Tauranga MASTER PLAN 2030 June 2009 Airport
1 INTRODUCTION 1 Contents 2 AIRPORT DESCRIPTION 3 3 FORECASTS AND DEMAND 8 4 PLANNING PARAMETERS 16 5 INFRASTRUCTURE 22 6 MASTER PLAN 27
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1.1. Background Tauranga City Airport is a significant strategic asset for the City of 1 Introduction Tauranga and the Western Bay of Plenty region. The Airport is centrally located in the city area and has a sizeable land holding of 225 hectares, of which some is leased for non-aeronautical commercial and industrial uses. Subheadingt The Airport is the third-busiest general aviation (GA) centre in New Zealand (after Ardmore and Hamilton) and there have been significant investments made in GA facilities. The Airport has one main sealed runway and three grass runways, as well as a link taxiway and apron servicing a moderate sized terminal area. The Port of Tauranga (seaport) is an immediate neighbour to the west of the Airport and is also undoubtedly a crucial strategic asset for the city, community and wider hinterland. Development plans for the port have the potential to be in conflict with the Airport’s operations and longer term development, principally through the possible need for port cranes to operate in areas where they would protrude through the Airport’s obstacle limitation surfaces, close to the Runway 07 approach surface. A pragmatic solution is desirable which would allow both ports to operate in harmonious co-existence. There have been recent studies investigating whether Tauranga Airport should be relocated to a new site, possibly serving as a joint regional airport with Rotorua and Whakatane. However, the studies have not demonstrated the financial feasibility of a joint regional airport and Tauranga Airport therefore recognises that it must continue to plan for its future, to cater for the needs of the users and the community. Tauranga Airport Authority (TAA) prepared its first Master Plan in 2005 to guide its development over a planning horizon of some twenty years. 1.2. Objective The broad objective of this study is to assist TAA with strategic master planning by updating the Airport’s 2005 Master Plan to a new planning horizon of 2030 The need for the Master Plan update is driven by a number of factors which include: The desire on the part of the TAA to have a clear and logical road map for the long-term development and management of the Airport
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The need to bring together recent planning work for the terminal building, landside, access roads and commercial areas into an integrated plan
Growth in passenger traffic
Growth in general aviation activity Changing aviation regulatory and operational environments
The need to review the status of current and projected aircraft noise exposure compared with District Plan provisions
The need to anticipate future investment requirements at the Airport, as the infrastructure ages. 1.3. Consultation A workshop was held on 3 September 2008 with the Airport Board. The workshop session provided an opportunity for reviewing key aspects of the 2005 Tauranga Master Plan and consideration of most aspects of the Master Plan updating process, including reviewing of:
Previous demand projections
Previous forecasts Constraints and issues
Traffic mix Steps to manage general aviation (GA) growth and noise Noise contours A further briefing on the draft Master Plan was given to the TAA Board on 16 March 2009.
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2.1. Introduction Tauranga Airport is located approximately 4 kilometres east of the 2 Airport Tauranga City centre on coastal land adjoining Tauranga Harbour. The Airport was opened in 1936 with scheduled passenger services commencing in 1946. The present main runway was constructed in 1967 and extended to its current length in 1998. Air traffic movements totalled Description approximately 106,000 movements for 2008.
Subheadingt N Mount Maunganui Tauranga Harbour
Seaport
Tauranga Airport
City Centre
FIGURE 2-1 AIRPORT LOCATION
2.2. Airport Vision TAA’s vision as stated in the Tauranga Airport Strategic Plan (2003-2006) is: ―To successfully operate a commercially viable Airport which is recognised as a centre for excellent airport transport services, related facilities and other services‖ The Airport sees its key areas of impact as: Tourism
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Environment Auckland, Wellington and Christchurch through its subsidiaries Eagle Business (aviation and commercial) Airways and Air Nelson. Transport Tauranga Airport is also the base for Sunair which operates scheduled services in the north and east of the North Island and has plans to open Employment new routes. Sunair also has charter and pilot training operations. Education The Airport is also used periodically by the New Zealand military for IFR Recreation. training. Within Tauranga and the greater Western Bay of Plenty region, TAA is A number of small charter and flying training operations are also based at expected to play an increasingly important role in supporting growth and the Airport along with maintenance providers and the Tauranga Aero Club. development in the key areas of: Within the Western Bay of Plenty region, the Airport can be seen as an Adding value to the economy important link between Tauranga City and the wider region, to national and, through New Zealand’s international airports, international business Being commercially successful interests. The Airport plays a significant role as an arrival or departure Providing for needs of travellers point for tourism to the region, as well as being home to flightseeing Being a centre for aeronautical business. companies. 2.3. Airport Ownership As home to a large number of GA aircraft, Tauranga Airport is the third The business of TAA is wholly owned by the Tauranga City Council (TCC). busiest GA Airport in New Zealand. The Airport is vital to the fulfilment of The Airport operates as a business unit within the Council, governed by a the Tauranga City Council’s “Live, Work and Play” vision, providing a Board consisting of two councillor and three non-councillor members. recreational outlet for many aviation enthusiasts. Airport land ownership, however, is shared between the Western Bay of A significant current activity at the Airport includes recreational flying Plenty District Council, Tauranga City Council (TCC) (formerly the operations in microlight aircraft and gliders. Due to their dependency on Tauranga District Council – TDC) and the Crown. prevailing winds, movements by these types are generally restricted to periods when there are a low number of powered aircraft movements. Crown land and jointly acquired land is vested in Trust in the Tauranga City However, powered aircraft are sometimes restricted when gliders and Council as a local purpose reserve for ―Airport or associated aviation microlights need to land. In the future, as traffic at the Airport grows there purposes‖. may, as a consequence, need to be limitations placed on glider and The majority of the Airport land is subject to a claim or various claims microlight operations at the Airport. before the Waitangi Tribunal. The Airport also accommodates helicopter activity. Some 10 helicopters 2.4. Airport Role are based at the Airport (including Squirrel and Robinson R22 types) used 2.4.1. Aircraft Operations for fire fighting, training and recreation. Tauranga Airport fulfils various roles within the overall New Zealand 2.5. Commercial Activities aviation system as well as within the Tauranga City, Western Bay of Plenty Due to its adjacency to the important Mount Maunganui industrial area to (BoP) and the local Tauranga communities. The Airport’s role is, in part, the north of the Airport and availability of Airport land to the north of the defined by the customers/activities that use the airport. main runway and passenger terminal area, TAA has been successful in On a national scale, Tauranga Airport is part of Air New Zealand Link’s diversifying and growing its revenues to partially off-set costs for aviation domestic network. Air New Zealand operates scheduled services to users through non-aeronautical commercial property operations.
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The majority of these involve the provision of land space (via ground of the Airport is defined as accommodating domestic services only, along leases) to commercial businesses which have developed their own with general aviation (fixed wing and helicopter) operations. premises and facilities. 2.6. Runways The current commercially leased areas on Tauranga Airport are illustrated Tauranga Airport has four runways, one main sealed runway and three on Figure 2-2 and are categorised in the following zones, based on the $ grass runways, a link taxiway and apron serving the passenger terminal. per square metre lease rate. Zone 1, with Hewletts Road frontage The main runway is a non-instrument Code 4 runway, by virtue of its length commands the highest lease rate, while Zones 2 and 3 command lower exceeding 1800m. rates, primarily due to the lack of main road frontage. Key features of Tauranga Airport’s runways are summarised in Table 2-1. Current occupants include the following:
Zone 1 – car dealers, petrol station, Turners Auctions, caravan sales, carpet retailer, hire company, boat sales, construction company. Take-off distance (m) Zones 2 and 3 – Bunnings, Amcor Packaging, Asado Food Runway Surface Width ASDA LDA (m) Manufacturing, self storage, Firestone, indoor go-carts. 1:20 1:50 1:62.5 07/25 Bitumen 45 1,825 1,885 1,885 1,825 07/25 Grass 60 775 775 775 04/22 Grass 60 640 640 640 16/34 Grass 45 700 700 700
TABLE 2-1 RUNWAY SUMMARY
Source: AIP NZ December 2007 Glossary: ASDA = Accelerate Stop Distance Available LDA = Landing Distance Available
Figure 2-3 shows the key facilities on the existing Airport layout including the four runways and the location of the installed navigational aids – Non- Directional Beacon (NDB) and Distance Measuring Equipment (DME). FIGURE 2-2 COMMERCIAL DEVELOPMENT ZONES 2.6.1. Facilities and Infrastructure 2.5.1. Future Role As well as a passenger terminal, Tauranga Airport provides a wide range of other facilities. These include approximately 40 aircraft hangars, It is reasonable to assume that TAA’s role would not change significantly servicing about 80 based general aviation aircraft. Tauranga also leases from the present within the 20 year planning horizon although there will an area of Airport-owned land for commercial business, while also likely need to be restraints on rates of growth of general aviation activity to providing areas for short-term and long-term car parking and the vital 2030. aviation support, rescue and fire fighting and control tower facilities. Over There is currently no strong desire on the part of the Airport or its owners and above the facilities described below, Tauranga Airport is also home to to provide for Tasman or other international services. Thus, the future role an historic aircraft museum.
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FIGURE 2-3 TAURANGA AIRPORT – EXISTING AIRFIELD LAYOUT
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3.1. Historical Activity 3.1.1. Passenger Movements 3 Forecasts and Passenger movement data from 2002 to 2008 has been provided by TAA and has reached 200,000 in 2008. There is no available passenger movement data for Tauranga Airport prior to 2002. The total number of passenger movements from 2002 – 2008 has been Demand increasing at a very strong Average Annual Growth Rate (AAGR) of 12.5%. See Figure 3-1. Subheadingt 250,000
200,000
150,000
100,000 Passenger Movements Passenger 50,000
0 2002 2003 2004 2005 2006 2007 2008 Historical Pax 98,785 122,235 141,924 153,359 171,665 185,745 200,000
FIGURE 3-1 HISTORICAL PASSENGER MOVEMENTS1 Source: TAA
3.1.2. Aircraft Movements Historical recording of actual aircraft movements has been carried out by the Tauranga Control Tower operated by Airways Corporation. These movements are categorised into Visual Flight Rules (VFR) and Instrument Flight Rules (IFR). See Figure 3-2 and Table 3-1.
1 Either a departure or an arrival or a transit event by a passenger. For airport traffic purposes one arrival and one departure of a passenger or passengers counts as two movements
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Historical Aircraft Movements (p.a.) 120,000 IFR VFR 100,000 Year VFR IFR TOTAL
1991 33,119 6,132 39,251 80,000 1992 44,568 5,919 50,487 1993 42,805 6,481 49,286 60,000 1994 42,913 6,601 49,514 40,000 1995 45,443 7,323 52,766 Movements Aircraft 1996 42,173 8,249 50,422 1997 54,880 8,634 63,514 20,000 1998 61,564 8,625 70,189
1999 69,135 8,671 77,806 -
1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2000 68,057 9,778 77,835 1991 2001 63,827 10,215 74,042 2002 62,917 9,247 72,164 FIGURE 3-2 HISTORICAL AIRCRAFT MOVEMENTS 2003 67,977 9,809 77,786 2004 68,163 11,059 79,222 It is recommended that TAA makes arrangements for the future recording 2005 73,758 11,988 85,746 of aircraft movements in a manner that separately identifies scheduled 2006 82,519 12,103 94,622 passenger aircraft movements and various GA movements (such as fixed 2007 86,256 11,679 97,935 wing, helicopter, gliders and circuits etc.). 2008 94,575 11,472 106,047 However, for the purposes of this Master Plan a separate analysis has TABLE 3-1 HISTORICAL AIRCRAFT MOVEMENTS been made from a sample of operational data for the month of May 2008, which was provided by TAA but was recorded by the Control Tower. The classification of aircraft movements into VFR and IFR is appropriate This sample data was analysed to estimate the percentage split between for flight operations. However, this classification is less relevant for airport scheduled and GA activities. These splits of aircraft movements were then master planning purposes as this does not closely mirror two of the scaled up to provide an estimated number of movements for the whole airport’s primary activities, scheduled passenger aircraft movements and year 2008. This estimate was then used for the “base-line” purposes for non-scheduled general aviation (GA) aircraft movements. the forecasts. See Table 3-2. It is reasonable to assume that VFR movements, comprising mainly small light single and twin engine aircraft, as well as microlights and gliders, represent solely GA aircraft movements. However, IFR movements are made up of the following two: Scheduled passenger aircraft movements, and
GA movements conducted under IFR.
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On the basis of this, it is estimated that the historical average annual Estimated Aircraft Flight Type Percentage Split growth rate for GA, including VFR and IFR, has been between 6.0% and Movements 2008 6.4%. Scheduled 1991 – 2008 2002 – 2008 Jet - - Turboprop 8% 8,700 Passengers - 12.5% General Aviation Total Aircraft Movements 6.0% 6.4% Fixed Wing 83% 88,100 VFR Movements Helicopters 9% 9,200 TABLE 3-4 AAGR – PASSENGER AND AIRCRAFT MOVEMENTS Total 100% 106,000 3.2. Growth Drivers TABLE 3-2 ESTIMATED AIRCRAFT MOVEMENTS 2008 The underlying growth drivers of aviation activity at airports include:
Source: May 2008 operational sample, Tauranga Airport Authority. Population growth 3.1.3. Historical Average Aircraft Seating Capacity Tourism (regional, national, world) An average aircraft seating capacity for scheduled aircraft was determined Growth in local industry, business using the May 2008 operational sample as this data provided aircraft types Regional and national GDP for each movement, to which seat capacities were ascribed. The total numbers of seats for the year were then estimated using the estimated Regional tourism marketing average aircraft size. This total number of seats and total passenger Local Council planning initiatives movements for 2008 indicated a base load factor of 67%. See Table 3-3. Airline marketing Airline competition 2008 Airline choices of fleet, aircraft size, schedule and frequency Total Annual Scheduled Movements (est.) 8,700 Mode of transport choices (air versus surface) and relative convenience and cost. Total Annual Seats (est.) 300,000 From these, the most relevant to air traffic at Tauranga Airport are 200,000 Total Passengers considered to be: 67% Estimated Load Factor Historical passenger growth rate (2002 – 2008) – 12.5% 34 Average Aircraft Seat Capacity Statistics New Zealand – Population Growth Forecast for Tauranga – TABLE 3-3 2008 AVERAGE AIRCRAFT SEATS AND LOAD FACTOR approximately 1.5% AAGR. NZ GDP growth forecasts (NZ Treasury) forecast – long term 2.9%, 3.1.4. Growth Rate Trends despite short term recessionary effects in 2009/10. The historical AAGR for total aircraft movements and VFR movements Figure 3-3 illustrates the historical passenger movements growth rate, derived from the data in Figure 3-2 and Table 3-1 are shown in Table 3-4. previous Master Plan’s passenger growth rate forecast (High and
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Medium), and also shows growth rates for various indices described above 3.3.2. Passenger Demand Projections (population growth and GDP growth). The adopted growth rates for master planning have been applied to current activity levels (2008 domestic) to generate demand projections for 30.0% Passenger year on year grow th passenger movements, shown in Figure 3-4 and Table 3-6. Historical Pax - AAGR 25.0% 2004 MP Pax Forecast - High 20.0% 2004 MP Pax Forecast - Medium 600,000 MP 2008 - High 15.0% Tauranga Population Forecast - AAGR MP 2008 - Median Treasury GDP Forecast 10.0% 500,000 MP 2008 - Low
5.0% Historical Passengers Growth % Growth 400,000
0.0%
2004 2006 2008 2010 2012 2014 2016 2018 2020 2022 2024 2026 2028 2030 -5.0% 2002 300,000 -10.0%
-15.0% 200,000
Year Passenger Movements
FIGURE 3-3 GROWTH RATES 100,000
3.3. Forecast Growth Rates and Projections 0
2004 2006 2008 2010 2012 2014 2016 2018 2020 2022 2024 2026 2028 2030 3.3.1. Passenger Movements 2002 From Figure 3-3 it can be seen that most indicators of growth for the region (GDP and population) are below 3%, while historical passenger growth rate has been higher than 10%. FIGURE 3-4 PASSENGER MOVEMENTS FORECAST The growth rates adopted for the Master Plan are shown in Table 3-5. High and Low rates have been adopted to indicate realistic upper and lower bound forecasts and growth rates have been further moderated from 2014 Domestic Passengers (p.a.) onwards over the 17 year period to 2030 to avoid unrealistic compounding growth effects. 2010 2015 2020 2025 2030 High 227,000 306,000 401,000 477,000 567,000 2009– 2013 2014 – 2020 2021 – 2030 Median 223,000 286,000 356,000 409,000 469,000 Domestic passengers – High 6.5% 5.5% 3.5% Low 218,000 267,000 317,000 347,000 379,000 Domestic passengers – Median 5.5% 4.5% 2.8% TABLE 3-6 PASSENGER MOVEMENTS FORECAST Domestic Passengers – Low 4.5% 3.5% 1.8% 3.3.3. Aircraft Movements – Scheduled TABLE 3-5 ADOPTED GROWTH RATES – PASSENGERS Scheduled aircraft movements have been forecast by estimating the future average aircraft seating capacities for domestic aircraft types expected to
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operate at Tauranga to/from three key destinations (i.e. Wellington, 16,000 Christchurch and Auckland). In similar way, a view of future load factors Scheduled - High has been taken based on historical load factors. 14,000 Scheduled - Median Scheduled - Low The results are shown in Table 3-7. 12,000 Scheduled - Historical 10,000 2010 2015 2020 2025 2030 8,000
Average seat capacity 37 41 47 53 57 6,000 Load Factor1 67% 75% 75% 75% 75% 4,000 Average passengers 25 30 36 40 42 Movements Scheduled Aircraft 2,000
TABLE 3-7 AVERAGE AIRCRAFT SIZE FORECAST 0
Note:
1991 1993 1995 1997 1999 2001 2003 2005 2007 2009 2011 2013 2015 2017 2019 2021 2023 2025 2027 2029 1. Numbers may not compute exactly due to rounding. FIGURE 3-5 SHEDULED AIRCRAFT MOVEMENTS FORECAST Applying these aircraft size/passenger forecasts to the annual passenger projections then generated future scheduled domestic aircraft movement 3.3.4. Aircraft Movements – General Aviation forecasts. These are shown in Figure 3-5 and Table 3-8. Growth rates for GA were discussed and agreed with TAA during the consultation process. Despite recent strong GA growth, growth rates from 2008 to 2030 have been set at practical moderated levels to account for Scheduled Aircraft Movements (p.a.) current efforts by TAA to show the rate of growth and to manage potential detrimental noise exposure to the community.
2010 2015 2020 2025 2030 However, while these growth rates are projected to taper off over the next High 9,100 10,050 11,180 11,970 13,350 10 years, they are still reasonably strong growth rates when compared with normal recreational GA growth experienced in New Zealand which is at a Median 8,940 9,390 9,920 10,270 11,050 rate of 1-2% per annum. See Table 3-9. Low 8,740 8,770 8,840 8,710 8,930
TABLE 3-8 SCHEDULED AIRCRAFT MOVEMENTS FORECAST 2009 - 2020 2021 - 2030 GA – High 4.0% 3.0% GA – Median 3.0% 2.0% GA – Low 2.0% 1.0%
TABLE 3-9 ADOPTED GROWTH RATES – GA MOVEMENTS
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These growth rates were then applied to the 2008 base of GA movements 3.3.5. Total Aircraft Movements derived from the May 2008 sample operational sample. These are shown Forecasts for scheduled and GA aircraft movements have been in Figure 3-6 and Table 3-10. aggregated into total aircraft movements as shown in Figure 3-7 and Table 3-11. GA Aircraft Movement Forecast (p.a.) Total Aircraft Movement Forecast (p.a.) 2010 2015 2020 2025 2030 High 105,000 128,000 156,000 181,000 210,000 2010 2015 2020 2025 2030 Median 103,000 118,000 138,000 153,000 168,000 High Low 101,000 111,000 121,000 126,000 131,000 Scheduled 9,100 10,050 11,180 11,970 13,350
TABLE 3-10 GA AIRCRAFT MOVEMENTS FORECAST GA 105,000 128,000 156,000 181,000 210,000 Total1 114,000 138,000 167,000 193,000 223,000 250,000 Median GA - High GA - Median Scheduled 8,940 9,390 9,920 10,270 11,050 200,000 GA - Low GA 103,000 118,000 138,000 153,000 168,000 GA - Historical Total1 112,000 127,000 148,000 163,000 179,000 150,000 Low Scheduled 8,740 8,770 8,840 8,710 8,930 100,000
GA 101,000 111,000 121,000 126,000 131,000 GA Aircraft GA Movements 1 50,000 Total 110,000 120,000 130,000 135,000 140,000
TABLE 3-11 TOTAL AIRCRAFT MOVEMENTS FORECAST 0
Note:
1993 1995 1997 1999 2001 2003 2005 2007 2009 2011 2013 2015 2017 2019 2021 2023 2025 2027 2029 1991 1. Numbers may not add due to rounding
FIGURE 3-6 GA AIRCRAFT MOVEMENTS FORECAST
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Whether the surrounding airspace is capable of safely handling that 250,000 level of future traffic, particularly considering the diverse mix of Total - High large/fast and small/slow aircraft. 200,000 Total - Median Total - Low Whether users of the airport themselves want that level of activity and Total - Historical 150,000 whether the major contributors to that level (GA) would be capable of meeting the costs of the necessary infrastructure.
100,000 A possible outcome of such further study by TAA might be a decision to progressively impose further restraints on growth on some components of
50,000 airport activity, targeting an acceptable long-term threshold and mix of Total Aircraft Movements traffic.
0 This Master Plan does not yet include any outcomes of an assessment of
desirable long term traffic levels or the application of possible future
1993 1995 1997 1999 2001 2003 2005 2007 2009 2011 2013 2015 2017 2019 2021 2023 2025 2027 2029 1991 restraints on growth.
FIGURE 3-7 TOTAL AIRCRAFT MOVEMENTS FORECAST 3.5. Busy Hour Aircraft Stand Demand Tauranga Airport does not formally hold or record information on busy day 3.4. Potential Restraints on Growth and busy hour movements and this information is not recorded in a The AAGR for GA aircraft movements from 1991 – 2008 has been just comprehensive way by Airways in the Control Tower. over 6%. The forecast level of total aircraft movements shown in Table However, sample information on Tauranga’s daily scheduled passenger 3-11 is still very high in the mid to later stages of the master planning movements (arrivals and departures) for a weekday was provided by horizon. By comparison, the busiest airport is currently Ardmore Airport Tauranga Airport. This data was analysed to determine the busy hour with approximately 200,000 annual movements. stand demand for that sample day which was shown to currently be a This high level of forecast movements is driven primarily by the GA maximum of two passenger aircraft. However, there are reported times component of traffic, projected at what are essentially unconstrained when a third stand is occupied due to maintenance or later-running growth rates, albeit at moderate rates. requirements. The implications of this possible level of growth are being studied by TAA Based on this analysis, the aircraft stand demand for 2030 was determined to assess: to be 5 Code C capable stands, based on the following long-term assumptions for morning peak departures: Whether TAA wishes to eventually be operating such a major GA facility. 2 Code C jets – Wellington and Christchurch Whether the aircraft noise exposure arising from that level of activity 1 Code C turboprop – Auckland would be acceptable to the community, noting that current levels of 1 Code B/C turboprop – another destination noise exposure are very close to existing District Plan noise control Possible 5th contingency stand. boundaries and higher traffic levels would likely require changes to District Plan controls. 3.6. Busy Hour Passenger Demand Based on the busy hour stand demand forecast assumptions above, a Whether the capacity of the system of runways and taxiways is busy hour passenger projection for 2030 was developed, as shown in capable of handling that level of future traffic. Table 3-12, based on the following key assumptions:
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MTP = Medium Turboprop (e.g. Q300)
LTP = Large Turboprop (e.g. Q400X)
RJ = Regional Jet (e.g. E190) Load Factor = 80%
Busy Hour Passenger Forecast 2030
Route Aircraft Seats Busy hour pax
TRG-AKL MTP 50 40
TRG-WLG RJ/LTP 100 80 TRG-CHC RJ/LTP 100 80
Other route MTP 50 40 Total 240
TABLE 3-12 BUSY HOUR PASSENGER FORECAST 2030
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4.1. Design Aircraft The largest aircraft which currently operates at Tauranga Airport is the 4 Planning B737-300 on charters a few times a year, while the largest scheduled aircraft regularly operating is the Bombardier Dash 8-Q300 turboprop aircraft. The main type of larger aircraft within the Master Plan 2030 horizon is Parameters expected to be Dash 8 sized (up to 74 seats) types. Nevertheless, as is the case at present, irregular charters by jet aircraft of the B737 size are likely to continue and within the 20 years period of this Master Plan, the aircraft Subheadingt size used can be anticipated to grow to B737-800 or A320/321 types. Therefore, flexibility should be preserved for limited operations by such larger Code C size aircraft. Key dimensions of the main aircraft types that could be expected to operate on the main runway within the 20 year time horizon of this Master Plan are illustrated on Figure 4-1.
FIGURE 4-1 AIRCRAFT DIMENSIONS
4.2. Airfield Planning Parameters Planning parameters to be adopted for the airfield are based on requirements in the CAANZ Advisory Circular AC139-6, (Aerodrome Design – All Aeroplanes above 5700 kg MCTOW) and CAANZ Advisory Circular AC139-7 (Aerodrome Design – All Aeroplanes at or below 5700 kg
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MCTOW - Non Air Transport Operations). (i) the aerodrome control provider and the aerodrome operator are Key planning parameters for the main runway 07/25 and grass runways the same, or there is written agreement between them regarding are provided in Table 4-1. the operation; and
(ii) the visibility is at least 5 km; and 1 3 1 2 Criteria Code B Code C (iii) neither runway is adversely affected by contaminants; and Runway strip width 60.0m/45.0m4 150.0m (iv) both aircraft are in two-way communication with aerodrome control; and 1 1 Runway centreline – taxiway centreline 52.0m 93.0m (v) pertinent traffic information is issued; and Runway width 45.0m (vi) the adjacent runway edges are clearly defined; and Runway shoulder width (each side) - (vii) one of the following applies— a. the adjacent edges of the two runways are not less than 165 Taxiway centreline – obstacle 21.5m 26.0m metres apart; or Taxilane centreline – obstacle 16.5m 24.5m b. both aircraft have an MCTOW of 5700 kg or less, and the Taxiway/Taxilane width 10.5m 15.0m/18.0m5 adjacent edges of the two runways are not less than 90 metres apart; or TABLE 4-1 PLANNING PARAMETERS FOR MAIN RUNWAY 07/25 c. both aircraft have an MCTOW of 2300 kg or less, and the Notes: adjacent edges of the two runways are not less than 60 1. CAANZ AC 139-6, CAANZ AC 139-7 Based on the rules above, in Tauranga Airport’s case, subject to these 2. Non-precision approach runway Code 4 for domestic operations other conditions being met, the provisions allow for simultaneous 3. Non-instrument runway day only, Code 2 for domestic operations operations by two small aircraft that could normally use a Code 1 runway 4. 60m strip width if used by aeroplanes with a wingspan 24m or less and 45m width if the wheelbase is 18m or less on parallel runways at a centreline to centreline separation distance less 5. 15m taxiway width if used by aeroplanes with a wheelbase less than 18m and 18m width if than 120.0m, and as close as 112.5m (for condition C above). the wheel base is 18m or more 4.4. Runway End Safety Area (RESA) Runway End Safety Areas (RESA) are cleared and graded areas 4.3. Parallel Runway Separation extending from the end of a runway strip to reduce the risk of damage to The current centreline to centreline separation distance between the main an aeroplane in the event of a runway undershoot or overrun. runway and the parallel grass runway is 111.5m. NZCAA Rule 139.51 requires airports operating runways for regular air According to the CAA rules in AC139-6 (and similar in AC139-7), a transport services to or from New Zealand to provide a RESA at the end of separation of 120.0m should be provided between parallel runways for the runway strip. simultaneous operations under Visual Meteorological Conditions (VMC) As Tauranga Airport is not operating international services this requirement when the larger runway Code number is Code 1. This can be interpreted is not mandatory. However, the RESA requirements would become as providing for simultaneous operations by small aircraft that could applicable if the main runway were to be extended (by 15m or more) or if normally use a Code 1 runway (i.e. less than 800m in length). the runway were to be upgraded to be an instrument runway. However, the provisions of Rule 172 state: The Master Plan identifies areas that there are land spaces potentially 172.281 Operations on parallel runway available for RESAs at the ends of the main Runway 07/25. Same direction parallel runway operations may be permitted by There are no requirements for RESAs on the grass runways. day when —
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4.5. Helicopter Operations Figure 4-2 depicts planning parameters for Touchdown and Lift-off Area (TALO), and Final Approach and Take-off area (FATO) and approach/departure paths for a Bell B212 design helicopter in accordance with AC139-8A (Aerodrome Design: Heliports).
FIGURE 4-3 FUTURE WHARF EXTENSIONS Source: Impact of Tauranga Port Developments on Tauranga Airport Operations – Hoskin Consulting Limited. FIGURE 4-2 HELICOPTER PLANNING PARAMETERS Source: CAA AC139-8A Aerodrome Design: Heliports The following are the study’s conclusions: 4.6. Constraints The proposed northern extension of the Sulphur Point Wharf by 170m will have no impact on the existing operations at Tauranga Airport. Physical and operational constraints to be taken into account for planning future development at Tauranga Airport are described below. The existing wharf can be extended to the south by up to 122m without effecting existing approach and departure procedures, 4.6.1. Port of Tauranga provided that the NDB operation and associated signal in space is in The possible expansion of the Port of Tauranga potentially creates a major accordance with the relevant parameters of ICAO Annex 10 Volume 1 operational constraint on Tauranga Airport, resulting from the cranes at the and navigation tolerances of ICAO PANS OPS Document 8168. An seaport penetrating Obstacle Limitation Surfaces (OLS) associated with extension of greater than 122m will require the existing NDB/DME the Airport. Runway 07 and RNAV (GNSS) Runway 07 Instrument Approaches to An aeronautical study was carried out by Hoskin Consulting Limited (HCL), be withdrawn. investigating the impact of Tauranga Port developments on Tauranga A proposed southern extension of greater than 286m would require Airport operations. See Figure 4-3. the Runway 25 instrument departures to be withdrawn. This limit is
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effectively as far as the wharf’s southern extension can go without A Sulphur wharf extension of 170m to the north and up to 122m to the placing at risk the Airport’s ability to accommodate IFR operations, south without the requirement for any change to the current operating noting the need for upgrading the electronic and visual navigation procedures at Tauranga Airport. aids. Further extension to the south of up to 286m, conditional upon the The relocation of the electronic ground based navigation aids to the Airport’s navigation aids being upgraded to VOR/DME and relocated northern side of the runway or on the extended centreline to the east to an on runway extended position or to the north side of the Airport. plus upgrading the NDB to a VOR would enable revised instrument An unlimited number of cranes may operate within the approaches to be developed for Runway 07 with the southern aforementioned extensions and existing wharf up to a maximum extension. As the full southern extension of 385m would only provide height of 100m AMSL. 46m of lateral clearance from the revised approaches VSS and given the size of the vertical penetration of the cranes through the Inner 4.6.2. Elevated Land Horizontal OLS, along with the higher than normal approach MDA/H a High ground in the southeast of the Airport site would require extensive safety case is likely to require additional lateral buffer to be achieved. earthworks to remove should this area be required for aviation purposes. Any southern extension would likely require upgrading the visual 4.6.3. Maori Burial Ground (Urupa) navigation aids, by supplementing the simple approach lighting A Maori burial ground (Urupa) is located adjacent to (and outside) the system and single side Precision Approach Path Indicator (PAPI), with Airport boundary in the southeast sector. No encroachment onto this area Runway Threshold Identification Lights (flashing strobes) and dual would be possible. side PAPI. 4.6.4. Marae If an ILS was to be implemented for Runway 07 the wharf’s southern A Marae is situated to the west of the main runway 07/25. Although extension would be limited to 319m or the southernmost crane would buildings on the marae do not infringe the OLS, some of the marae land be limited to an elevation not above 89.3 AMSL. Although an ILS lies close to the end of the runway strip end and ongoing dialogue with iwi would enable lower approach minima to achieved for Runway 07 it should ensure that this part of the land does not get developed in a way may not in effect enable any additional wharf extension over that of a that would induce gathering of people at the end of the runway. In addition, VOR given that the Runway 25 instrument departure requirement the marae and its premises and activities may be a future source of detailed in 3 above places a greater constraint on the wharf’s potential sensitivity to aircraft noise from airport operations. development. 4.6.5. Low Lying Land The development of a new instrument departure for Runway 25 for The southern portion of the Airport land holding is generally low lying. As a the full proposed southern extension of 385m would require higher consequence, the southern end of runway 16/34 becomes waterlogged take-off meteorological minima, maximum permitted turn to the south during wet water, particularly during the winter months, which results in on crossing runway end, enhance VOR navigation and extended flight periodic closure of the runway. by visual reference until passing the wharf. This would require Much of the area is understood to be the site of a former tip. As a completion of a full safety case and a successful outcome can not be consequence, there are potential contaminated soil issues that would need assured at this initial stage. to be addressed should any development of the area be proposed. The study also recommends that the Port of Tauranga and TAA Authority 4.7. Airport Noise agree that the next 10 year Tauranga District Plan permits: Use and development associated with Airport operations is required under the Tauranga District Plan to adopt the best practicable option to ensure
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noise levels do not exceed standards set at their innermost control boundaries. Noise emission levels resulting from aircraft operations have been predicted up to 2006 using methods recommended by NZS6805:1992 Airport Noise Management and Land-Use Planning. A combination of the airport boundary and the noise contours for 2006 have been used as a basis for the noise control provisions. The important controls for land use planning are the Air Noise Boundary (ANB) and Outer Control Boundary (OCB). The ANB lies virtually entirely within the property boundary of the Airport so the probability of noise sensitive land uses locating within this operational area is considered very low. For the most part, the OCB lies within the Airport property or over water. A small area intrudes into a corner of the Whareroa Marae Community Zone. See Figure 4-4. New noise-sensitive land uses are prohibited inside the ANB. However, between the ANB and the OCB noise-sensitive activities are required to be provided with appropriate noise insulation. There are no mandatory controls for activities outside the OCB. It is likely that redevelopment of the Airport may see support activities, such as visitor accommodation, wishing to locate nearby, in which case the insulation rules would apply. 4.8. Height Limitations The approach and departure surfaces as well as circling areas surrounding an Airport are defined by Obstacle Limitation Surfaces (OLS). OLS are conceptual (imaginary) surfaces associated with a runway system which identify the lower limits of the airspace surrounding an aerodrome above which objects become obstacles to aircraft operations. Activities and structures must not exceed a height indicated by the Airport Height Areas and Approach Surfaces, which are set out in the District Plan, unless an aeronautical study (in accordance with Civil Aviation guidelines) determines the proposal would not adversely affect the safety or significantly affect the regularity of aviation operations.
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FIGURE 4-4 CURRENT AIRPORT NOISE CONTROL BOUNDARIES Source : Tauranga District Plan
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In the development of an airport, the airport owner and stakeholders have made significant investments in the facilities that make up the infrastructure. As a consequence, an airport Master Plan should retain as 5 Infrastructure much as possible of existing facilities and infrastructure, where this is economically and operationally feasible. Also, the airport owner, in order Subheadingt to maximise returns from the overall airport asset, may choose to develop areas that are identified as not being required to accommodate aviation activities in the long-term. In the case of Tauranga Airport, all existing facilities are functioning satisfactorily and, assuming that they are well maintained, could be expected to do so throughout the 20 year planning horizon. 5.1. Runways An assessment was carried out to investigate the need for a potential future runway extension of the main Runway 07/25. This assessment took into consideration the domestic routes (especially the longest route) that would service to/from Tauranga within the master planning horizon, and the design aircraft flown on such routes. This assessment produced runway lengths required for the various aircraft types that would service on the longest domestic route (i.e. Christchurch – Tauranga and vice-versa). See Table 5-1.
Aircraft Type Runway Length Required1
B737-800/900 1800m Jet A320/321 1700m E190 1450m Q400X 1600m Turboprop Q300 1100m
TABLE 5-1 RUNWAY LENGTH ASSESSMENT Notes: 1. Assessment based on TRG-CHC (longest route from/to TRG)
This assessment concluded that the main Runway 07/25, with its current length of 1825m would satisfactorily be able to service all domestic routes
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using the largest Code C passenger aircraft type (B737-900) and that there expected that this will likely suffice for the planning period of this Master is no current need for an extension. Plan. As discussed in previous Section 4.4, there is no mandatory requirement However, as discussed in Section 4.6.1, an extension of the Port of for this runway to accommodate RESAs as the Airport serves only Tauranga wharf by more than 122m to the south would likely require a domestic routes, unless the runway is extended by a further 15m or if it is significant change to the current operating procedures and possibly require upgraded to an instrument runway. However, the Master Plan protects the installation of an ILS for Runway 07 approaches. The upgrading of the blocks of areas on both ends of the runway to show indicative (not runway to be a precision approach runway would require the runway strip imperative) RESA lengths for this runway. to be widened to 220m (for a domestic aerodrome under CAA AC139-6) or The two grass cross Runways 04/22 and 07/25 are retained in their to 300m (under ICAO Annex 14, Vol 1). existing configurations. With the centreline of the main runway being just 220m from the southern TAA advised that the current centreline to centreline separation distance building line of the terminal, there would be insufficient lateral clearance to between the parallel grass Runway 07/25 and main Runway is 111.5m. As position parked aircraft on the apron and accommodate a taxilane, if the mentioned previously in Section 4.3, according to the provision of Rule 172 300m runway strip width were to be adopted. the required minimum runway separation for parallel, simultaneous Code 1 However, there would be sufficient lateral clearance to allow for a 220m operations should be between 112.5m and 120.0m. wide strip. Therefore, it is recommended that long-term protection for a As is explained in Section 5.4 following, it is recommended that grass future 220m wide runway strip to be adopted for the main runway in this Runway 07/25 be slightly re-adjusted from its current centreline separation Master Plan. distance of 111.5m from the main runway to 114.0m. 5.3. Apron A location is also shown for a possible third parallel grass runway to the The Master Plan provides parking positions for 5 turboprop aircraft up to south of the main runway, at a separation of 210m, which would allow Q400 size on the passenger terminal apron. Alternatively, the apron simultaneous operations of Code C on the main runway and Code B on accommodation would be one B737-800 and three Q400s, all free-moving, that grass runway. See Figure 5-1. It is unlikely that this runway would be required for capacity reasons within The apron provides for a minimum of 6.5m clearance to the southern the Master Plan horizon, particularly given TAA efforts to restrain growth of building line of the terminal, 36.0m for parking a B737-800 (and for GA activity. manoeuvring turboprops), and 26.0m clearance to the taxilane. At that position, the taxilane is at a separation of 37.5m from the centreline of the The most likely reason for implementing such a runway in the future would grass runway and is able to accommodate: be if demand for GA hangar facilities required the development of a new precinct on the southern side of the Airport, in which case there would be Code C aircraft on the taxilane, Code C aircraft on the main runway, operational benefits from having a GA runway in close proximity, avoiding but no aircraft on the grass runway; or the need for crossing the main runway. Code A aircraft simultaneously on the taxilane, grass runway and Although it is quite unlikely that this third parallel runway will be needed, it main runway (with limitations of less than 2300kg MTOW for is recommended that the optimum alignment be identified and protected in simultaneous runway operations). the Master Plan. 5.2. Runway Strip The main Runway 07/25 is currently surrounded by a 150m wide runway strip, appropriate for a non-instrument domestic Code 4 runway. It is
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FIGURE 5-1 TAURANGA AIRPORT – 2030 APRON LAYOUT
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5.4. Taxiways The Master Plan provides for the apron taxilane to be multi-purpose, being: A Code C taxilane servicing the apron A Code A taxiway, allowing simultaneous Code A operations on the grass runway, and A future Code C taxiway alignment, allowing simultaneous Code C operations on the main runway. It is envisaged that a future Code C taxiway would not need to extend the full length of the main runway because of the low frequency of operations by jet aircraft that would need to use the full length of the runway. Instead, the future Code C taxiway is indicated to extend east and west to the thresholds of the grass 07/25 runway, providing access to that runway but also to the main runway at positions allowing for sufficient distances for take-off and landing for aircraft up to Q400 size, being: 1450m from Runway 07 threshold to eastern taxiway link 1600m from Runway 25 threshold to the western taxiway link Additional taxiway enhancements shown in the Master Plan include: Recommended sealing of three taxilanes servicing the GA facilities in the north of the Airport FIGURE 5-2 RUNWAY SEPARATION DISTANCES Relocation to the west of a short section of the link taxiway from the northern GA facilities area, needed in the long term to accommodate the westerly extension of the passenger terminal apron 5.5. Terminal In 2008, a terminal concept was developed that catered for a possible Extension of link taxiways southwards to service a third parallel second airline operation at the Airport. This concept’s strategies are as runway, should that ever be built. follows: The Master Plan separation dimensions are summarised in the following Pedestrian plaza along the terminal front and a pedestrian Table 5-2 and Figure 5-2. environment along the landside face of the terminal. Allocating sufficient car rental and taxi parking spaces into the Master Plan Separation Distances (m) northwest of the passenger building. Expansion of short term and long term carpark. Main Runway 07/25 centreline – Grass cross Runway 07/25 centreline 114.0 Future roundabout proposed to aid traffic near the short term carpark Main Runway 07/25 centreline – Centreline of Code C taxiway 151.5 egress and access to GA hangars Centreline of Code C taxiway – Apron (aircraft parking) 26.0 Strategies for the proposed developments inside the passenger terminal TABLE 5-2 RUNWAY AND TAXIWAY SEPARATION GUIDE building are as follows:
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Providing new security screening for secured departures lounge. 5.7. Commercial Extending inbound reclaim conveyor Sites to the north and northeast of the Airport boundary are virtually fully occupied with leased commercial businesses. Providing an expanded, secure departures lounge with two common user departure gates TAA has advised that it does not intend to extend areas of commercial activities beyond the current areas, within the Master Plan horizon. Separating arriving and departing passenger flows and eliminating flow of arrivals passengers through check-in
Providing café seating landside and airside Existing kitchen area to serve both cafes Providing new common user check-in desks and improved outbound BHS Extending the inbound reclaim conveyor to 20m presentation length Expanding the arrivals hall / baggage reclaim and provide a new forecourt canopy The primary reason for the expansion of the arrivals hall to the eastern side is for the requirement to extend inbound reclaim. While in the departure hall, the primary reason for the reconfiguration of the departure layout area is to cater the extension of check-in facilities and the allocated new security screening. The Terminal Master Plan is shown in Figure 6-2 and the Terminal Building Master Plan is at Figure 6-3. 5.6. Navigation and Landing Aids Currently, the installed navigation aids at the Airport (NDB and DME) are located at the southwest of the Airport site. This location is appropriate and is retained in the Master Plan. The recent study from Hoskin Consulting Limited noted that the current aircraft landing/taking-off procedures would not require any changes as long as southerly extensions to the Sulphur Point wharf and extent of port crane operations was limited to no more than 122m. However, an extension of the wharf and crane operations further than 122m to the south would require changes to airport procedures and would likely require upgrading of visual navigation aids (possible approach lighting system) and a possible instrument landing system, as discussed in Section 4.6.1.
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6.1. Airport Master Plan The Tauranga Airport Master Plan 2030 is shown in Figure 6-1. It 6 Master Plan addresses all the issues and facilities discussed in this report. Key features of the Master Plan are as follows: Retention of the existing main Runway 07/25 without need for an extension. Protection of a 220m wide runway strip around the main runway Identification and protection of areas for possible future RESAs at each end of the main runway (not a mandatory requirement at this stage). Identification of the alignment of a taxiway that would serve as a partial length Code C parallel taxiway to the main runway, a full length Code A taxiway to the grass runway and a Code C taxilane to the apron.
The existing grass crosswind Runway 16/34 is retained.
The existing grass Runway 04/22 is retained primarily for glider and microlight operations. Identification and protection of the alignment for a possible third parallel grass runway to the south of the main runway, with link taxiways to the northern GA facilities area. The existing passenger terminal is retained with provision for future
expansion.
Apron expansion catering for 5 Code C turboprop aircraft (Q400) or 1 B737-800 and 3 Q400’s. Provision for future car parking capacity to the east of the passenger terminal The existing installed NDB/DME is retained. The existing control tower and rescue and fire fighting facility are retained.
A gliding and microlight aircraft operations zone is indicated on the
southwest side of grass Runway 04/22.
Commercial zones are provided around the northern perimeter of the northern sector.
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Two main GA and helicopter facilities are provided in the northern sector and northeast sectors along with FATOs. Land allocated for expansion of the Urupa (burial ground) in the southeast sector. Provision of green space (undeveloped land) in the southern sector. 6.2. Terminal Master Plan Key features of the Terminal Master Plan are illustrated in Figure 6-2 and include: Separation between arriving and departing passenger flows. Expansion of the arrival hall to the east site to provide baggage reclaim facilities extension. Expansion of secured departure lounge with the new security screening and the possible expansion departure terminal to west site.
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FIGURE 6-1 TAURANGA AIRPORT – 2030 AIRPORT MASTER PLAN
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FIGURE 6-2 TAURANGA AIRPORT – 2030 TERMINAL MASTER PLAN
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FIGURE 6-3 TERMINAL BUILDING MASTER PLAN
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