersorstakeholdergroups.


8.4 TimingofConsultationTheconsultationprocessshouldstartearlyandcontinuethroughoutthepreparationoftheMasterPlan, particularly if there is likely need for formal regulatory consultation to achieve the Plan’s objectives.However,thetimingofconsultationactivitieswillvarydependingonthestageintheplanningprocessandthestakeholdersconcerned.Itisusuallyappropriatetoinitiatediscussionswithkeygovernmentagenciesearlybeforeenteringintoconsultationwiththecommunity.

InrelationtotheMasterPlanprocessoutlinedinsection5ofthisguide,consultationwithkeystakeholders(particularlywithairport-basedbusinessesandtenants)mayoccurasfollows:

Stage1:ConsultationregardingtheSWOTAnalysis Stage 2: Consultation regarding the vision for the airport and future direction Stage3:Consultationregardingdraftdevelopmentconcepts.

Formal public exhibition of the Draft Master Plan and receipt of written submissions/comments may also be considered at the end of the process, but this should not be seen as a substitute for consultingandinvolvingstakeholdersearlierduringdevelopmentoftheMasterPlan.

Refertosection9.8“Implementation”forcommentsconcerningpublicationoftheMasterPlan.


9 KEY ELEMENTS OF THE PLAN

This section briefly outlines what may be considered the key elements of an Airport Master Plan. Once again, this is not intended to be prescriptive.

9.1 StrategicVisionandObjectivesAsstatedinsection5.2ofthisguide,theMasterPlanshouldclearlyarticulatethestrategicvisionandgoals/objectivesfortheairport.Theseshouldbedevelopedinconsultationwithkeystakeholders.

9.2 Land Use PlanA Land Use Plan identifying the airport’s different land use precincts or zones should form the basisoftheMasterPlan.EachofthelanduseprecinctsshownontheplanwillhavedifferentcharacteristicsandobjectiveswhichshouldbeoutlinedintheMasterPlan.

As an example, the airport site may be divided into land use precincts such as:

Airside precinct Terminalprecinct Hangar precinct Non-aviation development precinct Environmentalprotectionprecinct.

Thenumberandtypeofprecinctswilldependonsitespecificcircumstances.

Land use guidelines for each precinct should be development specifying:

Key issues and objectives Appropriate land uses Inappropriateorprohibitedlanduses.

TheuseanddevelopmentoftheairportlandshouldbeconsistentwiththeLandUsePlanandtheprecinctguidelines.ThisisoneofthefundamentalpurposesofanyairportMasterPlan.


TheLocalgovernmentplanningcontrolsapplyingto the airport site must be considered when developingtheLandUsePlan.TheairportLandUse Plan will need to be consistent with the relevantplanningcontrolsaffectingtheairport.Wherechangestotheplanningcontrolsaredesirable or appropriate to give effect to the Master Plan, these should be recommended in the Master PlanandidentifiedasanactionintheImplementationPlan.Consultationwiththerelevantplanningagencywillbeimportantinthisregard.

9.3 FacilitiesDevelopmentPlanTheFacilitiesDevelopmentPlanisperhapsthemostimportantpartoftheMasterPlanasitrelates to the development of the airport’s physical facilities and infrastructure, particularly the airfieldfacilities.

ThissectionoftheMasterPlanshoulddiscusstheplanforthefuturedevelopmentoftheairport’sphysicalfacilitiesandinfrastructureovertheplanningperiod.Thiswillbebasedontheoutcomesofstages1and2oftheplanningprocessasdiscussedinsection5,particularlytheassessmentoftheexistingfacilitiesandanalysisofthecriticalairportplanningparameters.Theseinvestigationsare likely to result in the requirement to upgrade existing or construct new facilities in the future to accommodateforecastgrowth.

ThiselementoftheMasterPlanmaycoverproposedneworchangestoexistingfacilitiesorinfrastructure such as:

Runways, taxiways, aprons Terminalfacilities Hangar facilities Helicopter facilities Emergencyservicesfacilities Groundaccessandcarparkingfacilities(seealsosection9.4) Navigation aids Fuel facilities Utilityservicesanddrainage.



AnairportMasterPlanwouldnotnormallyincludedetaileddesignofthenewfacilities.Thelevelof detail in an airport Master Plan would normally be limited to conceptual layouts or schematic drawingsdelineatinggenerallocation,overallarea,andperhapsthebasicconfigurationofthefacility.Theprimarypurposeistoplanforthefutureprovisionofthefacilitiesandprotectanappropriateareaoflandforthefacilitiestobeconstructedwhenrequired.

However, in some cases there may be a need for some preliminary design to be undertaken to proveconceptsand/ortoprovideabasisforcostestimateswhererequired.

In developing this plan, consideration of the CAR regulatory environment (and AC 139-6 in particular)requirementsisessential,particularlyprotectionofexistingandpossiblefuturerunwayandtaxiwaystripsandairspacesurfaces.

9.4 Ground Transport PlanThepurposeofaGroundTransportPlan(GTP)istooutlinehowitisproposedtomaximisetheefficientmovementofpeople(employees,passengersandotherairportusers)andfreightattheairport.Whilethisisanoptionalelement,itisonethatmaybeappropriateforbusyairportsthatgeneratesignificantvehiclemovements.

AGroundTransportPlanmayincludedetailsof:

1 Road network plan2 Facilitiesformovingpeople(includingpassengers,employeesandotherairportusers)

and freight at the airport (these facilities would include the airport’s road infrastructure, road connections, car parking facilities, public transport services, and facilities for taxis and privatecoachorshuttleservices)

3 Linkages between the road network and public transport system at the airport and the road network and public transport system outside the airport

4 Thearrangementsforworkingwithlocalauthoritiesorotherbodiesresponsiblefortheroadnetworkandgroundtransportsystem(“Otherbodies”mayincludeprivatecompaniesoperatingpublictransportservicesconnectingtheairporttooff-airporttransportsystem)

5 Thecapacityofthegroundtransportsystemtosupportairportoperationsandotherairport activities

6 Thelikelyeffectoftheproposeddevelopmentssetoutinthemasterplanonthegroundtransportsystemandtrafficflowsatandsurroundingtheairport.


TheGTPshouldbepreparedwithregardtotheairport’sdevelopmentproposalsandinparticularshould address any transport network upgrades or changes required outside the airport boundary tomeetthepatternofdevelopmentsproposedovertheMasterPlanperiod.

9.5 EnvironmentalManagementPlanAnEnvironmentalManagementPlan(orthelike)mayberequirediftherearesignificantenvironmentalvaluesontheairportsite,asdiscussedinsection7.12.

Thecontentofthissectionwoulddependonthenatureoftheenvironmentalvaluesandwhethertheyarelikelytobeimpactedbyproposedfuturedevelopment.Aspecialiststudymayberequiredto inform this part of the Master Plan, and due to seasonal issues may take a considerable period oftimetocomplete.

AdetailedEnvironmentalManagementPlanlikeonewouldprepareinassociationwithaconstructionproject is not required for a Master Plan, but as a minimum the Master Plan should address:

Identificationofsitesofenvironmentalsignificanceontheairportsite

Significanceofthesites Regulatory requirements relating to the

sites including approval requirements Any further investigations required Implications for future development on

the site Howthesiteswillbemanaged.

Ifrequired,theEnvironmentalManagementPlanmayalsoaddressissuessuchas:

EcologicallySustainableDevelopment Hazardous materials management Waterqualitymanagement.



9.6 HeritageManagementPlanLiketheenvironmentalplan,aHeritageManagementPlan(orthelike)isoptionalbutmayberequirediftherearesignificantheritagesitesontheairport.ThisappliestoMaoriandhistoricculturalheritage.

If there are important heritage sites on the airport the Master Plan should include a discussion of the following matters:

Identificationofsitesofheritagesignificanceontheairportsite Significanceofthesites Regulatory requirements relating to the sites including approval requirements Any further investigations required Implications for future development on the site Howthesiteswillbemanaged.

9.7 AirportSafeguardingPlanThepurposeofanAirportSafeguardingPlanistoaddresstheoff-airportplanningobjectivesoutlinedearlierinsection3.2.AsafeguardingplanshouldbeseenasanessentialcomponentofanyairportMasterPlan.

ThissectionoftheMasterPlanshoulddiscuss:

Thespecificriskslikelytoarisefortheairportasaconsequenceofoff-airportlanduse Theairport’sairspaceprotectionsurfaces—asdiscussedinsection7.10 Theairport’sforecastofairnoisecontoursandNZS6805,pluscurrentprovisionsin

the relevant District Plans, and the expectations of the management of land use as a consequence of aircraft noise

Planningpoliciesandcontrolsprotectingtheairport(ifany).

Outside the airport site, appropriate planning controls should be in place to protect the ongoing operationoftheairport.IfsuchcontrolsarenotalreadyinplacetheMasterPlanshouldrecommendthattherelevantLocalGovernmentauthoritiesintroducesuchcontrols.

LocalGovernmentisnotnecessarilyawareoftheimportancetotheairtransportnetwork(andconsequentlynationalandregionaleconomies)ofsafeguardingairportstoenablethemtomeet


currentandfuturecapacityrequirements.ItisthereforeimperativethatairportsworkwithLocalGovernmenttoprovidethebasisforsafeguardingtheongoingcapacityoftheairport.

9.8 ImplementationThissectionoftheMasterPlanwillbetheoutcomeofstage4oftheplanningprocessdiscussedinsection5.4.

ThismayinvolveanImplementationPlanwhichcouldinclude:

Identificationofspecificactionsrequiredtoimplementtheplan Triggerpointsforeachaction Broadindicationoflikelytimingforeachaction.

Thetimingofdevelopmentwillhoweverusuallybedeterminedbybusinessgrowth,changesinaircrafttypeusedbyairlines,andcommercialdecisionsoninvestmentatthetime.TheMasterPlan prepares the allocation of space to provide for the development but does not of itself represent a commitment to proceed with any particular component of development or the timing ofthatdevelopment.

Staging of development may be included to show, for example, the sequencing of major infrastructureupgradessuchasrunwayortaxiwayimprovements.

TheMasterPlanshouldincludeanyactionsthatneedtobetakentoactivelyprotectthefuturelongtermcapacityplannedintheMasterPlan.

WherethePlan,orcomponentsofit,havebeensubjecttopublicconsultation,theoutcomeofthatconsultationshouldbepublished.Allconsultationphasesshouldbeconcludedbymakingtheoutcomeavailablefortheinformationofsubmitters.

Consideration should however be given to the extent to which the Master Plan as a whole will be madepublic.Ifitcontainscommerciallysensitivematerialsuchasproposeddesignationsoverlandtobeacquired,considerationshouldbegiventohavingapublicsummarydocument.

Consideration should be given to ensuring that the airport operator’s business plan and communicationsplanarealignedwiththeMasterPlan.



10 CONCLUSION

The design and layout of an airport involves the assessment and consideration of a range of complex issues, including future demand, rules and standards, current and future aircraft types, surrounding land use, climate and topography. These considerations, and others outlined in this guide, are critical to the safe and efficient design and operation of an airport, whether it be a small regional airport or a large international airport.

Airport operators or airport planners need to allow time to undertake this planning process comprehensivelyanddiligently.Insodoing,adequatetimeneedstobeallowedforconsultationwithkeystakeholderswhohaveaninterestintheairportoritsoperations.Itisparticularlyimportant that the Master Plan is aligned with government policy to ensure that the plan receives government and local government support and to maximise the ability for it to be implemented overtime.

After taking all of these considerations into account and applying them to the design of an airport, a robust Master Plan can be produced to guide the future development of the airport, protect its ongoingoperationsandrealisetheeconomicandsocialbenefitsthatregionalairportscanprovidetotheircommunities.


P A R T BAIRPORT MASTER

PLAN TEMPLATE

KAPITICOASTAIRPORT

1 INTRODUCTION

1.1 OverviewoftheAirportShortdescriptionoftheairportanditslocation.

1.2 PurposeandObjectivesoftheMasterPlanOutlinethepurposeandobjectivesoftheMasterPlan.

1.3 MethodologyandConsultationDescribetheprocessfollowedtodeveloptheMasterPlanandoutlinetheconsultationundertaken.

1.4 Report StructureOutlinethereportstructure.Twoparts,backgroundinformationandthentheMasterPlan.




2 BACKGROUND INFORMATION

2.1 Master Plan ContextSetsthescenefortheMasterPlan.

2.1.1 HistoricalBackgroundDescribe the airport’s history, such as how long it has been operating and how it has developed or changedovertime.

2.1.2 Regional ContextDescribe the regional context, such as the characteristics of the region that the airport is located in andtheroletheairportplaysintheregion.Isittheonlyairportintheregion?Isitaremoteregionallocation heavily reliant on the airport?

2.1.3 Socio-EconomicContextDescribe the socio-economic situation in the region, such as the population characteristics and growthforecasts,employmentsituationandmainindustries.Includeadiscussionabouttheimportanceoftheairporttotheregion.RefertoPartA,section2ofthisguide.

2.1.4 Regulatory ContextDiscusstheregulatorycontext—refertoPartA,section6ofthisguide.ParticularreferenceshouldbemadetotheCAArulesandsupportingstandards,andinparticularAC139-6.

2.1.5 Policy ContextDiscussthepolicycontext—refertoPartA,section6ofthisguide.

2.1.6 PreviousandCurrentMasterPlansDiscussanypreviousorcurrentplansrelatingtotheairport.

2.1.7 KeyStakeholdersDiscussthekeyairportstakeholdersandoutcomesofconsultationwiththosestakeholders.

2.2 StrategicVisionandObjectivesThevisionstatementandobjectivesprovidebroadguidanceanddirectionforthedevelopmentoftheairport.Thedevelopmentofthevisionandobjectiveswillbeguidedbythemasterplancontextdiscussedinsection2,andtheSWOTanalysisdiscussedinsection4aswellasdiscussionswithkeystakeholders.

2.2.1 Strategic VisionThevisionforairportis:

Insert vision or mission statement.

2.2.2 ObjectivesTheobjectivesfortheairportare:

Insert objectives for the airport.

2.3 CurrentSituationSetsoutthecurrentsituation,ie.wherearewenow?

2.3.1 OwnershipandManagementDescribetheownershipandmanagementoftheairport.

2.3.2 SiteDescriptionDescribetheairportsiteeg.location,boundaries,area,topography.

2.3.3 Surrounding LandDescribe the land surrounding the airport, particularly the existing land use and development aroundtheairport.Identifyanyissuesorconstraints.




2.3.4 ExistingActivitiesDescribetheexistingaviationandnon-aviationactivitiesontheairportsite.

2.3.5 ExistingFacilitiesDescribetheexistingfacilitiesontheairportsiteeg.runways,taxiways,aprons,hangars,navigationaidsetc.Identifyanyissuesorconstraints.

2.3.6 Ground Transport AccessDescribe the ground transport access arrangements at the airport including provision for car parking.Identifyanyissuesorconstraints.

2.3.7 UtilityServicesDiscusstheexistingprovisionofutilityservices.Identifyanyissuesorconstraints.

2.3.8 EnvironmentalValuesDescribeanyenvironmentalvaluesontheairportsite.Identifyanyissuesorconstraints.

2.3.9 Heritage ValuesDescribeanyheritagevaluesontheairportsite.Identifyanyissuesorconstraints.

2.4 SWOT AnalysisDiscusstheoutcomesoftheSWOTanalysis.

2.4.1 StrengthsandAdvantagesWhataretheairport’sstrengthsandwhatadvantagesdoesithave?

2.4.2 WeaknessesandConstraintsWhataretheairport’sweaknessesandwhatconstraintsarethere?

2.4.3 OpportunitiesandProspectsWhatopportunitiesorprospectsexistintermsoffutureairportdevelopment?

2.4.4 ThreatsandRisksAre there any known threats or risks that may affect the airport in the future?

2.4.5 SummaryofSWOTAnalysisDiscussthekeyoutcomesoftheSWOTanalysis.

2.5 CriticalAirportPlanningParametersRefertoPartA,section7ofthisguide.

2.5.1 ForecastofFutureOperationsDiscusstheforecastoffutureoperations.RefertoPartA,section7.1ofthisguide.

2.5.2 AerodromeReferenceCodeSystemDiscusstheAerodromeReferenceCodesystemandhowitrelatestotheexistingairportfacilities.

2.5.3 SelectedDesignAircraftDiscusstheselecteddesignaircraftandwhatitmeansintermsoftheairport’sexistingandfuturefacilities.

2.5.4 NavigationSystemsDiscusstheexistingnavigationsystemsattheairport.Aretheexistingsystemslikelytobeupgraded in the future and if so what are the implications?

2.5.5 AircraftMovementAreaDiscuss the existing movement area facilities and future upgrades required based on the growth forecasts,designaircraftandAC139-6requirements.Willchangestotheexistingairfieldfacilitiesbe required, and if so what will they entail?

2.5.6 PavementStrengthDiscusstheexistingpavementstrengthrating(s)andwhetherupgradesarelikelytoberequiredbasedonthegrowthforecasts,designaircraftandPCN/ACNsystem.




2.5.7 AviationSupportandLandsideFacilitiesDiscuss the existing aviation support and landside facilities and changes required to accommodate forecastdemand.

2.5.8 PassengerTerminalDiscusstheexisting(ifany)terminalfacilitiesandchangesrequiredtoaccommodateforecastdemand.

If there is no existing terminal but investigations suggest that one will or may be required in the future,discussthereasonsandapproximatesizerequirements.

2.5.9 SecurityRequirementsDiscussanyneworchangedsecurityrequirementsthatwillneedtobemet.

2.5.10AirspaceProtectionSurfacesDiscuss the existing OLS and PANS-OPS surfaces and any changes required due to facility upgrades(eg.Lengtheningofrunways).AchartshowingtheultimateOLSandPANS-OPSsurfacesshouldbeincludedintheMasterPlan.

2.5.11AircraftNoiseContoursDiscussNZS6805andthecurrentstatusofairnoisecontoursandairnoiseboundary—inrelationtoforecastlevelsandadequacyofDistrictPlanprovisions.

2.5.12EnvironmentalandHeritageSitesDiscussrequirementsrelatingtoanyenvironmentalorheritagesites.

3 AIRPORT MASTER PLAN

3.1 Land Use PlanRefertoPartA,section9.2ofthisguide.

3.1.1 Land Use PrecinctsOutlinetheairport’sdifferentlanduseprecincts.

Includeaplanshowingthedifferentlanduseprecincts.

3.1.2 Land Use Precinct GuidelinesLanduseguidelinesforeachprecinct.

IncludediscussionoftheState/Localgovernmentplanningcontrolsapplyingtotheairportsite.

3.2 FacilitiesDevelopmentPlanDiscuss the plan for the future development of the airport’s physical facilities and infrastructure overtheplanningperiod.RefertoPartA,section9.3ofthisguide.

Includeaplanshowingkeyairportfacilityproposals.

3.2.1 MovementAreaFacilities Runways Taxiways,taxilanes Aprons, aircraft parking areas Pavement strength Lighting.




3.2.2 AviationSupportFacilities Passenger terminal Fuel facilities Aircraft hangars Navigation aids Meteorological facilities Controltower.

3.2.3 OtherFacilities Access roads Car parks Non-aviation/commercial development Utility services Drainage.

3.3 Ground Transport PlanOptional,butmaybeappropriateforbusyairportsthatgeneratesignificantvehiclemovements.RefertoPartA,section9.4ofthisguide.

3.4 EnvironmentalManagementPlanOptional,butshouldbeincludediftheairportsitecontainssignificantenvironmentalvalues.RefertoPartA,section9.5ofthisguide.

Includeaplanshowingkeyenvironmentalsites.

3.5 IwiandHeritageManagementPlanOptional,butshouldbeincludediftheairportsitecontainssignificantiwiorheritagevalues.RefertoPartA,section9.6ofthisguide.

Includeaplanshowingkeyheritagesites.

3.6 AirportSafeguardingPlanRefertoPartA,section9.7ofthisguide.

3.6.1 AirportsSafeguardingFrameworkDiscusstheneedforanairportsafeguardingframeworkandanyspecificrisksidentifiedasathreattotheairportfuturecapacityarisingfromoff-airportlanduse.

3.6.2 AirspaceProtectionSurfacesDiscuss the airport’s airspace protection surfaces and the need for off-airport development to complywiththesesurfaces.

3.6.3 AircraftNoiseContoursDiscusstheairport’sforecastnoisecontoursunderNZS6805andtheneedforoff-airportlandusetocomplywiththestandard.

Discussanyairportnoisemanagementplanifoneexistsoristobeprepared.

3.6.4 Planning Policies and ControlsDiscussanyexistingplanningpoliciesandcontrolsrelatingtosafeguardingoftheairport.Ifsuchcontrols are not already in place the Master Plan should recommend that the relevant Local Governmentauthoritiesintroducesuchcontrols.

3.7 ImplementationPlanIdentificationofspecificactionsrequiredtoimplementtheplan,triggerpointsforeachactionandbroadindicationoflikelytiming.Costestimatesforkeyprojects,andpossiblefundingsources,mayalsobeoutlinedintheImplementationPlan.RefertoPartA,section9.8ofthisguide.

This template is only a guide and can be tailored as required to suit the needs of individual airports. It is not intended to be prescriptive, nor provide an exhaustive list of the matters that should be included. Some sections and sub-sections are optional. It is acknowledged that alternative structures may be equally appropriate.



WHANGAREIAIRPORT

TAURANGAAIRPORT


New Zealand Airports Association | February 2017