PROPOSED NORTHERN RUNWAY FOR AUCKLAND INTERNATIONAL AIRPORT LIMITED - NOTICES OF REQUIREMENT TO ALTER DESIGNATIONS 1100 AND 1102
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PROPOSED NORTHERN RUNWAY FOR AUCKLAND
INTERNATIONAL AIRPORT LIMITED
NOTICES OF REQUIREMENT TO ALTER
DESIGNATIONS 1100 AND 1102
3364054
GLOSSARY AND ACRONYMS
Aircraft Noise The High Aircraft Noise Area, the Moderate Aircraft Noise Area, and the Aircraft
Contours Noise Notification Area.
ANNA Aircraft Noise Notification Area: which is the area generally between the 55 dB
Ldn and 60 dB Ldn future aircraft noise contours as shown on the Aircraft Noise
Overlay Map for Auckland International Airport.
ASAN Activities Sensitive to Aircraft Noise: which means any dwellings, boarding
houses, tertiary education facilities, marae, integrated residential development,
papakainga, retirement village, supported residential care, educational
facilities, care centres, hospitals and healthcare facilities with an overnight stay
facility.
Auckland Unitary Auckland Unitary Plan – Operative in Part.
Plan
CIAs Cultural Impact Assessments.
CMA Coastal Marine Area.
CVAs Cultural Values Assessments.
dB Decibel. The unit of sound level. Expressed as a logarithmic ratio of sound
pressure P relative to a reference pressure of Pr=20 µPa i.e. dB = 20 x
log(P/Pr).
Designated The northern runway provided for in the existing conditions of Designation 1100
Northern Runway with an operational length of 2,150 metres.
Existing Runway The current operational southern runway.
GDP Gross Domestic Product.
HANA High Aircraft Noise Area: which is the area generally within the 65 dB Ldn future
aircraft noise contours as shown on the Aircraft Noise Overlay Map for
Auckland International Airport.
Ldn The day night noise level which is calculated from the 24 hour LAeq with a 10 dB
penalty applied to the night-time (2200-0700 hours) LAeq.
MANA Moderate Aircraft Noise Area: which is the area generally between the 60 dB
Ldn and 65 dB Ldn future aircraft noise contours as shown on the Aircraft Noise
Overlay Map for Auckland International Airport.
NORs Notices of Requirement to alter Designations 1100 and 1102 in the Auckland
Unitary Plan.
NOR Report The report and assessment of environmental effects accompanying the NORs.
NZCPS New Zealand Coastal Policy Statement 2010.
OLS Obstacle Limitation Surfaces: which are defined areas around and above an
aerodrome intended for the protection of aircraft within the vicinity of an
aerodrome.
3364054
Proposed The location of the second runway determined as the preferred runway option
Northern Runway from the assessment of alternatives (known as Option 3), located to the north
of the Existing Runway with an operational length of 2,983 metres.
RESA Runway End Safety Area.
REPA Runway End Protection Areas, which refers to those areas where the chance
of an incident where an aircraft would impact the ground is of a level
(statistically) that may represent a public hazard.
RMA Resource Management Act 1991.
TKITA Te Kawerau Iwi Tribal Authority.
TORA Take-off run available: The length of runway declared available and suitable for
the ground run of an aeroplane taking off.
3364054
FORM 18 (Designation 1100)
NOTICE OF REQUIREMENT BY AUCKLAND INTERNATIONAL AIRPORT LIMITED
FOR AN ALTERATION TO EXISTING DESIGNATION 1100
UNDER SECTION 181 OF THE RESOURCE MANAGEMENT ACT 1991
TO: Auckland Council
Private Bag 92300
Auckland 1142
FROM: Auckland International Airport Limited ("Auckland Airport")
PO Box 73020
Manukau
Auckland 2150
Auckland Airport, as a requiring authority under section 167 of the Resource Management Act 1991
("RMA"), gives notice of a requirement to alter Designation 1100 in the Auckland Unitary Plan.
Auckland Airport was approved as a requiring authority by notice in the New Zealand Gazette . A copy
of the relevant Gazette notice and Order in Council are attached as Appendix 1.
The site to which the requirement applies
The site to which the alteration applies is Auckland International Airport at George Bolt Memorial Drive,
Mangere. The site to which the requirement relates is owned by Auckland Airport (refer Appendix 2 for
a schedule of titles owned by Auckland Airport).
The nature of the proposed work
The alteration is to enable the construction and operation of a longer second runway, to the north of the
existing runway at Auckland Airport. Designation 1100 already enables the use of the designated land
at Auckland Airport for runways and other aircraft operations, as well as expressly providing for a second
runway of 2,150 metres (operational length), to be located to the north of the existing runway and west
of the alignment of George Bolt Memorial Drive.
The proposed alterations to Designation 1100 do not seek to alter the area of land already designated.
Rather, they propose to amend the conditions of Designation 1100 to enable the construction and
operation of a second runway of 2,983 metres (operational length).
The proposed alterations to Designation 1100 are described in section 2 of the attached report ("NOR
Report").
The nature of the proposed conditions
The proposed conditions are attached as Appendix 4. The proposed alterations to the conditions of
Designation 1100 will enable the construction of a longer second runway, north of the Existing Runway.
No changes are sought to the area of land already designated for airport purposes under Designation
1100.
3364054 1
The effects of the alteration on the environment, and the ways any adverse effects will be
mitigated
An assessment of the potential effects and a summary of the proposed measures to avoid, remedy or
mitigate any potential adverse effects of the alterations are set out in section 7 of the NOR Report.
In summary, the construction and operation of a longer second runway will enable Auckland Airport to,
by 2044, provide a range of positive effects including:
• increased operational capacity to process up to 40 million passengers;
• creation of up to 27,000 new full time jobs;
• a $1.4BN lift in household incomes; and
• a $2BN lift in Auckland's GDP.
Potential adverse effects associated with the Proposed Northern Runway include:
• noise effects;
• archaeological effects;
• cultural effects; and
• ecological effects.
The assessment of environmental effects (described in section 7 of the NOR Report) concludes that
any potential adverse effects arising from the construction and operation of a longer second runway can
be adequately managed so that adverse effects are avoided, remedied or mitigated.
Proposed alterations to the conditions to avoid, remedy or mitigate any potential adverse effect are
attached as Appendix 4 to the NOR Report.
Alternative sites, routes and methods have been considered to the following extent
Auckland Airport undertook an extensive option evaluation process before the Proposed Northern
Runway option was selected. Existing environmental values within northern and southern "areas of
influence" were assessed. Ten runway options were then developed and a process to identify a
preferred runway option followed that assessment phase. The preferred runway option selection
process involved a multi-criteria analysis of social, environmental, economic and cultural criteria.
Consultation with various key stakeholders has also assisted this process.
The assessment of alternatives is described in more detail in section 6 of the NOR Report.
The alteration is reasonably necessary for achieving the objectives of the requiring authority
In the 50 years since Auckland Airport opened, the Airport has evolved and grown from only several
hundred thousand passengers in 1966 to 19 million in 2017. By 2044, passenger numbers are predicted
to increase to 40 million per year. To cater for the predicted growth in passenger numbers and the
aircraft that will be needed to cater for the growth, the Designated Northern Runway needs to be 72
metres further north than is currently provided for in Designation 1100, and extended from 2,150 metres
to 2,983 metres (operational length).
The Proposed Northern Runway will be located to the north of the new integrated terminal and will run
parallel with the Existing Runway. Moving the Designated Northern Runway further north and extending
the length of that Runway will provide greater capacity needed to accommodate the anticipated
passenger growth. The Proposed Northern Runway will primarily support larger planes such as A380,
B777 and B787 but will also accommodate transpacific and north-bound domestic flights. A longer
second runway will also provide operational resilience in the event that the Existing Runway needs to
3364054 2
be closed. By maximising the use of the Existing Runway, the Proposed Northern Runway is expected
to be operational by 2028.
Auckland Airport's objectives for the alteration are to:
• ensure that over the next 30-50 years, the aeronautical capacity of the runway system can
efficiently meet forecast demand by increasing the maximum runway operational length of the
Designated Northern Runway from 2,150 metres to 2,983 metres;
• ensure that the runway system continues to meet terminal operational requirements by
increasing separation distance between the two runways from 1,950 metres to 2,022 metres;
and
• minimise the effects of aircraft noise impacts on the surrounding community as far as practicable
whilst also minimising adverse environmental and cultural effects.
The proposed alterations are reasonably necessary for achieving these objectives.
The following resource consents are needed for the proposed activity and have been applied for
Resource consents are held for earthworks, stormwater diversion and discharge, and reclamation of
permanent streams in association with the implementation of Designation 1100. It is anticipated that
these resource consents permit the construction of the Proposed Northern Runway without the need for
any additional regional consents. As detailed design of the Proposed Northern Runway progresses,
any further consents needed will be sought accordingly.
The following consultation has been undertaken with parties that are likely to be affected
Auckland Airport has consulted with those parties considered to have a particular interest in the
Proposed Northern Runway:
• Central and Local Government Representatives
• Ministry of Education
• New Zealand Transport Agency
• Auckland Transport
• Civil Aviation Authority
• Board of Airlines Representatives New Zealand Inc.
• Air New Zealand
• Airways New Zealand
• Affected landowners within the proposed expanded area of the Aircraft Noise
Contours
• Mana whenua
• Housing New Zealand Corporation
• Heritage New Zealand
• Aircraft Noise Community Consultative Group
• Auckland: The Plane Truth
• Ernest Kirk
The consultation undertaken are described in section 12 of the NOR Report.
Auckland Airport attaches the following information required to be included in this notice by the
District Plan, Regional Plan or any regulations made under the RMA
No specific information is required to be included in this notice by the Auckland Unitary Plan.
3364054 3
..................................................................................................... Kellie Roland Manager Airport Planning Date: 14 August 2017 Address for service: c/- Russell McVeagh Level 30, Vero Centre 48 Shortland Street PO Box 8 Auckland 1140 Attention: Lauren Eaton lauren.eaton@russellmcveagh.com 3364054 4
FORM 18 (Designation 1102)
NOTICE OF REQUIREMENT BY AUCKLAND INTERNATIONAL AIRPORT LIMITED
FOR AN ALTERATION TO EXISTING DESIGNATION 1102
UNDER SECTION 181 OF THE RESOURCE MANAGEMENT ACT 1991
TO: Auckland Council
Private Bag 92300
Auckland 1142
FROM: Auckland International Airport Limited ("Auckland Airport")
PO Box 73020
Manukau
Auckland 2150
Auckland Airport, as a requiring authority under section 167 of the RMA gives notice of a requirement
for an alteration to Designation 1102 in the Auckland Unitary Plan.
Auckland Airport was approved as a requiring authority by notice in the New Zealand Gazette. A copy
of the relevant Gazette notice and Order in Council are attached as Appendix 1.
The site to which the requirement applies
The sites to which the requirement relates are, for the most part, not owned by Auckland Airport. A
schedule of titles is attached as Appendix 30.
The nature of the proposed work
Alterations to Designation 1102 seek to update the relevant specifications for obstacle limitation
surfaces, restrictions relating to runway end protection areas, requirements for non-aeronautical ground
lights adjacent to extended runway centre lines pertaining to both the Existing Runway and Proposed
Northern Runway.
The proposed alterations to Designation 1102 are described in section 8 of the NOR Report.
The nature of the proposed conditions
The purpose and explanatory commentary for Designation 1102 is proposed to be altered to reflect the
revised specifications obstacle limitation surfaces, restrictions relating to runway end protection areas,
and requirements for non-aeronautical ground lights adjacent to extended runway centre lines pertaining
to both the Existing Runway and Proposed Northern Runway, which is proposed to be altered as a result
of the alterations proposed to the Designated Northern Runway in Designation 1100 and to ensure
compliance with the Civil Aviation Authority's Advisory Circular AC129-6 (Revision 5). The proposed
conditions to Designation 1102 are attached as Appendix 35.
3364054 5
The effects of the alteration on the environment, and the ways any adverse effects will be
mitigated
The effects of the proposed alterations to Designation 1102 are technical in nature and affect land owned
by Auckland Airport. In respect of land not owned by Auckland Airport, the changes do not otherwise
create any additional effects on landowners over and above the underlying zoning provisions
(specifically in relation to the height of buildings and structures).
Alternative sites, routes and methods have been considered to the following extent
The extent and geometry for each specification within Designation 1102 is based on the approach
category of the runway in addition to threshold coordinates and the aerodrome datum. Therefore,
Designation 1102 is contingent on Designation 1100 insofar as the coordinates of the Existing Runway
and Proposed Northern Runway are set by that designation. As such, no alternative sites, routes or
methods can reasonably be considered in respect of Designation 1102.
The alteration is reasonably necessary for achieving the objectives of the requiring authority
The alterations are necessary to allow Auckland Airport to operate the aerodrome in a safe and efficient
manner. The alterations meet Auckland Airport's objectives insofar as they:
• ensure that over the next 30-50 years, the aeronautical capacity of the runway system can
efficiently meet forecast demand by increasing the maximum runway operational length of the
Designated Northern Runway from 2,150 metres to 2,983 metres;
• ensure that the runway system continues to meet terminal operational requirements by
increasing separation distance between the two runways from 1,950 metres to 2,022 metres;
and
• minimise the effects of aircraft noise impacts on the surrounding community as far as practicable
whilst also avoiding or minimising other adverse environmental and cultural effects.
The proposed alterations are reasonably necessary for achieving these objectives.
The following resource consents are needed for the proposed activity and have been applied for
No resource consents are required to give effect to Designation 1102.
The following consultation has been undertaken with parties that are likely to be affected
Auckland Airport has consulted with those parties considered to have a particular interest in the second
runway:
• Central and Local Government Representatives
• Ministry of Education
• New Zealand Transport Agency
• Auckland Transport
• Civil Aviation Authority
• Board of Airlines Representatives New Zealand Inc.
• Air New Zealand
• Airways New Zealand
• Affected landowners within the proposed expanded area of the Aircraft Noise
Contours
• Mana whenua
• Housing New Zealand Corporation
• Heritage New Zealand
3364054 6
• Aircraft Noise Community Consultative Group
• Auckland: The Plane Truth
• Ernest Kirk
The consultation undertaken are described in section 12 of the NOR Report.
Auckland Airport attaches the following information required to be included in this notice by the
District Plan, Regional Plan or any regulations made under the RMA
No specific information is required to be included in this notice by the Auckland Unitary Plan.
.....................................................................................................
Kellie Roland
Manager Airport Planning
Date: 14 August 2017
Address for service:
c/- Russell McVeagh
Level 30, Vero Centre
48 Shortland Street
PO Box 8
Auckland 1140
Attention: Lauren Eaton
lauren.eaton@russellmcveagh.com
3364054 7CONTENTS 1. INTRODUCTION .................................................................................................................................9 2. PROPOSED ALTERATIONS TO DESIGNATION 1100 ...................................................................11 3. SITE DESCRIPTION .........................................................................................................................13 4. BACKGROUND .................................................................................................................................15 5. ENVIRONMENT BASELINE REPORTS FOR ALTERATIONS TO DESIGNATION 1100 ...............20 6. ASSESSMENT OF ALTERNATIVES FOR DESIGNATION 1100 ....................................................23 7. ASSESSMENT OF ENVIRONMENTAL EFFECTS OF PROPOSED ALTERATIONS TO CONDITIONS OF DESIGNATION 1100 ...........................................................................................32 8. PROPOSED ALTERATIONS TO 1102 AND ASSESSMENT OF EFFECTS ...................................41 9. ASSESSMENT OF RELEVANT PLANNING PROVISIONS IN RELATION TO ALTERATIONS TO DESIGNATIONS 1100 AND 1102.....................................................................................................46 10. REASONABLY NECESSARY ...........................................................................................................55 11. OTHER MATTERS ............................................................................................................................57 12. STAKEHOLDER AND COMMUNITY CONSULTATION ..................................................................57 13. NOTIFICATION .................................................................................................................................59 14. CONCLUSION...................................................................................................................................59 15. SCHEDULE OF APPENDICES.........................................................................................................60 3364054 8
1. INTRODUCTION
1.1 Auckland Airport connects Auckland with New Zealand and New Zealand with the world. It is
fundamental to the prosperity of Auckland and is critical to New Zealand's trade and tourism
market. Based on current projections, over the next 30 years Auckland Airport will contribute
up to 27,000 new full time jobs, provide a $1.4BN lift in household incomes, and a $2BN lift in
Auckland's GDP.
1.2 With 99% of visitors to New Zealand arriving by air, the aviation sector is "a fundamental driver
of tourism".1 As stated in a recent Tourism 2025 report:2
There has been a major step-change in New Zealand's connectivity with the
world. More airlines are flying to and from New Zealand, operating with increased
capacity on more routes, right around the Pacific Rim and beyond. New Zealand
has never been as well connected via its aviation networks and further substantial
capacity growth is planned. There has been matching investment in airport
facilities to accommodate the growth and to promote route opportunities to
airlines. A more competitive domestic aviation market has developed which has
increased capacity and reduced fares on many routes. The wider tourism industry
has a better understanding of its role in supporting sustainable air connections.
1.3 New Zealand's air connections with the rest of the world continue to expand at a rapid pace.
Such connections are critical to both tourism and the wider economy. The development of
airport infrastructure enables New Zealand to future proof its ability to compete globally as a
well-connected, high value economy.
1.4 Currently handling 19 million passengers annually,3 Auckland Airport is the third largest airport
in Australasia for international traffic and the second largest cargo port in New Zealand by
value.4 In order to realise the current projected growth of 40 million passengers a year by
2044, Auckland Airport needs to continue to strengthen its aeronautical capacity.
1.5 Auckland Airport is approaching a critical time for capital investment. Major expansions to the
international terminal are underway and further international developments are planned, along
with the integration of domestic and international facilities. Along with the planned second
runway, the forecast capital envelope for the next ten years is unprecedented in the 50 year
history of Auckland Airport.
1.6 Planning for this growth requires an appreciation of balance between the needs of aviation
activities, operational requirements, commercial opportunity and landside connectivity, within
the wider local, regional and national planning and environmental context. To this extent,
Auckland Airport published the most recent iteration of its Masterplan in 2014. The 2014
Masterplan:
(a) was commercially focussed;
(b) was planned, affordable, stage-able and implementable;
1
Tourism 2025, Growing Value Together, (March 2014) available at http://www.tourism2025.org.nz/tourism-2025-
archive/grow-sustainable-air-connectivity-2/.
2
Tourism 2025, Growing Value Together Two Years On, (May 2016) available at
http://www.tourism2025.org.nz/assets/Documents/TIA-T2025-Doc-NewLogo.pdf.
3
Auckland Airport, June 2017 Monthly Traffic Update, (issued 24 July 2017) and available at
.
4
Arup, Second Runway Option Development, (September 2016) at 15.
3364054 9(c) provided the right initial position that permits effective responses to future changes
and shifts;
(d) had a time horizon of 2044 (30 year vision);
(e) considered environmental, social and cultural impacts; and
(f) enabled a high quality experience for passengers, airlines, resident workers and
visitors.
1.7 The strategic drivers of the 2014 Masterplan included the need for dual future proofed
runways, a resilient mid-field capable of accommodating Code-F aircraft, along with an
integrated terminal with a southern location for the domestic sector and a northern location for
the international sector.
1.8 Auckland Airport's key objectives in the development and delivery of a second runway include:
(a) ensuring that over the next 30-50 years, the aeronautical capacity of the runway
system can efficiently meet forecast demand by increasing the maximum runway
operational length of the second runway in the existing designation ("Designated
Northern Runway") from 2,150 metres to 2,983 metres;
(b) ensuring that the runway system continues to meet terminal operational
requirements by increasing separation distance between the two runways from
1,950 metres to 2,022 metres; and
(c) minimising the effects of aircraft noise impacts on the surrounding community as far
as practicable whilst also minimising adverse environmental and cultural effects.
1.9 In order to facilitate the development of a second runway that has a longer operational length
(of 2,983 metres) and is located 72 metres further to the north than the Designated Northern
Runway ("Proposed Northern Runway"), Auckland Airport needs to alter Designation 1100
to enable the construction and operation of the Proposed Northern Runway as shown on
Figure 1 below.5
1.10 In order to ensure that Auckland Airport does not become capacity constrained, Auckland
Airport needs to seek the necessary planning approvals by way of alterations to its existing
Designations now. Delays from aircraft using the current operational southern runway
("Existing Runway") are currently projected to be within benchmark levels. However, based
on forecast growth, delays are projected to exceed benchmark levels by 2027 (with delays
significantly exceeding benchmark levels by 2032). As a result, a second runway that is
capable of accommodating long haul international flights is projected to be required by 2028.
5
Figure 1 shows the operational length of the Proposed Northern Runway, which is the length of runway available and
suitable for the ground run of an aircraft taking off and is otherwise known as the Take-Off Run Available ("TORA")
and the total length, which includes the operational length and the Runway End Safety Areas.
3364054 10Figure 1 - Proposed Northern Runway
1.11 As a result of the proposed alterations to Designation 1100, Auckland Airport is also required
to alter Designation 1102 as the location of the Runway End Protection Areas ("REPA") and
Obstacle Limitation Surfaces ("OLS") are determined by the location of the Proposed Northern
Runway. Alterations are also proposed to Designation 1102 to comply with the Civil Aviation
Authority's Advisory Circular AC129-6 (Revision 5).
1.12 The effects of these proposed alterations are discussed in detail in the assessment of
environmental effects in this NOR Report and the supporting technical reports that have been
prepared in respect of these NORs.
2. PROPOSED ALTERATIONS TO DESIGNATION 1100
2.1 Auckland Airport seeks to alter the conditions of Designation 1100 in the Auckland Unitary
Plan – Operative in Part ("Auckland Unitary Plan") to provide for a second runway that has
a longer operational length and is located 72 metres further to the north than the Designated
Northern Runway.
2.2 No changes are sought to the extent of land designated for airport purposes under Designation
1100. A schedule of properties to which Designation 1100 applies is attached at Appendix 2.
2.3 Auckland Airport proposes, through amendments to the conditions of Designation 1100, to
increase the operational length of the Designated Northern Runway from 2,150 metres to
2,983 metres. The increased length will provide increased capacity to Auckland Airport's
current operations and allow greater operational flexibility in terms of the use of the Proposed
Northern Runway for wide-bodied aircraft.
3364054 112.4 The separation distance between the Existing Runway and the Designated Northern Runway
is to be increased from 1,950 metres to 2,022 metres. The 72-metre additional separation
allows for independent, simultaneous operations from both runways as well as allowing
sufficient space in the midfield area for accommodating larger Code F (e.g. A380, B777 and
B787) aircraft stands between terminal piers.
2.5 The locational effect of changes to the Designated Northern Runway are illustrated in Figure 2
below.
Figure 2 - Locational effect of proposed alterations to the Designated Northern Runway
2.6 As a result of the change to the length and location of the Designated Northern Runway, the
extent of the Aircraft Noise Contours also change. Auckland Airport seeks that the Aircraft
Noise Contours in Designation 1100 be altered to reflect the extent of the Aircraft Noise
Overlay contours in the Auckland Unitary Plan,6 as shown in Figure 3 and Appendix 3. A
plan showing the comparison of the existing designated Aircraft Noise Contours and the
proposed Aircraft Noise Contours is also included in Appendix 3.
6
The Aircraft Noise Contours in the Aircraft Noise Overlay were confirmed through the Auckland Unitary Plan process
and are now operative.
3364054 12Figure 3 - Proposed Aircraft Noise Contours
2.7 Amendments to the conditions relating to the noise mitigation package for dwellings and the
reporting of noise monitoring and methods for reducing aircraft noise are also proposed. The
proposed alterations to the conditions of Designation 1100 and a summary table explaining
each of the proposed amendments is attached in Appendix 4.
3. SITE DESCRIPTION
3.1 Auckland Airport is located on the eastern side of Manukau Harbour. As illustrated in Figure 4,
the land containing the runway and terminal buildings lies to the south of Oruarangi Creek and
to the west of Pūkaki Creek and is surrounded to the west and south by the Manukau Harbour.
Figure 4 identifies the extent of the area of land designated under Designation 1100.
3364054 13Figure 4 - Site location plan of Auckland Airport
3.2 Ground transport access to the Airport is from two main locations, from the north along George
Bolt Memorial Drive (State Highway 20A) and from the east along Puhinui Road (State
Highway 20B) and across a bridge over the Pūkaki Creek.
3.3 Further Auckland Airport landholdings lie to the east of Pūkaki Creek. Much of this land, like
most of Auckland Airport's extensive landholdings, are designated for airport purposes. A
schedule of titles to which Designation 1100 relates is attached at Appendix 2. The only
Auckland Airport landholding not so designated is the land to the south of Puhinui Road. That
land is subject to a Light Industrial zoning and lies within Puhinui Sub Precincts A and B in the
Auckland Unitary Plan, which provides for limited airport related activities.
3.4 The Airport land is undulating, with the highest point located along a natural east / west ridge
in the centre of the site (generally in the area currently designated for the second runway).
The land falls away from this high point to the east and north. Land to the south around the
Existing Runway is generally low lying with sections of the Existing Runway having been
reclaimed.
3.5 The Manukau Harbour is an important ecological resource and contains large areas for wader
and shorebird roosting and feeding. An important geological feature, the Ihumatao fossilised
kauri forest, lies in the intertidal area to the west of the Proposed Northern Runway.
3.6 Areas to the north of the Proposed Northern Runway and between the Proposed Northern
Runway and the Existing Runway have been or are being developed for a range of airport-
related activities, as well as warehousing, heavy transport and distribution activities.
3.7 The environment on and around the area proposed for the Designated Northern Runway has
already been significantly modified. Earthworks and some associated stream works were
carried out in 2007 and 2008 to form the northern runway platform (based on the Designated
Northern Runway layout) west of George Bolt Memorial Drive, together with a taxiway between
the existing international terminal and the Designated Northern Runway.
3364054 144. BACKGROUND
Masterplanning
4.1 Due to the nature of airport infrastructure and the significant investment required to develop
that infrastructure, long term planning is critical to the development of airports. In this regard,
airport operators typically carry out masterplanning exercises. The concept of masterplanning
is explained in the Second Runway Option Development Report (attached as Appendix 5):7
A masterplan is a strategic planning document and delivery tool. It sets the
context within which individual projects are conceived and delivered to achieve
the best value. Masterplans are high level documents that cover a wide range of
spatial scales and timescales (typically of the order of 20 – 30 years) leaving the
detail about individual buildings, spaces and infrastructure requirements to a
more detailed design phase.
Masterplans are not rigid blueprints to be achieved at all costs, rather they show
how places can work for the better in the future and what needs to be coordinated
and controlled to achieve this over time. Masterplans are typically reviewed and
updated every 5 -10 years and will evolve over time.
There is no statutory requirement for Airport Authorities in New Zealand to
undertake masterplanning. It is, however, standard practice at many airports in
New Zealand (as well as elsewhere worldwide) to develop strategic documents
that establish the pathway for long term planning and investment.
4.2 In order to ensure that it can meet the projected levels of demand, Auckland Airport is
continuously planning the development of its landholdings by masterplanning their use and
development. Auckland Airport has previously published two Masterplans, in 1990 and in
2005.
4.3 The proposed layout of the runway system in the 1990 and 2005 Masterplans are illustrated
in Figures 5 and 6 below. The 1990 Masterplan proposed a consolidated terminal precinct
comprising an international and domestic terminal along with a circa 3,000 metres northern
runway.
7
Arup, Second Runway Option Development Report, (September 2016) at 3.1.
3364054 15Figure 5 - 1990 Masterplan
Figure 6 - 2005 Masterplan
4.4 The 2005 Masterplan identified a shorter northern runway based on accommodating
predominantly domestic aircraft movements and utilising a domestic terminal located to the
north of the existing international terminal.
4.5 In 2012, Arup was commissioned to develop a new Masterplan for Auckland Airport. The
approach taken was to design and deliver a spatial plan of the Airport (airside and landside)
with a time horizon out to 2044.
3364054 164.6 The Masterplan, which is the Airport's 30 year vision, was adopted by Auckland Airport in 2014
("2014 Masterplan"), and is attached at Appendix 6. As set out in the Second Runway Option
Development report (attached as Appendix 5), the 2014 Masterplan identified that:8
…Auckland Airport is currently a destination airport, acting as an international
gateway to New Zealand based on its robust domestic-international and
domestic-domestic hub operation. This was validated by the fact that in 2013
Auckland experienced the second highest throughput of international passenger
traffic behind Sydney in the Australasian region. Since the development of the
Masterplan, Auckland Airport now has the third highest throughput behind
Melbourne, but it still remains a strong hub operation in the region.
4.7 Over a thirty-year time horizon, it was recognised that as other Australasian airports become
constrained, Auckland Airport has the potential to become a principal gateway for Australasia
through the consolidation of links with secondary Australian airports such as Perth, Adelaide
and Cairns.9
4.8 The 2014 Masterplan also noted that aviation growth is most efficiently provided for when
configured at an airport which can act as an international "hub". This allows consolidation of
routes, optimisation of airline and alliance operations and maximisation of aircraft load
factors.10
4.9 Given Auckland Airport's proximity to Asia, Australia and the Americas, the location and time
zone between Asia, Americas, and Australia, the growth in flights and passengers, specifically
from South America and Asia, the rise of household incomes and the strengthening trading
partnership between China and Brazil, Auckland Airport is considered to be best proposition
for an airline considering New Zealand as a destination.11
4.10 To facilitate the "gateway" proposition, the 2014 Masterplan proposed the following changes
to earlier terminal and airfield configurations:
(a) an integrated terminal with a southern location for the domestic sector and a northern
location for the international sector;
(b) an increased separation between the centreline of the southern and northern runway
to allow for independent, simultaneous operations from both runways as well as
allowing sufficient space in the midfield area for accommodating larger Code F (e.g.
Airbus A380, B777, B787) aircraft stands between terminal piers; and
(c) an extension of the northern runway to a longer configuration of approximately 2,810
metres with a Take Off Run Available ("TORA") of 3,110 metres (which assumed the
use of the Runway End Safety Area as a starter strip).
8
Arup, Second Runway Option Development Report, (September 2016) at 3.2.
9
This reflects that international visitors often travel to both New Zealand and Australia on the same trip and therefore
need to connect through a particular gateway.
10
Arup, Second Runway Option Development Report, (September 2016) at 27.
11
Arup, Second Runway Option Development Report, (September 2016) at 27.
3364054 17Figure 7 - 2014 Masterplan
Auckland Unitary Plan process
4.11 As a result of the runway alignment proposed in the 2014 Masterplan, Auckland Airport
determined that the Aircraft Noise Contours (as they applied within the Operative Manukau
District Plan) would need to be amended through the Auckland Unitary Plan process.
4.12 Auckland Airport lodged a submission on the Auckland Unitary Plan seeking to expand the
Aircraft Noise Contours in relation to the land use provisions contained in the Aircraft Noise
Overlay. The revised contours sought by Auckland Airport were based on modelling of the
northern runway proposed in the Masterplan and how that runway and the Existing Runway
would be used.12
4.13 When the Auckland Unitary Plan was notified, Auckland Airport was not in a position to seek
the more detailed changes that would have been required to amend the Aircraft Noise
Contours in Designation 1100.
4.14 Auckland Airport considered that by seeking to amend the Aircraft Noise Contours through the
Unitary Plan process for land use purposes, it was acting in a prudent and responsible manner
as confirmation of the Contours in the Aircraft Noise Overlay would ensure that Activities
Sensitive to Aircraft Noise ("ASAN") would not unknowingly establish near the Airport and later
be subject to high or moderate levels of aircraft noise. The Independent Hearings Panel on
the Auckland Unitary Plan endorsed the view that Auckland Airport had "acted responsibly in
bringing this matter forward" through the Auckland Unitary Plan process and recommended
that the Aircraft Noise Contours be included in the Unitary Plan.13
12
The Aircraft Noise Contours in the Aircraft Noise Overlay control the use of land within those areas, while the Aircraft
Noise Contours in Designation 1100 control the amount of aircraft noise that can be generated within those areas.
13
Auckland Unitary Plan Independent Hearings Panel, Report to Auckland Council Hearing Topic 045 Airports (July
2016), at page 11.
3364054 184.15 The Council subsequently accepted the expanded Aircraft Noise Contours in its decisions and
the Aircraft Noise Overlay provisions are now operative in the Auckland Unitary Plan.
Auckland Airport cannot generate increased levels of aircraft noise (associated with the
operation of a second runway) unless it alters the Aircraft Noise Contours in Designation 1100
through this NOR Report.
Auckland Airport's existing Designations
4.16 Auckland Airport is a Requiring Authority pursuant to section 167 of the RMA in relation to
three designations in the Auckland Unitary Plan as follows:
(a) Designation 1100 covers the bulk of the Auckland Airport's land holdings and
authorises the use of the land for activities for the operation of the Airport and related
purposes subject to certain conditions.
(b) Designation 1101 authorises the use of land in the Renton Road area for aircraft
operations and maintenance purposes. A separate set of conditions specific to the
Renton Road area applies.14
(c) Designation 1102 contains a range of aeronautical safety restrictions as follows:
(i) restrictions on the height of obstacles (such as buildings or trees) in the
areas shown on diagrams attached to the Designation;
(ii) restrictions on the rate of heat discharges (e.g. from industrial air discharge
stacks) in the areas shown on diagrams attached to the Designation;
(iii) restrictions on the location of buildings and the congregation of people in
the REPA shown on diagrams attached to the Designation; and
(iv) restrictions on glare from non-aeronautical lighting in the areas shown on
diagrams attached to the Designation.
Resource consents held by Auckland Airport
4.17 The following existing earthworks, stormwater discharge and stream works consents are held
by Auckland Airport for the entire Designation 1100 area:
ARC No. 36035 Regional consent for diversion and discharge of stormwater within the
area of Designation 1100 north of the Existing Runway in accordance
with section 14(1)(a) and 15(1)(a) and (b) of the RMA.
Expiry: 31 December 2029
ARC No. 35025 Regional consent to authorise 469 hectares of earthworks within the
area of Designation 1100 north of the Existing Runway in accordance
with section 9(3) of the RMA.
Expiry: 1 December 2030
ARC No. 28576 Regional consent to authorise the reclamation of, and the placement
of stormwater pipes on, the bed of approximately 1968 metres of
perennial watercourses within the area of Designation 1100 north of
the Existing Runway in accordance with section 13 of the RMA.
14
Designation 1101 is not subject to the NORs and no alterations are proposed to it.
3364054 19Expiry: 1 December 2030
Resource consents required
4.18 It is anticipated that the existing consents listed above permit the construction of the Proposed
Northern Runway without the need for any additional regional consents. As detailed design
of the Proposed Northern Runway progresses, any further consents needed will be sought
accordingly.
4.19 For completeness, it is noted that navigational aids and airport light structures are permitted
activities in the Auckland Airport Coastal sub-Precinct of the Auckland Unitary Plan (A52 of
Table I402.4.2) and navigational aids and airport light structures are permitted activities in the
General Coastal Marine zone (A129 of Table F2.19.10). Subject to these coastal plan
provisions being formally approved by the Minister of Conservation, resource consent will not
be required for any navigation lighting structures required for the Proposed Northern Runway.
5. ENVIRONMENT BASELINE REPORTS FOR ALTERATIONS TO DESIGNATION 1100
5.1 To understand both the existing environmental values of the Airport area, as well as the
potential constraints of land and sea based runway options, northern and southern "areas of
influence" were identified to the north and south of the Existing Runway, as illustrated in
Figure 8.
Figure 8 - Northern and Southern "Areas of Influence"
5.2 A range of subject matter experts were engaged in 2015 to identify the existing environmental
values within each of the areas of influence and how those values would be affected by the
development of a second runway either to the north or the south of the Existing Runway
("Proposed Second Runway").
5.3 The environmental baseline reports covered the following matters:
3364054 20(a) Archaeology (prepared by Clough and Associates and attached as Appendix 7);
(b) Aircraft Noise (prepared by Marshall Day Acoustics and attached as Appendix 8);
(c) Ecological values (prepared by Bioresearches and attached as Appendix 9);
(d) Coastal processes (prepared by Tonkin and Taylor and attached as Appendix 10);
(e) Landscape and visual values (prepared by Isthmus and attached as Appendix 11);
(f) Geotechnical (prepared by Tonkin and Taylor and attached as Appendix 12); and
(g) Cultural Values Summary Report (prepared by Chetham Consultants Limited and
attached as Appendix 13).
5.4 The environmental baseline reports concluded that there are a range of environmental values
in the northern and southern areas of influence that might be affected by the construction and
operation of a Proposed Second Runway. In respect of the northern area of influence:
(a) There are a number of archaeological sites likely to be located at the eastern and
western ends of the northern area of influence.15
(b) The impact of aircraft noise from a Proposed Second Runway within the northern
area of influence would likely be greater than a runway within the southern area of
influence.16
(c) The marine environment within the northern area of influence is of high ecological
value because it encompasses a variety of quality habitats that support dense
populations of marine invertebrates. Vegetation within this area of influence is of low
ecological value (as it is dominated by farmed or managed land), but there is a
significant area of wetland located which is of higher ecological value and the market
lettuce garden is a major bird roost. The northern area of influence is of low
ecological value to long-tailed bats but is of potential value to herpetofauna.17
(d) The potential reclamation associated with a Proposed Second Runway in the
northern area of influence is of similar scale to the reclamation needed to create the
Existing Runway and would have similar effects to those that were observed from
the construction of the Existing Runway. While there is likely to be increased siltation
on the intertidal areas to the north, it will not significantly affect tidal currents as it is
situated centrally on a large intertidal flat.18
(e) The location of a Proposed Second Runway within the northern area of influence
would result in the least adverse landscape effects. Any reclamation into the
Manukau Harbour would potentially affect biophysical aspects of natural character
including potential destruction of the Ihumatao Fossil Forest.19
(f) The northern area of influence traverses variable topography and earthworks to form
the design platform would extend through a range of geotechnical units, including
15
Clough, Proposed Northern Runway and Southern Runway Options, Auckland International Airport, Mangere:
Archaeological Constraints Assessment, (March 2016) at page i.
16
Marshall Day Acoustics, Second Runway Baseline Report – Noise, (May 2016), at 4.0.
17
Bioresearches, Auckland International Airport Limited Proposed Second Runway Environmental Baseline
Assessment, (July 2016) at pages 5 - 6.
18
Tonkin and Taylor, Proposed Second Runway Environmental Baseline Report – Coastal Process Issues, (October
2015) at page 16.
19
Isthmus, Auckland International Airport Proposed Second Runway Landscape Baseline Report, (October 2015) at 79.
3364054 21volcanic ash/tuff, very stiff to stiff clayey silts and loose silty sands, which would need
to be considered for design and construction of a Proposed Second Runway in this
area.20
5.5 In respect of the southern area of influence, the environmental baseline reports concluded
that:
(a) Locating the Proposed Second Runway in this area would affect a number of
archaeological sites, but archeologically these sites are of limited significance and
have largely been destroyed.21
(b) Manukau East would be the suburb with the highest noise impact from a Proposed
Second Runway within this area of influence. While the noise level would be
comparable to Otara for the northern area of influence, the overall noise impact
would be lower as there are fewer ASAN.22
(c) Wiroa Island, which is located within this area of influence, could include areas of
wetland that would be relatively undisturbed and therefore of moderate to high
ecological value and is also a major bird roost. As with the northern area of
influence, the southern area of influence is of low ecological value to long-tailed bats
but is of potential value to herpetofauna.23
(d) A Proposed Second Runway in this area of influence is likely to have a significant
impact on coastal processes and the operating hydraulic regime.24
(e) The southern area of influence has greater landscape values and represents
significant constraints for development as a Proposed Second Runway as it would
potentially affect biophysical aspects of natural character, including the partial
destruction of Wiroa Island.25
5.6 In addition to the environmental baseline reports, a Cultural Values Summary Report (attached
as Appendix 13) was prepared which summarises the Cultural Values Assessments ("CVAs")
that were received from Te Ākitai o Waiohua, Te Kawerau Iwi Tribal Authority ("TKITA"), Ngāti
Te Ata and Ngāti Tamaoho. While these mana whenua generally do not support the
development of the a second runway, they all indicated a strong desire to continue to work
collaboratively with Auckland Airport to ensure positive cultural outcomes can be achieved
through the NOR Report process, if the Proposed Second Runway has to proceed.
5.7 As outlined in the Cultural Values summary report, the site is bordered to the east by Te Ākitai
Waiohua residing at Pūkaki. The Proposed Second Runway (in the northern area of influence)
sits adjacent to the Pūkaki Peninsula (separated by the Pūkaki Creek), which is notable for
both its continued occupation by Te Ākitai Waiohua since pre-European times and because it
features other sites of specific cultural or historic significance to the people of Te Ākitai
Waiohua. Te Ākitai Waiohua has a strong spiritual (Taha wairua) association with Pūkaki and
20
Tonkin and Taylor Proposed Second Runway Environmental Baseline Report – Coastal Process Issues, (October
2015) at page 11.
21
Clough, Proposed Northern Runway and Southern Runway Options, Auckland International Airport, Mangere:
Archaeological Constraints Assessment, (March 2016) at page i. The report also noted that many of those sites were
scheduled as Sites and Places of Value to Mana Whenua in the notified version of the Unitary Plan. Those sites are
no longer scheduled in the Auckland Unitary Plan.
22
Marshall Day Acoustics, Second Runway Baseline Report – Noise, (May 2016) at 4.0.
23
Bioresearches, Auckland International Airport Limited Proposed Second Runway Environmental Baseline
Assessment, (July 2016) at pages 5 - 6.
24
Tonkin and Taylor, Proposed Second Runway Environmental Baseline Report – Coastal Process Issues, (October
2015) at page 5.
25
Isthmus, Auckland International Airport Proposed Second Runway Landscape Baseline Report, (October 2015) at 83.
3364054 22the wider Puhinui Peninsula in the Manukau Harbour, which gives its people a sense of
meaning and purpose. Given the location of Pūkaki Marae within the Moderate Aircraft Noise
Area ("MANA"), cultural values to be considered encompass not only environmental,
geological, coastal, archaeological, and ecological features, but also the noise and vibration
effects on the hau kāinga and marae.
5.8 Common themes drawn from the CVAs indicate that the cultural values of most significance
and most probability of being affected are heritage sites and wāhi tapu, the Harbour and
nearby waterways. Any reclamation of the Manukau Harbour is not supported and should be
avoided. Similarly, layout options that would physically impact waterways such as Pūkaki and
Tautauroa Creeks could potentially cause adverse cultural effects. The CVAs identified that
longer-term sustainable design elements should be incorporated as the project progresses to
address mana whenua issues around the treatment of stormwater entering waterways and the
harbour.26
5.9 Each of the baseline reports described above, were then used to provide foundation for the
assessment of alternatives process described in Section 6.
6. ASSESSMENT OF ALTERNATIVES FOR DESIGNATION 1100
Overview of assessment of alternatives process
6.1 Under section 171(1)(b) of the RMA, a requiring authority is required to consider alternative
sites, routes and methods of undertaking the work if the requiring authority does not have an
interest in the land sufficient for undertaking the work, or it is likely that the work will have a
significant adverse effect on the environment.
6.2 When assessing a notice of requirement, the territorial authority must have particular regard
to whether adequate consideration has been given to alternative sites, routes or methods. A
requiring authority is not required to demonstrate that every possible alternative has been
considered nor whether the outcome chosen by the requiring authority was the best option.
6.3 Auckland Airport anticipated that its proposed alterations to Designation 1100 may result in
significant adverse effects and therefore, determined that an assessment of alternatives was
necessary. The following section outlines the alternatives that Auckland Airport identified and
assessed as part of its process to determine the location of a second runway. This includes
an analysis of the process that Auckland Airport carried out to develop ten runway options
(comprising eight runway options to the north of the Existing Runway and two runways to the
south) to be assessed against a range of criteria. As discussed below, the process for
developing these ten runway options was iterative and the runway lengths of some options
were refined as a result of situational constraints.
Development of northern runway options
6.4 As discussed in the Second Runway Option Development report (attached as Appendix 5),
eight northern runway options were developed considering the following factors:27
(a) Runway length (TORA) - the distance aircraft can fly to and from Auckland is directly
linked to the length of the runway. As such, two runway lengths were selected to
be included in the option development:
26
Chetham Consultancy Ltd, Mana Whenua Cultural Values of the Proposed Second Runway, (December 2015) at
page 9.
27
Arup, Second Runway Option Development Report, (September 2016) at 70.
3364054 23(i) 3,110 metres (TORA) - this is the longest runway that can be
accommodated without entering Pūkaki Creek or the Manukau Harbour,
which would require coastal reclamation; and
(ii) 3,535 metres (TORA) - this represents the longer runway option, capable
of accommodating all long-haul flights with no payload restrictions.
(b) Airfield master grading - minimising the volume of bulk earthworks, and achieving
an earthworks balance, as far as practicable. To achieve this, the target was to
elevate the runway, parallel taxiways and aprons to levels that supported a potential
balance whilst simultaneously meeting both geometric standards and opportunities
for height gains in the future terminals piers and aprons.
(c) Aircraft performance - due to the complex nature of aircraft, their performance can
vary due to aircraft type, weather, elevation and runway surface. How well an aircraft
can perform in particular conditions affects the length of runway required for it to
operate effectively. Therefore, it is important to assess which aircraft are using the
runway and the conditions in which they will be operating when determining runway
length and position.
(d) Reclamation requirements - marine reclamation is an extremely costly process;
therefore, the impact of any geometric layout on the extent to which reclamation will
be required was considered when developing options.
(e) Initial assessment of option constructability – to determine any complexities or
constraints associated with the construction of the runway, assessments of option
constructability were undertaken.
(f) Surface road changes – to ensure that the impact of runway options on the surface
road network is minimised.
6.5 The eight northern options comprise four base options (1 - 4) each with two possible runway
TORAs – 3,110 metres (A) and 3,535 metres (B) as follows:28
Options Drawing Description
Reference
1A/1B sk400 The sketch details the longer runway options which were
analysed as per the 2014 Masterplan. There are two
identified runway lengths (TORA):
• A minimum runway length of 3,110 metres (TORA)
which allows for maximum payload for the majority of
studied aircraft that are likely to be able to operate the
route economically.
• A longer runway length of 3,535 metres (TORA) which
allows for maximum possible payload for all studied
aircraft that are likely to be able to operate the route
economically and covers the range of runway lengths
requested by the airlines.
Both options have a coastal impact on Tautauroa Creek (a
tributary of Pūkaki Creek).
28
Arup, Second Runway Option Development Report, (September 2016) at 71.
3364054 24Options Drawing Description
Reference
2A/2B sk401 In order to minimise the coastal impact on Tautauroa Creek,
the two runway lengths described above were relocated to
the east as illustrated in the sketch.
The result of this relocation is that the runway length of
3,535 metres affects the Manukau Harbour whilst the
runway length of 3,110 metres is still accommodated on
land.
3A/3B sk402 In order to provide an at-grade transport corridor at the
eastern end, the two runway lengths (3,110 metres and
3,535 metres) were relocated further to the west of the
Tautauroa Creek.
The result of this further relocation to the west is that both
runway lengths have a Manukau Harbour coastal impact.
4A/4B sk403 In order to minimise the impact on the future transport
network, the two runway lengths (3,110 metres and 3,535
metres) were located so that the eastern extent of the
runway was west of George Bolt Memorial Drive.
The result of this relocation is that both runway lengths have
an increased coastal impact on the Manukau Harbour.
Refinement of runway length
6.6 As part of the design development process of the runway options for assessment, and as
discussed in the Second Runway Option Development Report, the runway length was further
refined having regard to the following considerations:29
(a) a 30 metre setback for runway construction from the Tautauroa Creek;
(b) a 20 metre setback from Watercare's South Western Interceptor at the eastern end
of the northern runway; and
(c) a 30 metre setback for runway construction from the Manukau Harbour at the
western end of the northern runway.
6.7 Considering the factors above, the runway length was refined to have an overall runway length
of 2,983 metres (TORA). In confirming this option as operationally viable, Auckland Airport
took into account airline requirements and payload penalties on take-off.
Southern runway options
6.8 In September 2014, Arup were commissioned by Auckland Airport to conduct an operational
assessment of a runway to the south of the Existing Runway.
6.9 Arup developed and assessed five possible southern runway options as listed below and
illustrated in the drawings included as Appendix C to the Second Runway Option Development
report (as attached in Appendix 5):
29
Arup, Second Runway Option Development Report, (September 2016) at 72-75.
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