New Runway Project
PRELIMINARY DRAFT MAJOR DEVELOPMENT PLAN VOLUME A: BACKGROUND AND NEED SECTIONS 1-7 MAY 2018 03 Options and Alternatives
70 New Runway Project | Preliminary Draft Major Development Plan May 2018 03 Options and Alternatives
03Options and Alternatives
This section provides detail of what options and alternative where considered when planning for the New Runway Project (NRP). Detail is also provided on the following areas: ••What options were considered and why they are not viable? ••Why is the new runway the preferred option to meet the projected demand?
71 03 Options and Alternatives
As part of the initial planning for 3.1 No-Change Scenario customers (public and businesses) the new runway, several options and a reduction in passenger The existing runway system reaches were identified and assessed before growth. Further information on capacity during peak periods and determining that the new runway is delays is provided in Section 2. this was most evident in 2013. Not the most appropriate development constructing additional runway Figure 3-1 shows the relationship to meet the future demand for air capacity and making no changes to between the likely average delay at services for Perth. the way in which the current runway Perth Airport and projected aircraft ••no-change scenario system operates will: movements if no additional runway ••more from existing infrastructure ••impact the efficient movement capacity is provided. Simulation at Perth Airport of aircraft and cause increasing modelling has shown that the ••increased use of other airports delays for flights, and average flight delay would increase ••Perth Airport aviation ••constrain growth, seeing a from an average of a five-minute development plan options reduction in the number of delay in 2016 to 34 minutes by 2045. ••new runway alternate locations people that would otherwise have With this being an annual average ••preferred new runway option travelled by air to and from Perth. delay, in 2045 there would be some aircraft experiencing delays of These impacts would have a flow-on several hours daily. effect and would result in economic losses to Perth and the wider State. An average 34 minute delay is unacceptable to airlines, passengers 3.1.1 Delays Without the and aviation dependant companies. New Runway Significant impacts are experienced The United States Federal Aviation when delays start to consistently Administration (FAA) considers be five to seven-minutes. Therefore, a flight delayed if, for operational to reduce the likelihood of delay, reasons, air traffic holds an aircraft airlines would need to either: at the gate, short of the runway, on ••change flight times to times of the runway, on a taxiway, and/or in lower runway demand, a holding configuration anywhere ••introduce larger aircraft to achieve en-route. Therefore, by definition, a higher volumes of passenger per delay to an aircraft on the ground aircraft movement, or is the time taken for an aircraft to ••discontinue services by pass through the runway system repositioning aircraft to routes/ (including airspace) unconstrained, markets without the delays. compared to the time taken for an A decision to change the time of aircraft to pass through the system a flight at one port has a flow-on when constraints exist. impact to fleet scheduling (how Delays to aircraft operations cause aircraft are allocated the roster of disruptions to the travelling public, flights), passenger connections extra costs to airlines and their to other flights, and crewing and
Domestic aircraft ('000)
300 International aircraft ('000) 35
General aviation aircraft ('000) 30 250 Average delay (minutes) 25 200 20 150 15 100 10
50 5 in minutes Delay
Aircraft Movements (000’s) Movements Aircraft 0 0 2021 2031 2018 2019 2041 2027 2037 2022 2025 2023 2032 2035 2033 2028 2038 2024 2026 2029 2039 2036 2042 2034 2045 2043 2020 2030 2044 2040
Figure 3‑1 Comparison of likely average delay with aircraft movements Source: NATS and Tourism Futures International
72 New Runway Project | Preliminary Draft Major Development Plan May 2018 03 Options and Alternatives
ground-handling staff rostering. and the need to integrate with airline industry and its passengers Pilots and flight crews operate to constraints at Australia’s East Coast of delays was $72 million per year. strict rostering restrictions, and airports, particularly the night time Qantas publicly stated that it given the long flight distances curfew at Sydney Airport and time estimated that the annual impact to and from Perth, this can have zone differences. Intrastate airline of runway delays at Perth Airport a significant cost impact. Thus, flight schedules reflect the strong cost $10.8 million per year, while the airlines have limited scheduling market preference/requirement Chamber of Minerals and Energy opportunities or ‘windows’ for air services that integrate with Western Australia stated that a within which Perth flights can be the operating logistics of resource one-hour delay at a mine site cost scheduled. operations (mines and LNG plants). approximately $100,000.
If airlines are unable to schedule The impact on air services would 3.1.2 Constraints on Growth services in response to market differ in some respects for each Without the New Runway preference and wider logistical market if Perth Airport does imperatives, the viability of the not have the capacity to meet The no-change scenario would services is compromised, and flights airline scheduling preferences/ constrain the number of movements are likely to be discontinued, either requirements, however the following that can occur at Perth Airport. because they become loss making, common impacts can be expected: The extent to which airlines will or because it becomes more ••loss of services (less choice for forgo scheduling additional flights profitable to deploy the aircraft to Western Australians in terms of in the absence of additional runway other markets. where to fly and when to fly), capacity was modelled based on ••higher airfares due to higher unit aircraft movement projections. In addition, the competing operating costs for remaining services and Simulation modelling completed by environments of international, less supply of aircraft seats to Perth Airport shows that by 2045, interstate and intrastate airlines meet the available demand, and without additional runway capacity dictate the need for flights to ••loss of economic opportunity for being provided, approximately 140 depart in line with set schedules. Western Australia, reflecting the aircraft movements will be forgone International airline schedules reflect knock-on impact on tourism and each day (or approximately 51,000 both market preferences and the resources companies. per year). need to integrate with schedules in large hub airports in Asia and the These costs were quantified at the An economic impact assessment Middle East and through to endpoint height of the mining boom when considered a more conservative destinations, particularly Europe and demand for capacity peaked. capacity restriction of approximately UK. Interstate airline flight schedules In 2012, a State Treasury report 25,000 aircraft movements per year. reflect both market preference estimated that the impact to the This is shown in Figure 3‑2.
300 With new runway Without new runway
200
100
0
Aircraft Aircraft (000’s) Movements 2018 2021 2024 2027 2030 2033 2036 2039 2042 2045
Figure 3‑2 Comparison of annual total aircraft movements with and without the new runway Source: ACIL Allen Consulting
40000 With new runway Without new runway 30000
20000
10000
Passengers (000’s) Passengers 0 2018 2021 2024 2027 2030 2033 2036 2039 2042 2045
Figure 3‑3 Comparison of annual total passenger numbers with and without the new runway from 2018 to 2045 Source: ACIL Allen Consulting
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The total number of domestic 3.1.3 Demand Management 3.1.3.2 Aircraft Size Restrictions and international passengers at If the new runway is not constructed, Aircraft size restrictions is when Perth Airport with and without in an effort to ameliorate the an airport imposes minimum sizes additional runway capacity in each adverse consequences of for aircraft operating during a peak year to 2045 is shown in Figure uncontrolled demand, including period. The effect of this policy 3‑3. The passenger projections delays and congestion, demand would be to cause airlines to use without additional runway capacity management initiatives (both larger aircraft at peak times, thereby incorporate an ‘up-gauging’ factor economic and regulatory) could be maintaining the level of passenger whereby it is assumed that airlines further explored. These initiatives capacity but reducing the overall will respond to the constraint, in include peak pricing and aircraft number of aircraft that use the part, by increasing aircraft size. size restrictions. However, industry runway. This would also require the Specifically, it is assumed that experience has shown these are not destination or departure airport passenger movements per aircraft effective over a long period of time. to be able to accommodate these would grow at 0.3 per cent a year larger aircraft, which could see many without additional runway capacity. 3.1.3.1 Peak (or Congestion) regional airports needing to be The unmet domestic and Pricing upgraded or expanded. Peak pricing involves charging international passenger demand Many of the flights that operate airlines higher prices to use the in the absence of additional during the Perth Airport’s peak airport in periods of high demand. runway capacity (the difference periods service FIFO operations and In theory, this would act as a in passenger numbers with and regional Western Australia. As such, price signal to airlines to move without additional runway capacity) the demand management measures, flights to a time of day when it is is shown in Figure 3‑4. By 2045, if they were effective, would cheaper for them to operate. Perth total unmet passenger demand will have greatest impact on regional Airport introduced peak pricing exceed five million passengers per Western Australian services which in 2013 to manage the number of annum in the absence of additional are serviced by smaller aircraft and aircraft wanting to operate in the runway capacity. Cumulatively, commonly operate in the peaks. morning peak periods. Despite its between 2025 and 2045, unmet Therefore, the impact would be introduction it had little impact passenger demand is expected greatest for regional Western on the behaviour of airlines as the to total approximately 41.8 million Australians who have high needs extent of the peak price premium passengers. for aviation connections with Perth, was an insufficient incentive to fly and for the resource sector which outside of times that customers generates significant economic preferred. Any further peak pricing benefits in Western Australia. would need to be substantial to change the timing that aircraft operate at Perth Airport. Therefore, any change would not only impact the Perth market but also the wider airline networks and add additional cost to passengers across all segments.
6,000 Domestic International 5,000
4,000
3,000
2,000
1,000 Passengers (000’s) Passengers
0 2018 2021 2024 2027 2030 2033 2036 2039 2042 2045
Figure 3‑4 Unmet passenger demand without the new runway from 2018 to 2045 Source: ACIL Allen Consulting
74 New Runway Project | Preliminary Draft Major Development Plan May 2018 03 Options and Alternatives
3.2 More from Existing The ACE study identified several Perth Airport considered, and where Infrastructure at opportunities to enhance the feasible, implemented changes to Perth Airport existing airfield and airspace address the initiatives either via capacity and performance under the introduction of new systems Perth Airport, in collaboration the three main themes. Based on (as per the recommendation of with Airservices, continually looks the three themes, 28 initiatives were a schedule coordination system) at opportunities to improve the considered and as of July 2016: or constructing additional efficiency and capacity of the ••15 were closed or completed, infrastructure. existing runway system through ••12 were ongoing or underway, operational processes or procedures. Key ACE initiatives that were either ••one was delayed. Any changes must be considered explored or implemented are and balanced against any potential The ongoing or underway initiatives highlighted below. impacts on the safety, environment include improved runway occupancy and surrounding communities. and response times, increased 3.2.1 Schedule Coordination access to military airspace, improved System Between 2008 and 2013, Perth air traffic control supervisor Schedule coordination is a way of Airport undertook a program of coordination, increase arrival rate managing and balancing airport significant airfield infrastructure during periods of low departure demand and capacity through the projects. $250 million was invested demand and increase the arrival rate application of a set of rules that in new taxiways, taxiway widening, for the main runway. The delayed are put in place by an airport or by enhanced lighting and approach initiative involve an increase in air legislation. Coordination involves equipment as well as runway overlays. traffic control radar positions which the allocation of airport capacity Through a series of improvements, is not possible until a replacement via ’slots’ to airlines and other the existing peak-period hourly radar system is introduced in the aircraft operators to ensure a viable capacity has improved from 38 next decade. airport and air transport operation. departures to 40 departures per Although 12 initiatives are shown Coordination is a process to hour. However, meaningful capacity as ongoing or underway, these maximise the efficient use of airport gains have now been exhausted. initiatives have been predominately infrastructure. In 2012, Airservices and Perth Airport implemented with minimal further Prior to 2013, domestic airlines engaged NATS, the UK’s largest air- improvements possible. It is determined their own flight navigation service provider, to study anticipated that a number of these schedules. The delays had been Perth Airport operations to support initiatives will be closed out at the relatively minor and were accepted the Airport Capacity Enhancement next review. by all in the industry as being similar (ACE) program that was being Perth Airport was responsible for to a freeway where delays occur undertaken at Melbourne, Sydney, assessing and delivering seven of during peak periods. However, the Brisbane and Perth airports. the 28 recommendations. These phenomenal growth of traffic at The ACE program focused on three were: double the average national rate main themes: ••introduction of a schedule saw delay times escalating. Major ••Harmonisation: the steps taken to coordination system, infrastructure upgrades are long increase capacity needed to be in ••improve taxiway layout to allow term and the introduction of a harmony with current Australian more efficient movement of scheduling system provided a short- standards and practices, while aircraft, term initiative to address the delays. providing sufficient room for the ••amend the surface and airborne At the same time, international development of local procedures. traffic flows as a result of T2 flights were being accepted based ••Collaboration: every moment operations, to ensure efficiency is on a Notice of Capacity (NOC) that matters and every second counts. maintained, was issued by Perth Airport as a Over many aircraft movements, ••address airfield-chokepoints guide for the processing capacity of the seconds add up to create including assessing the taxiway T1 International. The NOC focused additional capacity that can in turn layout to improve effectiveness on the capacity of baggage reduce delays. The benefits are and support optimum traffic flows, processing and ignored factors shared by all and can be achieved ••consider a dedicated helicopter such as parking stand availability collaboratively. aiming point (which was and the variability in international ••Performance management: determined not to be required), flight times, which can see some performance must be monitored ••provide dual full-length runway flights arrive up to 90 minutes and measured to tactically entry points to optimise earlier than scheduled when there manage improvement in air traffic departures, and are strong tailwinds. The NOC control and pilot performance. ••consider construction of Rapid also ignored the separation and By measuring performance, new Exit Taxiways (RETs) to assist to sequencing requirements for methods can be assessed and reduce runway occupancy time. aircraft using runways. refined.
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This allowed inappropriate 3.2.2 Altering Airfield The implementation of RETs on the scheduling of aircraft arriving or Traffic Flows and Additional existing main runway (03L/21R) was departing the airport resulting in Infrastructure investigated in consultation with lengthy flight delays and passenger aircraft operators. Investigations The ACE review also assessed the processing times. As airport traffic showed that RET locations could layout of the runway and taxiway continued to increase, it was clear not be optimised due to the system to consider the impact that that a schedule coordination system geometry of the current runway ground infrastructure and traffic was needed for both domestic and intersection and legacy airfield flows have on arrival and departure international flights to manage the infrastructure constraints, with capacity, and whether changes could capacity of the runways, terminals consideration to terminal locations. accommodate increased traffic flows. and parking stands. It was agreed with aircraft operators It was concluded that changing and stakeholders that the cost of In March 2013, Perth Airport where aircraft enter the runway introducing RETs on the existing introduced a non-regulated (airport would allow better sequencing of runways would not provide sufficient managed) schedule coordination the departure order of flights and benefit. system to balance demand and therefore improve capacity. supply, and to achieve a higher level Although the assessment The change to traffic flow was of control in peak periods. determined that no additional addressed with: infrastructure would provide Under the schedule coordination ••the opening of T2 in March 2013, improved efficiency or increase the system, an airline or aircraft ••an extension to taxiway Charlie runway capacity on its own, Perth operator (international or domestic) (which opened June 2015), Airport continues to periodically must have a slot allocated to it in allowing aircraft from T1 or T2 to review and assess the need for accordance with the system before taxi directly to the Main Runway additional taxiway infrastructure, operating a flight into or out of 03 threshold, removing the including RETs. Perth Airport. A slot is a permission requirement to cross any runways, and given by Perth Airport in relation 3.2.3 Reducing Runway ••the opening of T1 Domestic pier in to a single aircraft for a planned Occupancy Times operation to use (subject to the November 2015. other relevant conditions of use) the Another factor that affects These developments supported the full range of airfield infrastructure movement rates is runway relocation of airlines from the west necessary to arrive at or depart occupancy times (ROT). ROT is of the main runway (03L/21R) to the from Perth Airport on a specific the time that an aircraft spends on east of the runway, in effect splitting date and time. The total number the runway either for a departure the direction that aircraft were of slots available to be allocated or after landing. ROT is important entering the runway. This splitting of (coordination parameters) is set for runway efficiency as the less the traffic, although not the reason out by Perth Airport in its updated time a landing aircraft spends on for these investments, allowed NOC which includes apron capacity, the runway, the faster a departing better sequencing of departing international passenger arrival rates aircraft can be cleared for take-off. aircraft, however, on their own, did and international departure rates. Even small reductions in the average not cause an increase in the capacity The NOC is periodically reviewed time an aircraft spends on the of the existing runway system. by Perth Airport, and considers runway can have a significant impact acceptable delay to airlines and In August 2016, Perth Airport on the overall runway capacity. aircraft operators. commissioned transmissometers that The ACE review found line-up times help to assess the level of visibility on The introduction of schedule and pilot reaction times when on the airfield. This assists by providing coordination has resulted in a the runway were below international lower approach minima and improved vast improvement to on-time benchmarks. ground traffic flow during low performance as reported by the visibility operations. This installation Experience at European airports Bureau of Infrastructure, Transport is complete and is awaiting Bureau has shown that just five seconds and Regional Economics, with of Meteorology approval. lost per aircraft can result in two Perth Airport regularly having the missed runway slots per hour. These best results in the country. In its Perth Airport also explored the airports achieved improvements in first year of operation the schedule construction of additional taxiway runway capacity of between five coordination system reduced infrastructure, including RET. A RET and 15 per cent by reducing ROT. At arrival and departure delay by is an exit point from the runway busy airports, achieving minimum approximately 60 per cent. It also constructed at an angle that allows time on the runway is entrenched provides the airlines and passengers arriving aircraft to exit the runway in pilot performance. To this end, as with more certainty regarding at a higher speed. This reduces part of the ACE program, Airservices departure and arrival times. the time that the aircraft is on the worked with Perth Airport and runway. airlines to improve ROT.
76 New Runway Project | Preliminary Draft Major Development Plan May 2018 03 Options and Alternatives
Some initiatives included By March 2017, these initiatives saw by 9.5 per cent and 2.9 per cent determining preferred taxiways to the average ROT at Perth Airport respectively, while average ROT exit the runway after landing with improved by between six and 21 per (runway occupancy time) has the aim of reducing the amount of cent, depending on the runway. decreased by 4.1 per cent, time on the runway rather than the ••during 2013 the traffic holding previous practice of aircraft taxiing 3.2.4 Airport Capacity was 30 minutes, and in December along the runway until reaching Enhancement 2013 was reduced to 20 minutes. the most convenient taxiway to the Achievements The reduction reflected the required parking position, as shown In addition to the aforementioned effectiveness of the ACE program, in Figure 3‑5. Also, an educational improvements the following has and in December 2014 was program was undertaken including been achieved: further reduced to 15 minutes. In publication and distribution of ••as at June 2016 Airservices December 2015, traffic holding N material to pilots such as airport during the peak shoulder periodsGrea noted that the ACE program t Ea stern Hwy efficiency procedures, as shown in has improved peak number of was reduced to ten minutes, Bypass Kalamunda Rd Figure 3‑6. departures and arrivals per hour
General
Apac Way Aviation Area
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Figure 3‑5 Perth Airport preferred runway exits as published by Airservices in 2012 Searle Rd
Source: Airservices Abernethy Rd
Tarlton Cr
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••introduction of Standard Terminal Further information on the ACE the extent of improvements in the Area Arrival Speeds (STAAS). program, including a Strategic Plan midweek morning departures peak This provides predictable spacing and Roadmap for Perth, as well that can be realised is expected to and speeds on final approach as progress reports, is provided at be much more limited. to an aerodrome which helps airservicesaustralia.com. Airservices also estimated that the to optimise arrival sequencing The ACE program has explored a ACE initiatives could result in small and assist efficient departure range of areas to gain efficiencies capacity increases but not enough management, from the existing infrastructure, to meet demand without major ••improving Feeder Fix Flow to with positive results. However, investment in airport infrastructure. aid navigation and the efficiency while the implemented measures with which planes can be flown Perth Airport has therefore largely have delivered airfield and airspace between waypoints (Feeder Fix exhausted efficiencies associated efficiencies and contributed to a Flow is where aircraft are given with the existing infrastructure and significant reduction in delays and a time to fly over a designated there are no further meaningful congestion, they have not resolved inbound waypoint to achieve a enhancements to the existing the fundamental issue of demand consistent and efficient flow of airfield configuration that could exceeding capacity at certain times arriving aircraft), and be implemented to increase the of the day or the ability of Perth ••introducing improved monitoring capacity of the airfield to meet Airport to provide for future air and reporting on airport demand in a cost-effective manner. traffic demand. performance, air traffic flow management compliance, average The ACE study concluded that runway occupancy times and while substantial unused afternoon STAAS. arrivals capacity could be realised,
AIRPORT EFFICIENCY PROCEDURES
12 NOV 2015 PERTH, WA (YPPH)
1 – PERTH – DEPARTING AIRCRAFT
1.1 – Whenever possible, complete cockpit checks prior to lineup and keep any checks requiring completion on the runway to a minimum.
1.2 – On receipt of line up clearance, taxi into position as soon as possible. Do not backtrack.
1.3 – Pilots and ATC should endeavour to keep aircraft moving and avoid a standing start.
1.4 – Commence the take off roll as soon as take off clearance is issued.
Figure 3‑6 Airport Efficiency Procedures published 12 November 2015 Source: Airservices published Departures and Approach Procedures
78 New Runway Project | Preliminary Draft Major Development Plan May 2018 03 Options and Alternatives
3.3 Increased Use of 3.3.1 Jandakot Airport regular passenger transportation) due to wingspan clearance Other Airports Jandakot Airport is located requirements. Additionally, the Another option to meet the growth approximately 16 kilometres south- airport has limited space to expand in air traffic could be to expand the west of Perth Airport, as shown capacity due to the restricted use of other airports. in Figure 3‑7. It is the primary amount of aviation land and general aviation airport in the Perth Other than Perth Airport, there are proximity to residential properties. metropolitan area and is one of the no commercial aerodromes that busiest airfields and pilot training In June 2016, the Commonwealth support large passenger jet aircraft bases in Australia in terms of aircraft Government approved an extension in the Perth region. movement numbers. The maximum of runway 12/30 and associated A significant factor to also consider theoretical operating capacity of taxiways at Jandakot Airport. when investigating the use of Jandakot Airport, at its ultimate According to Jandakot Airport, alternative airports is the design development (including a proposed the extension of runway 12/30 to of airspace. Unlike other Australian fourth runway), was identified in the 1,418 metres provides significant capital city airports, Perth Airport Jandakot Airport Master Plan 2014 safety benefits by facilitating has two major aerodromes in close as 460,000 fixed-wing movements all code 2B aircraft types on proximity. Jandakot Airport is and 66,000 helicopter movements this runway even in hot, wet or located approximately 16 kilometres per annum. windy weather, thereby avoiding south of Perth Airport and is one of both delayed operations due The airport was opened in 1963 and the busiest pilot training airports in to conflicting flight paths and has a multi-runway configuration, Australia, while RAAF Base Pearce complexities for air traffic controllers comprising two parallel runways and is approximately 30 kilometres in managing concurrent aircraft a cross runway: north of Perth Airport and requires a operations across two runway ••06L/24R is 1,392 metres in length large portion of airspace for military directions. The expansion and and 30 metres wide, operations. The proximity of these alteration of taxiways was proposed ••06R/24L is 1,150 metres in length aerodromes greatly reduces the to alter ground movements and and 18 metres wide, and options available and limits where improve safety of the airfield. ••12/30 is 990 metres in length and aircraft can fly. 30 metres wide. Even with the approved runway In examining whether alternate extension, Jandakot Airport is not a The Jandakot Airport Master Plan airports could be used to ease viable option to support future air 2014 notes that, due to runway and capacity constraints the following traffic growth as it does not have taxiway pavement characteristics, airports and airfields were considered: the infrastructure to support the aircraft operating regularly at the ••Jandakot Airport, commercial aircraft types that use airport are restricted to types with ••Cunderdin Airport, Perth Airport. maximum take-off weight less than ••Busselton - Margaret River 5,700 kilograms (i.e. maximum 18 Regional Airport, seats). While the runway lengths may ••other regional airfields, be adequate for larger aircraft, the ••RAAF Base Pearce, historic taxiway and apron system ••a second Perth metropolitan restricts use of significantly larger airport, and Joondalup aircraft (such as those types used for ••relocation of Perth Airport.
Perth Perth Airport s re t e m o l i K
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1
Jandakot Airport
0 5 10 Figure 3‑7 Map of Jandakot Airport in relation to Perth Airport Kilometres Source: Perth Airport
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3.3.2 Cunderdin Airport aerodromes in Western Australia, 3.3.3 Busselton-Margaret typically due to weather. Cunderdin Airport is approximately River Regional Airport 120 kilometres east of Perth Airport, In 2018, Perth Airport completed Busselton-Margaret River Airport is or a two-hour drive by road, as a $36 million upgrade of the located approximately 180 kilometres shown in Figure 3‑8. The airport high-intensity approach lighting south of Perth Airport, or a two-and- was constructed early in World War and runway lighting on the main a-half-hour drive by road, as shown in II as an elementary training school runway (03L/21R) from Category I Figure 3‑9. There is currently a single for ab initio pilots for the Empire Air to Category III. This gives domestic runway that is 1,800 metres in length Training Scheme (EATS). and international aircraft improved and 30 metres wide. visibility in inclement weather and Cunderdin Airport currently Busselton-Margaret River Regional will therefore reduce the number houses the Gliding Club of Western Airport is currently undergoing of times that airlines would have to Australia which was established in a redevelopment that will see an divert to an alternate airport. 1944 and is the longest established extension of the existing runway gliding Club in the State. The Club At the time of preparing this MDP, as well as expansion of apron and moved to the Cunderdin Airfield in it was unclear when, or if, the terminal facilities. The $69.7 million 1959 and has been housed there Cunderdin Airport proposal will project is designed to facilitate ever since. proceed, and whether there will be interstate flights to destinations terminal infrastructure with readily including Melbourne and Sydney, The airport has two runways: available public transport network and international passenger and ••05/23 is 1,841 metres long and to support the processing of freight opportunities to South East 30 metres wide, and passengers. It was also unclear if this Asia and China. ••14/32 is 1,509 metres long and would be an attractive alternative 30 metres wide. Unlike the NRP which is privately for passengers due to the distance funded by Perth Airport, the Private investors have proposed a from Perth. Given this uncertainty, upgrade of Busselton-Margaret River $200 million investment to upgrade Cunderdin Airport is not seen as a Regional Airport is supported by a the runway to 2,600 metres viable alternate for easing capacity contribution of $59.95 million from long with appropriate lighting constraints at Perth Airport but the State Government’s Royalties infrastructure to allow aircraft such rather supports the continued for Regions program, the State as the Airbus A380 to operate. The growth of Perth Airport as the major Department of Transport’s Regional purpose of the proposal is to allow international airport. Airports Development Scheme for an alternate landing site if an (RADS), the City of Busselton South aircraft needs to divert should it West Development Commission and become impossible or inadvisable Tourism Western Australia. to land at Perth Airport or other
Cunderdin Airport
Joondalup 120 Kilometres
Perth Perth Airport
Rockingham Figure 3‑8 Map of Cunderdin Airport in relation to Perth Airport Source: Perth Airport
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The runway is being extended to a with this number increasing to nine 3.3.5 Royal Australian Air length of 2,520 metres and will be interstate flights per week by 2031. Force (RAAF) Base Pearce capable of supporting the arrival The combination of distance RAAF Base Pearce is a military and departure of aircraft like the and the lack of facilities means base approximately 30 kilometres Boeing 737 and Airbus A320. Busselton-Margaret River Airport is north of Perth Airport. It has three The terminal is also being upgraded not seen as a viable alternative to runways: for domestic operations by support intrastate, interstate and ••05/23 which is 1,691 metres long increasing terminal capacity from international growth for Perth. and 45 metres wide, 140 passengers in a peak period ••18L/36R which is 2539 metres long to a capacity of more than 350 3.3.4 Other Regional Airfields and 45 metres wide, and passengers in a peak period. While there are other smaller ••18R/36L which is 1741 metres long However, it will not have the airfields such as Murray Field and 30 metres wide. capabilities to process international near Mandurah and Serpentine RAAF Base Pearce is used as a passengers. The State Government Airfield, these airfields do not have staging base for Defence operations recently announced that work on the infrastructure to support the in the Indian Ocean and Western the $13 million terminal would be mix of aircraft types or volumes Australia. It also serves an important ceased until the City of Busselton anticipated. As such, they are not function as a major flight training could sign a deal with a major airline. seen as viable alternate airports school for the RAAF. The redevelopment had been that could be used to support the The possibility of using Pearce as an planned for three interstate flights Joondalupprojected growth of Perth air traffic. alternate airport for civil operations per week at the time of opening,
Perth Perth Airport
Rockingham
Mandurah
180 Kilometres
Bunbury
Busselton Margaret River Regional Airport Figure 3‑9 Map of Busselton – Margaret River Regional Airport in relation to Perth Airport Source: Perth Airport
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has been considered previously. Given its strategic location, available potential developments, land In 1979, the Commonwealth-State infrastructure, current use as a availability and existing land use, Advisory Committee studied military base, and with no plans from urban development, surface access Western Australia’s airport needs the Commonwealth Department of (existing and future), environmental and considered the acceptability Defence to change the designation factors including noise intrusion of Pearce Airbase for civilian use. of the base, RAAF Base Pearce is not and air quality, and airspace The study noted that Pearce was a suitable alternate airport for Perth. considerations. unacceptable as a civil airport site The preliminary investigation created owing to operational constraints 3.3.6 Second Perth a list of possible aerodrome sites imposed by the topography of the Metropolitan Airport within the Perth Region, including Darling Scarp. Given the importance of air existing aerodromes, and this was Furthermore, the Commonwealth travel to Western Australia it has reduced to a short list of sites which Department of Defence has been prudent for the State and warranted further consideration. publicly stated that Pearce is not a Commonwealth governments to Each of the sites on the short list was suitable alternative civilian airport consider alternate sites for a second the subject of a fact-finding study because operations at the airfield airport to accommodate the long- to ascertain road access distances, were not compatible with civilian term aviation needs of the state. environmental considerations and airline operations. Pearce is one of In 1972, a committee was established airspace problems. Defence’s busiest and most complex to examine the airport requirements Aviation forecasts were developed airfields and it operates using very for Western Australia. The joint based on population growth, specialised air traffic procedures to Commonwealth and State passenger demand and the types of allow for the large quantity and type Government committee handed aircraft anticipated to be operating of air traffic. down its final report in 1979. in the future. Estimates were then RAAF Base Pearce also does not The committee considered the developed for airport capacity at have the necessary infrastructure to possible location of a second existing airports for annual and peak support civilian airline operations – aerodrome for Western Australia. periods. including the ability to park civilian A preliminary site investigation Each site on the short list was aircraft, off-load passengers, process was undertaken that examined evaluated to ascertain its potential baggage and refuelling. existing aerodromes and their for development as a primary or
RAAF Base Pearce
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Figure 3‑10 Map of RAAF Base Pearce Rockingham in relation to Perth Airport Source: Perth Airport
82 New Runway Project | Preliminary Draft Major Development Plan May 2018
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secondary airport. The forecast Airport development strategies With regards to the future site for demand for aircraft movements were drafted for the remaining an alternate airport, the Strategy was compared with the potential short-listed airports before cost notes that costs of establishing an capacity of a site to determine a differences associated with the emergency airport, or a secondary date when saturation of operations construction and operation of metropolitan airport, outweigh the would be reached. The airport each airport were considered. The benefits. sites were then grouped into committee recommended that a site No further updates have been made combinations of airport development in Karnup be selected as a site for an to the State Aviation Strategy and strategies for further evaluations. additional secondary airport for the the State Government has not Perth Region and action be taken These airport development strategies announced the preferred location or to secure a suitable site for future were then evaluated considering provided any commitment or funding development when required. economic costs and benefits, towards the projects. Additionally, surface access, environmental and In 2015, the Western Australian State due to timeframes to construct the land use planning considerations. Government released the State runway, even if planning were to For the preferred strategy, further Aviation Strategy that addressed a commence immediately, Perth Airport consideration was given to existing range of issues, including a future conservatively predicts a lead time of land use and suggestions made second airport for Perth. 10 years for approvals and construction of land-use planning necessary to associated with a new airport. The Strategy highlighted the preserve or improve the existing following key action regarding the In the case of Western Sydney compatibility between airports and development of a second airport: Airport, policy makers first considered their neighbours. the need for a second airport in “To provide security for the Twelve potential aerodromes Sydney in the 1940’s. It wasn’t until expansion of airport services for locations within the general regions 1986, some 40 years later, that the Perth metropolitan area, the of Seabird, Joondalup, Gnangarra, land began to be purchased at the State Government will cooperate Parkerville, Berry Brow, Northam, Bagerys Creek site. An environmental with Airservices Australia and other Mangenup, Karnup, Pearce, impact statement was released for Commonwealth agencies in planning Gingin, Perth and Jandakot were public comment in October 2015 with studies to locate suitable sites for a considered by the committee. Of the final approval granted December future second Perth metropolitan these 12 locations. Perth, Jandakot, 2016. Construction is scheduled to airport and a future second general Mangenup, Karnup, Gingin and Berry commence early 2018 and won’t aviation airport that integrate with Brow were identified as warranting be complete until 2026, with an regional Structure Plans.” further consideration. expected cost in excess of $2.4 billion. In reference to the second The committee evaluated options Given Australia’s most recent airport for Perth, the Strategy based on the ability of the experience with planning for a notes that preliminary work is aerodromes to be: second airport, it is unlikely that being undertaken by the State ••a single primary airport site, capable an airport would be constructed in Department of Planning, Lands and of development to accommodate time. This, combined with the cost of Heritage (DPLH) (previously State two widely spaced parallel runways, building the second airport, means Department of Planning) and State ••one of a pair of primary airport this is not a viable option to meet the Department of Transport to identify sites, each accommodating a immediate growth needs or to meet a suitable site for a proposed second single main runway, and forecast demand at Perth Airport. metropolitan airport. It highlights ••a secondary airport site. that experience in New South Wales 3.3.7 Relocating Perth As previously stated Pearce was strongly suggests identifying and Airport discounted due to its proximity to the protecting a suitable site for a Darling Scarp. Gingin was discounted second Perth metropolitan airport Given the billions of dollars in due to its proximity to Pearce and the is prudent urban planning, even investment of both public and needs of future training requirements though the current airport is likely private funds that have gone into by RAAF. This left Perth and Jandakot to meet Perth’s requirements for the the development of the airport, airports, Mangenup, Karnup and next 40 to 50 years or beyond. closing Perth Airport would not be a Berry Brow for further consideration. viable solution and an alternative site Furthermore, the State Aviation has not been identified. Any current The Committee found that Jandakot Strategy confirmed the status issues with noise from aircraft would and Berry Brow offered limited of Perth Airport as the sole and not lessen but simply shift the areas development potential for dual full principal 24-hour airport for the where people are affected. length parallel runways and that only Perth metropolitan region. Mangenup, Karnup and Perth Airport In April 2018, the State Government would be considered appropriate for announced it would be reviewing further consideration. the strategy. The updated strategy is expected to be released in 2020.
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3.4 Perth Airport Aviation 3.4.1 Extend the Cross While the extension and LAHSO Development Plan Options Runway (06/24) operations could increase capacity, it is expected that this increase in Expansion to the existing runway Extension of the cross runway capacity would only be sufficient infrastructure at Perth Airport was (06/24) to 3,000 metres would to accommodate around 193,000 also considered. enable the runway to accommodate annual aircraft movements, after all aircraft types, including large The Master Plan 2014 safeguards which further runway capacity Code F aircraft (e.g. Airbus A380). for extensions of the two existing would be needed again. runways. These being: Simulation modelling undertaken The Master Plan 1999 ••extending the cross runway 06/24 by Perth Airport showed that the acknowledged that disadvantages to the north-east from the current construction of the extension of the associated with any extension of 2,163 metres to a potential total runway would allow for an increase the existing cross runway 06/24 length of 3,000 metres, and in arrivals from the north/east and included an increased number ••extending the main runway 03/21 departures to the north/east. However, of flights and noise impacts over to the north from the current there would be very little increase in suburbs to the north-east and 3,444 metres to a potential total capacity when arriving from the south/ that the uptake in airfield capacity length of 3,800 metres. west or departing to the south/west. would be marginal. Extension of the The impact and limitations of these This increased capacity would cross runway is not the preferred options for runway capacity and be achieved by introduction of option as the new runway would operations, and why extending Land and Hold Short Operations still be required at some point in the either runway would not provide (LAHSO). LAHSO is an air traffic future to provide additional capacity. capacity to cope with peak demand control procedure for allowing aircraft to land on the cross Perth Airport, are outlined below. runways and hold (stop) short of
Grea t Ea the intersection, thereby allowingstern Hwy Bypass concurrent use of both Kalamundarunways. Rd
General N Apac Way Aviation Area Newton Rd Extended to 3,800 metres Airport North Redcliffe Rd Bungana Ave
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Affleck Rd Terminal 2 Grogan Rd Aviation Development Plan options MAIN RUNWAY 03L/21R Airport Terminal 3 Central Airport Boundary Terminal 4
MundayAviation Development Swamp Plan options
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Paltridge Rd Airport Boundary Abbott Rd Current Runways Hudswell Rd Munday Swamp
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NEW RUNWAY Current Airside Fence Airport Dr Air Traffic Control Tower Air Traffic Control Tower
Searle Rd 0 500 1,000 0 500 1,000
Abernethy Rd METRESMETRES Airport Tarlton Cr South Dubs Cl Reid Rd Figure 3‑11 Perth Airport Aviation Development Plan options Leach Hwy Source: Perth Airport
84 New Runway Project | Preliminary Draft Major Development Plan TonkinMay Hwy 2018
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Abernethy Rd
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3.4.2 Extending the Main 3.5 New Runway Alternate downwind aircraft allowances, Runway (03R/21L) Locations ••land available, ••land uses surrounding the airport, The ultimate length of the main Prior to determining the preferred ••other airport infrastructure, runway (03L/21R) is planned to be location of the new runway at including the current and future extended by 356 metres to 3,800 Perth Airport, several options were location of terminal facilities, and metres. The benefit from increasing explored. the length of the main runway ••airspace and other airports in the (03L/21R) is to accommodate large When the parallel runway system area. was first planned for in the 1970’s, aircraft at maximum take-off weight In selecting the location for the Perth Airport had three operating on ultra-long-haul flights in hot parallel runway system, alternate runways, as shown in Figure 3‑12. conditions. The planned extension is parallel runway options were These were: based on the expectation that future considered for: ••main runway (03R/21L), large aircraft types will have this ••parallel to the cross runway (06/24), ••cross runway (06/24), and extended flight range. The timing of ••parallel to runway 11/29, and ••an east-west runway with the the runway extension will depend on ••parallel to the main runway demand for ultra-long-haul flights designation 11/29 (now closed and (03R/21L). and aircraft technology. It does used as a taxiway). not provide an increase in arrival The following factors are key 3.5.1 Parallel to Runway 11/29 and departure airfield capacity but considerations when determining the Figure 3‑12 shows the location of simply caters for larger aircraft. location of a parallel runway system: runway 11/29 on the estate and Qantas commenced direct flights ••maximise future capacity by where a possible parallel runway between London and Perth in allowing separation distances could have been located. This March 2018. Although the route to ensure independent parallel location accounts for the location of is considered ultra-long haul, the instrument runway operations, the original terminal at Perth Airport Boeing 787-9 Dreamliner being used with a minimum of 1,035 metres (where T3/T4 is now) and ensuring for this route is able to operate on between centrelines, that the parallel runway would be to the current main runway without ••prevailing wind taking into the south of runway 11/29. any extension. consideration cross-wind and
Runway 11/29
International & Domestic Terminals
Runway 06/24
Runway 03/21 Possible location of parallel runway
0 500 1,000
METRES Figure 3‑12 Possible location of parallel runway to 11/29 over a 1974 aerial Source: Perth Airport
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In this configuration, the preferred there were limited expansion options mentioned previously, at the time location would be two kilometres with the railway line restricting how of considering the location for the south of runway 11/29 to allow for far the runway could be extended. runway the railroad was already independent parallel operations. At At the time, the railway line that being constructed to the east of the time of considering the location borders the east of the estate the estate which limited possible for a parallel runway system, 11/29 was being constructed, adding a expansion of the runway. Locating was 1,758 metres long by 45 metres further constraint that restricted the a runway in this location would also wide. An extension of runway 11/29 opportunities to extend this runway. mean that more flights would overfly would also have been required. Additionally, anecdotal evidence the established suburbs. Flights from pilots suggested that landing taking off to the north would also Prevailing winds at Perth Airport on runway 11/29 was affected by encounter issues with flying over the are from a north-east or south-west turbulence due to the proximity Darling Scarp as this location would direction. As such this meant that of the Darling Scarp to the east of put them closer to the hills. the use of 11/29 was very limited. It is Perth Airport. For these reasons this lack of usage that led to it being This option would also make a runway parallel to 11/29 was not closed and converted to a taxiway terminal planning and road access considered a viable solution. in 2001. The Master Plan 1999 noted, difficult. Given the location of the “Runway 11/29 currently provides 3.5.2 Parallel to Runway main runway (03L/21R), entry to minimal advantages with respect 06/24 the airport would need to come to airfield capacity. Furthermore, from the north, off what is now the circulation is complicated by the Another considered location for intersection between Kalamunda fact that the runway is also used as a parallel runway was parallel and Road and Abernethy Road. a taxiway.” to the south of the cross runway Ultimately the development of (06/24) as shown in Figure 3‑13. terminals would be restricted due Land use surrounding the airport to competing land uses and existing at the time also did not support This option would have suited the runway infrastructure. further extension of runway 11/29 as prevailing winds at Perth Airport this would have seen more aircraft as they are predominately north- For these reasons a runway parallel overflying already established east or south-west. However, to runway 06/24 was not a viable residential areas compared to other expansion options for the runway option. options. To the east of Perth Airport would have been limited. As
Runway 11/29
International & Domestic Terminals
Runway 06/24
Runway 03/21
Possible location of parallel runway
0 500 1,000
METRES Figure 3‑13 Possible location of parallel runway to 06/24 over a 1974 aerial Source: Perth Airport
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3.6 Preferred New Runway full length of the eastern side of the the new runway as the preferred Option estate and would have significantly runway expansion to “substantially impacted on the Munday Swamp improve the capacity of the airport In 1979, the Commonwealth-State heritage area. Figure 3‑14 shows the and meet the demand generated Advisory Committee’s study proposed airfield layout from the by growth in the Perth region.” on Western Australian Airport Master Plan 1985. At the time, aircraft movement Requirements considered airports forecasts predicted the existing that would be appropriate for a The location to the east of the estate runway infrastructure would be at wide spaced parallel runway. The also provided for the future expansion capacity by 2018 and that several committee found that after weighing of terminals and the commencement improvements to the airfield, economic and environmental of consolidating all terminals into a including additional runway capacity, considerations, the existing Perth single location that is now referred to would be required. Airport should continue as the sole as Airport Central. Over time, Airport primary airport for the Perth Region. Central will see all regular passenger In recognition of the heritage value transport operating from this precinct. of Munday Swamp, the location When the preferred location for and length of the new runway was the parallel runway was being The layout for consolidation of reviewed in the late 1990’s. considered, land use to the north terminals and the location of the and south of the airport was parallel runway system was first Considering the trends in the type primarily agricultural farming land or released for public comment of aircraft operating at Perth Airport low-density housing. At the time this as part of the Master Plan 1985 and emerging technologies at the area was more sparsely populated planning process. time, the Master Plan 1999 proposed and provided the opportunity for a reduction in the length of the The Master Plan 1985, by the more appropriate development new runway (03L/21R). The plan Department of Aviation, forecast with sympathetic planning. The area stated that “the planning analysis that the new runway would be immediately to the east of the estate determined that the length of the needed by 2004, so the process was also primarily agricultural land proposed parallel runway only to acquire 284 hectares to be and provided the opportunity to be needs to be 2,700 metres in its incorporated into the estate for the purchased for the long-term use of ultimate development configuration proposed new runway commenced. the airport. to accommodate future aircraft The planning for the parallel runway movements.” The original planned length was system was revisited in the Master 3,800 metres which would run the Plan 1999. The plan identified
Figure 3‑14 Master Plan 1985 runway configuration Source: Perth Airport Master Plan 1985 (Department of Aviation)
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Figure 3‑15 Master Plan 1999 runway configuration Source: Perth Airport Master Plan 1999
Figure 3‑16 Master Plan 2004 runway configuration Source: Perth Airport Master Plan 2004
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The Master Plan 1999, as shown This included the extensions to the Simultaneous to this growth was an in Figure 3‑15 also confirmed the main runway and the cross runway. increase in competition for interstate separation of the parallel runway Planned expansions of the taxiways domestic services, evidenced system stating: “For parallel and the General Aviation area through significant growth in instrument runways intended were also considered. However, no capacity by the respective airlines, for simultaneous use, ICAO’s changes were made to the location as well as the emergence of low- (International Civil Aviation or length of the new runway. cost international carriers which Organization) minimum required Both Master Plans identified that led to a dramatic stimulation of the runway separation for independent additional runway infrastructure international market. parallel approaches under Instrument would not be required for another Concurrently, more than $250 Flight Rules (IFR) is 1,035 metres. 20 years or until after 2029 (based million was invested in airfield A 2,000-metre runway separation on 2009 forecasts). Forecasts infrastructure to cater for the is proposed for Perth International accounted for the impact that forecast demand. However, this Airport to enable independent parallel several major international events was not enough to meet the actual approaches, provide flexibility for such as the September 11 terrorist demand for Perth Airport. In view of future terminal expansion and supply attack and the Bali bombing had on the dramatic and unforecast growth adequate separation for parallel international aviation at the time, in aircraft movements, Perth Airport taxiway movement for future aircraft.” in addition to the Global Financial brought forward a comprehensive Crisis in 2007. The Master Plan 1999 also stated review of the timing of the planned that the preferred option for Following approval of the parallel runway. increasing airfield capacity in the Master Plan 2009, Perth Airport In 2013, UK NATS (the UK’s air future was the development of the experienced a significant increase in navigation service provider) new parallel runway. the number of aircraft movements were engaged by Perth Airport from Perth Airport due to a range of In the 10-year period that covered to support Perth Airport and factors, including the resource sector Master Plans 2004 and 2009, a Airservices in developing a Concept investment boom, strong domestic range of options were canvassed of Operations (CONOPS) for a economic conditions and increased for expanding the airfield and parallel runway system. competition in a number of domestic safeguarding future capacity, as and international air service markets. shown in Figure 3‑16 and Figure 3‑17.
Figure 3‑17: Master Plan 2009 runway configuration Source: Perth Airport Master Plan 2009
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GREAT EASTERN HIGHWAY BYPASS N
KALAMUNDA ROAD 11 21R
BUNGANA AVENUE 14 GREAT EASTERN HIGHWAY FAUNTLEROY AVENUE 5 10
BREARLEY AVENUE
CROSSWIND RUNWAY 06 / 24 3000m X1 45m
8 TERMINAL 1 DUNREATH DRIVE 3 TERMINAL 2
15 TERMINAL 3 2 TERMINAL 4
1 PROPOSED NEW INTERNATIONAL TERMINAL AND APRON
2 TERMINAL 2 EXPANSION 3 NEW TERMINAL 13 SUGAR BIRD LADY RD 6 7 4 NEW RUNWAY (03R/21L) 5 EXTENSION TO CROSS RUNWAY (06/24) 6 EXTENSION TO AIRPORT CENTRAL PRECINCT AIRCRAFT PARKING AREAS 9 7 PROPOSED LOCATIONS OF ARFFS STATION MAIN RUNWAY 03L / 21R 3800m X 45m 4 8 TERMINAL 1 EXTENSION
9 PROPOSED SOUTHERN AVIATION SUPPORT AREA HUDSWELL ROAD
HORRIE MILLER DRIVE 10 PROPOSED NORTHERN AVIATION AREA TONKIN HIGHWAY 11 EXTENSION TO GENERAL AVIATION AREA 12 12 FUTURE AVIATION FUEL SITE 13 TERMINAL 2 APRON EXPANSION
NEW RUNWAY 03R / 21L 3000m X 45m 14 SAFE GUARDING FUTURE EXTENSION 7 15 SAFE GUARDING LONG TERM EXTENSION AIRCRAFT PARKING POSITION
CURRENT RUNWAY, APRON & TAXIWAYS
PROPOSED AIRSIDE FENCE ABERNETHY ROAD
HIGH INTENSITY APPROACH LIGHTING
GLIDE PATH DUBS CLOSE AERODROME REFERENCE POINT
WIND SOCK TONKIN HIGHWAY PRECISION APPROACH PATH INDICATOR LEACH HIGHWAY
KEWDALE ROAD
Figure 3‑18 Master Plan 2014 Minor Variation runway configuration Source: Master Plan 2014 Minor Variation
90 New Runway Project | Preliminary Draft Major Development Plan May 2018 03 Options and Alternatives
The CONOPS study provided a high- Airfield Precinct as defined in the ••the volatility and unpredictability level view of the optimal operation Master Plan 2014. Therefore, in 2017 of air service demand in Western of Perth Airport in terms of ground Perth Airport proposed a minor Australia associated with the movements and airspace design, variation to the Master Plan 2014 resource sector, focusing on the handling of arrivals, to provide for extension of the new ••the relatively short lead times to departures and missed approach runway by 300 metres to the south. respond to increased demand for scenarios. The CONOPS considered airport infrastructure capacity, and The longer runway length provides the particulars of operations at ••the significant adverse greater operational flexibility and Perth Airport including fleet mix, consequences of having redundancy for aircraft operations destination and origins, and apron insufficient runway capacity at should the existing main runway locations to maximise efficiency and Perth Airport. become unavailable for use due capacity. to maintenance or an operational Perth Airport is the only commercial The CONOPS considered the incident or emergency situation, airport with suitable road access location of airline operations at the and thereby providing a much wider and terminal facilities to cater for the airport now and into the future. The benefit than previously planned. future demands in passenger traffic study also noted that the use of the through Perth. A proposal to amend the new cross runway (06/24) would reduce runway length from 2,700 metres First planned for in the 1970s, efficiency and available runway to 3,000 metres via a variation the new runway, which is two capacity. to the Master Plan 2014 was kilometres to the east of the main The Master Plan 2014 proposed the approved by the Commonwealth runway (03L/21R), has remained construction of the new runway as Minister for Infrastructure and consistent with long-term planning the preferred option to increase Transport on 15 June 2017. The and consistent with the need to the capacity of Perth Airport and Aviation Development Plan as per develop the runway as part of an stated that the runway was required the approved variation is shown in independent parallel runway system. in the short term. In line with Figure 3‑18. As such, to prevent unacceptable previous Master Plans, Master Plan The economic, social, and cultural delays in aircraft operations, 2014 stated that the new runway benefits provided by Perth Airport provide for the increasing demand would initially be 2,700 metres long, to Perth and Western Australia will and to support economic growth 45 metres wide and located two be significantly reduced unless the in Western Australia, a major kilometres east of the main runway. airport’s capacity is expanded to expansion of airfield capacity is Following approval of the Master meet expected demand in a timely needed. The only way this can be Plan 2014, the Perth Airport manner. By 2045, this amounts to achieved is with the development Board of Directors approved a unmet passenger demand totalling of a parallel runway system at Perth $45 million investment in pre- 41.8 million passenger movements. Airport through the construction of construction activities, including Approximately, 51,000 aircraft the NRP. environmental and other approvals, movements per year would also be Consistent with Master Plan 2014, preliminary airspace design and forgone if the new runway is not the new runway will be located on public consultation. In September constructed. This would, in turn, the east of the Perth Airport estate. 2015, Perth Airport appointed a restrict the development of Perth Perth Airport is seeking approval joint venture between Aurecon and Airport as a major international for a runway that is 3,000 metres AECOM to undertake a preliminary airport in Australia. long to meet the forecast growth in design of the new runway and While adoption of the ACE initiatives passenger and aircraft movements. taxiways. The study considered major has delivered airfield and airspace runway features including threshold efficiencies and contributed to a locations, taxiways, lighting, drainage significant reduction in delays and and support infrastructure. Additional congestion, they have not addressed information on the design can be the fundamental issue of demand found in Section 6. exceeding capacity at certain times During the preliminary design of the day, or the need to provide process for the new runway ground capacity for future demand. infrastructure, it was determined Options have been considered for that recent changes to runway- extending the existing runways. lighting design standards could However, any extension will not allow a shorter high intensity provide the requisite runway approach lighting system to be capacity to meet excess demand. provided and therefore a longer Recent experience at Perth Airport runway accommodated within the has highlighted:
New Runway Project | Volume A: Background and Need 91 Perth Airport Pty Ltd Level 2, 2 George Wiencke Drive, Perth, WA 6105 PO Box 6, Cloverdale, WA 6985 Tel: +61 8 9478 8888 Fax: +61 8 9478 8889 www.perthairport.com.au