The Master Plan January 2010 - Wellington Airport
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The Master Plan January 2010
Contents
1 Introducing our Plan 2
2 Forecasts: the basis of our Plan 8
3 Our contribution to the region’s economy 16
4 Our plan for the airfield 18
5 Our plan for the terminal precinct 24
6 Ensuring access to our airport 28
7 Enabling commercial development 30
8 Ensuring effective land use 32
9 Protecting our environment 38
10 Implementing our Master Plan 42
11 Glossary and abbreviations 51
Page 2
From the Chief Executive
Our airport is the Wellington region’s link to the world, sharing the
common goals of economic opportunity and a vision for growth.
Welcome to our future! This growth will require further investment of more than We’re committed to working with councils and other
I am delighted to present Wellington Airport’s Master $450 million in aviation and community infrastructure organisations in our region to improve public and other
Plan – our vision for development between now and the in the next 20 years. Through that investment, we’ll transport links to and from the airport. We will provide a
year 2030. increase our contribution to the regional economy to public transport hub which visitors and airport workers
$1.6 billion a year, with flow-on impacts of $3.1 billion. will be encouraged to use to get to and from the airport.
Wellington Airport has a vital role to play in Wellington’s
success as a modern economy. It’s a gateway to our Travellers will benefit immensely from this investment, The airport’s owners, Infratil Limited and Wellington City
region for millions of residents, visitors and businesses with a passenger terminal and other facilities that Council, support Wellington Airport’s development.
every year, connecting our capital city to all parts of will continue to offer them an efficient, friendly and
The airport is a generator of economic growth,
New Zealand and to Australia, the Pacific and the rest of innovative airport experience.
providing business and employment opportunities
the world.
In developing this plan, we’ve been fully aware of on site as well as in the city and the wider Wellington
The airport is also a generator of economic growth, its potential impacts on our environment. We are region. It’s a role we’re proud to play – and we’re
providing business and employment opportunities committed to reducing the impact of greenhouse gas passionate about continuing, and growing, our
on site as well as in the city and the wider Wellington emissions from the airport. contribution for many years to come.
region. It’s a role we’re proud to play – and we’re
We’ve also focused on managing our impact on our
passionate about continuing, and growing, our
neighbourhood, with a thoughtful approach to using
contribution for many years to come.
our own site that means we won’t need to undertake
Wellington Airport has a great future. By 2030 we extensive land purchases. And we will work with our
expect to see more than 10 million passengers every partners, Wellington City Council and the airlines, to
year – that’s double the current number of five million. introduce measures to better protect our neighbours
We’ll also generate about 11,500 new jobs in the region, against air noise. Steven Fitzgerald
sustaining 21,000 full-time-equivalent positions. Chief Executive
January 2010
Page 1
1 Introducing our Plan
Our commitment
• By 2030 we predict the number of passengers using • We will generate around 11,500 new jobs in the • New-generation aircraft will be able to fly further
our airport each year will more than double, from region, with the airport sustaining a total of 21,000 from our runway, opening new horizons for
five million to over 10 million, at an average growth full-time-equivalent jobs Wellington travellers and businesses
rate of 3.4% per year • We will invest more than $450 million in • We are committed to improving public transport
• Our airport will make a direct contribution of $1.6 infrastructure including runway improvements, access and transport links to and from the airport
billion per year to our regional economy, with a flow- aircraft parking stands and additional terminal space
• We will continue to prioritise our customers’
on impact of $3.1 billion per year and car parks, and we will also continue to invest in
experience when designing and operating an
commercial projects
efficient, friendly and innovative airport.
Page 2
Page 3
1.1 Welcome • provides information for regulatory authorities • indications of where, and approximately when,
This Master Plan for Wellington Airport looks and local and regional planners, especially we may need to acquire additional land on the
ahead to the next 20 years and beyond. It provides those responsible for delivering land transport airport’s periphery
a framework for our future, building on the infrastructure in our region
• an integrated land-use plan to guide us, our
dramatic improvements we’ve already achieved • supports our strategy for potential long- aviation industry partners and the wider
since the early 1990s and since our previous distance (‘long-haul’) air services, enabled by community.
Master Plan, which was completed in 1994. the development of new, larger, quieter, longer-
The Plan provides us, our investors and other range and more fuel-efficient aircraft 1.2 Our place in Wellington
stakeholders with a view of potential development • positions the airport as a strategic regional As one of New Zealand’s three major international
and investment opportunities, and is a basis asset by ensuring ongoing business, travel and airports and the hub of New Zealand’s domestic
for dialogue and consultation with the wider trade opportunities for the Wellington region. aviation network, Wellington Airport has a vital
community and our business partners and economic role as the gateway to the capital city
associates. It: As a vital part of our strategic and business and the surrounding region. We help to enable
planning, The Plan provides: freight, business and government activities and
• enables us to accommodate more aircraft as
• forecasts of demand for airport services are a dynamic hub in our own right, employing
well as forecast growth in passenger numbers
about 1,500 people and, through our activities,
and freight volumes
• a strategy for efficiently using and upgrading sustaining nearly 9,900 full-time-equivalent jobs in
• enables us to allocate land for new business the existing runway and taxiway infrastructure, the region.
and growth opportunities to provide for larger aircraft and increased
As a key enabler of tourism activity, we’re building
runway capacity
• enables (and timetables) significant on the knowledge that, for some tourists, their
infrastructural developments • a flexible, staged approach to developing the airport experience is their first impression of
airport, covering aircraft parking aprons1, the Wellington. Our ‘Wild at Heart’ attitude is designed
• is flexible to allow actual development to be
terminal building and car parking areas to enhance the travel experience – and as we
matched to actual growth in demand – it will
develop the infrastructure initiatives in this Master
remain a ‘living’ document that is regularly • proposed locations for commercial
Plan, we’ll capture Wellington’s individuality,
updated development that will be compatible with
creativity and innovation to deliver a truly
aeronautical requirements
• provides information that stakeholders, such as memorable visitor experience.
airlines and local authorities, can use to make
We’re proud to make a significant contribution
informed investment decisions
1 An ‘apron’ is a defined area on an aerodrome intended to the Wellington region’s economy, contributing
to accommodate aircraft for the purposes of loading or
unloading passengers or cargo, refuelling, parking or
around $1.45 billion per year. Our GDP
maintenance.
Page 4
contribution of almost $670 million in 2008 was Maximising our site Providing parking for aircraft
3.2% of the Wellington region’s 2007 total – a Wellington Airport occupies a site that is It’s vitally important that we have enough parking
substantial share for a single enterprise. extremely small, by international standards, for an stands for the aircraft that use our airport at peak
airport with more than five million passengers. times. Our small site requires a smart, efficient
Through this Master Plan, we expect to meet
and flexible approach that meets forecast demand
forecast growth and create more business However, Rongotai is the only practical long-
for the increasing number, and size, of aircraft.
and industry opportunities – ensuring we term location for the airport, so we must use our
remain an efficient, flexible, cost-effective and space efficiently and to its full potential while
environmentally considerate business while Providing easy access for travellers and
retaining the flexibility to adapt to changing needs.
continuing to deliver a unique ‘Wellington’ other users
We also need to consider whether our and our
experience. community’s long-term interests would be better We need to provide for the estimated 15 million
served by acquiring and developing more land. travellers and friends who’ll visit the airport each
1.3 Addressing important issues year by 2030.
The Plan addresses a number of issues for the Meeting district and regional planning The issue of regional transport has already
airport and its owners, users and neighbours. requirements been considered as part of the ‘Ngauranga to
These include: The Wellington City Council District Plan has a key Wellington Airport Corridor Study’3, undertaken
influence on Wellington Airport and its use and by the Greater Wellington Regional Council, the
Managing growth in passengers, aircraft development as a strategic asset for the city and New Zealand Transport Agency and Wellington
and freight wider region. City Council. We support the study and its
Passenger numbers are forecast to double resulting plan: good airports need good access.
A set of rules enables us to respond to worldwide
between now and 2030, from five million to more
trends and requirements in airport development
than 10 million per year. In addition, annual aircraft Enabling public transport and car parking
and offer a range of complementary activities,
movements2 are likely to increase from 114,000 Our small site poses a challenge in providing
such as retailing in the terminal, vehicle hire and
today to 126,000 in 2030, and freight processing enough space for efficient vehicle access and
other commercial services. These rules also seek
will increase to more than 28,000 tonnes. We need parking.
to protect the amenity values of surrounding areas
to plan for and accommodate this growth, while
through controls on building setbacks, aircraft
also considering its impacts on our environment
noise, screening and lighting.
and the wider community.
2 An ‘aircraft movement’ is either a take-off or a landing by
an aircraft. For airport traffic purposes, one arrival and one
departure of an aircraft count as two movements. 3 For more on the study, visit www.gw.govt.nz.
Page 5
We support initiatives that promote public Enabling long-haul services 1.4 Consultation and review
transport and we welcome the increasing The imminent introduction of new long-range We’re committed to consulting our community
patronage of the ‘Airport Flyer’ bus service. aircraft types (such as the proposed Boeing 787 and other stakeholders as we develop our plans
We’re also committed to accommodating cyclists, and Airbus 350) will offer fresh opportunities for for the future.
pedestrians and taxis, and providing car drivers Wellington to join the global air travel network
with services such as premium short-stay, valet We’ve already talked to a number of people and
with direct connections to new markets. These
and long-term parking. organisations while developing this plan, including
aircraft bring more than extended range; they
airlines, government and non-government
also offer improved fuel efficiency. Their arrival
The Plan provides access for the existing mix of agencies, general aviation (GA) businesses, freight
in Wellington for long-haul and trans-Tasman
vehicles, but has the flexibility to change if the mix companies, transport providers, neighbours and
routes will have a major influence on our future
of travel modes to and from the airport changes. the community.
development.
This includes accommodating light rail, although
it’s unlikely to be introduced during this plan’s Now that The Plan has been finalised we will look
timeframe. Managing the costs of development to working with these organisations and people as
In the next 20 years we plan to invest more than we implement it.
Managing airport noise and our environment $450 million in infrastructure, including runway
If you would like to be involved in our future,
improvements, aircraft parking stands, additional
The airport’s closeness to residential areas and please contact the Airport Planner via post to:
terminal space and car parks.
the local terrain creates unique challenges in
Airport Planner
managing aircraft noise. Table 1‑1 Wellington Airport Investment in Wellington International Airport Ltd
These challenges need to be balanced with one Infrastructure to 2030 Main Terminal
of the keys to the airport’s success: its position PO Box 14175
Terminal $195,000,000
as a genuine ‘city airport’ that’s quickly and easily Wellington 6241
accessible. Car Parking $140,000,000
Or e-mail to:
Providing an environmentally sustainable Apron, Airside and Runway $115,000,000 masterplan@wellingtonairport.co.nz.
airport is a fundamental aim for the airport.
We are committed to reducing the impact of $450,000,000
greenhouse gas emissions from the airport as
well as making improvements to the efficiency
of the airport asset.
Page 6
1.5 Explaining the terminology
The Plan uses a number of terms specific to
airports and the airport industry. You’ll find
explanations of these terms in the Glossary on
page 51.
1.6 Reviewing our Plan
This master plan, together with the forecasts
and assumptions on which it’s based, will
be reviewed about every five years. We’ll
publish the updated plans on our website at
www.wellingtonairport.co.nz.
1.7 Acknowledgement
We’d like to acknowledge and thank consultants
Beca and Airbiz for their invaluable contribution to
the development of this plan.
Page 7
2 Forecasts: the basis of our Plan
2.1 Independent forecasting expertise Together, these methods generated passenger The scenarios covered all our key business areas:
This plan is based on a number of forecasts forecasts, which were then combined with
• domestic
developed by Booz and Company (Booz) – an expected trends in aircraft size and load factors6,
independent management consulting firm to produce the aircraft movement forecasts. • Tasman
with a specialist aviation practice and offices
• Pacific islands
around the world. Long-term econometric model
The long-term econometric model was based on • long-haul international.
Booz developed forecasts for annual
the relationships between demand for air travel
passenger movements4, aircraft movements
and the drivers of demand, such as real income, 2.3 Freight tonnage forecasts
and freight tonnage5 between 2009 and 2030
real exchange rates (for international travel) and Booz forecast our annual freight levels using
for three possible business activity levels:
real air fares. information on aircraft movement growth and
High, Central and Low. For this master plan,
changes in aircraft fleet make-up, while also
and considering the current and potential Given the impracticalities of forecasting exchange
considering:
future economic environment, we’ve adopted rates in the medium and long term, Booz excluded
the ‘Central’ case forecasts. this aspect from its international forecast models. • the amount of freight carried on passenger
However, it did make some allowance for the aircraft versus freighters
2.2 Annual passenger and aircraft movement New Zealand dollar exchange rate in the short
• the international freight markets that Wellington
forecasts term.
could serve and the freight volumes to these
Booz prepared its forecasts for annual passenger
markets
and aircraft movements using a two-phase model Short-term, supply-led scenarios
that involved: Booz developed the short-term, supply-led • future trends in freight load factors
scenarios by considering market intelligence
• long-term econometric (mechanistic) modelling • airline information on the relative levels of
and other factors not necessarily captured in
domestic and international freight.
• short-term, supply-led scenarios. the econometric approach, such as changes in
aviation policy and the regulatory environment,
2.4 Historic passenger, aircraft and freight
airport competition, airline route development
movements
plans and fuel prices.
Table 2-1 shows the annual passenger and air
traffic movements for Wellington Airport between
4 A ‘passenger movement’ is a departure, arrival or transit event 1997 and 2008.
by a passenger. For airport traffic purposes, one arrival and
one departure of a passenger counts as two movements.
6 ‘Load factor’ is the proportion of passenger seats occupied,
5 Freight tonnage is the aggregate of departing (export) and expressed as a percentage of the total seat capacity of an
arriving (import) freight. aircraft.
Page 8Page 9
Table 2‑1 Wellington Airport Traffic 2.5 Passenger, aircraft and freight forecasts
Passengers 1
Aircraft Movements 2
Figures 2-1 to 2-3 summarise the annual forecasts
for passengers, air traffic movements and freight
Year International Domestic Total International Domestic Total tonnage.
1997 344,314 2,961,528 3,305,842 3,900 131,800 135,700 They show:
1998 372,886 3,123,204 3,496,090 5,100 127,500 132,600 • a forecast doubling of annual passenger
numbers, from five million to about 10.5 million
1999 436,246 3,119,843 3,556,089 5,700 127,300 133,000
in 2030, at an average growth rate of 3.4% per
2000 444,553 3,168,398 3,612,951 5,900 124,400 130,300 year
2001 470,194 3,205,459 3,675,653 6,000 112,200 118,200 • a forecast 10% increase in air movements, from
114,400 today to 126,100 in 2030. This largely
2002 468,750 3,234,772 3,703,522 5,600 109,600 115,200 reflects the arrival of larger, new-generation
2003 445,642 3,454,387 3,900,029 5,500 115,000 120,500 aircraft carrying more passengers and freight,
and is below the movement numbers in the
2004 456,279 3,867,358 4,323,637 6,100 110,200 116,300 mid to late 1990s
2005 586,613 4,016,101 4,602,714 6,400 107,900 114,300 • an increase in annual freight volumes from
2006 564,990 4,006,576 4,571,566 6,100 111,000 117,100
5,000 tonnes to more than 28,000 tonnes.
2007 575,398 4,060,313 4,635,711 5,800 112,700 118,500 Figure 2-1
Figure 2-1
Annual Passenger Movements Forecast
Annual Passenger Movements Forecast
2008 603,344 4,418,381 5,021,725 5,300 109,100 114,400 12
Passenger Movements (Million)
Average Annual Growth Rates – 1997-2008 10
97-08 5.2% 3.7% 3.9% 2.8% -1.7% -1.5% 8
6
Notes: 1. Based on financial years. 2. Based on calendar years.
Sources: Passenger movements: WIAL Operational Statistics to December 2008 4
Aircraft movements (1997–2007): Airways New Zealand data. Minor adjustments to remove non-airport Wellington vicinity movements 2
Aircraft movements (2008): Booz forecast. Minor adjustments to remove non-airport Wellington vicinity movements
0
1997 2000 ‘03 ‘06 ‘09 ‘12 ‘15 ‘18 ‘21 ‘24 ‘27 ‘30
Total International Domestic
Source: Booz forecasts
Page 10Figure 2-2 Fewer aircraft, more seats 2.6 ‘Busy-day’ and ‘busy-hour’ demand
Annual
Figure 2-2Aircraft Movements Forecast
The forecast of aircraft movements reflects a forecasts
Annual Aircraft Movements Forecast
140 worldwide trend among airlines to ‘up-gauge’ their Airports and airlines around the world accept that
120
Aircraft Movements (000’s) respective fleets (ie, use aircraft with more seating it’s simply impractical and uneconomic to plan
capacity) in response to: and design terminals and other airport facilities for
100
the potential peak in demand.
80 • limited additional airport capacity to
60 accommodate growth in traffic Instead, they use measures of historical ‘busy-
day’ and ‘busy-hour’ demand to estimate future
40 • the larger carrying capacity of new-generation
demand and design the optimum terminal
20 aircraft.
facilities.
0
Changes to aircraft mix rely on announced fleet
2010 ‘12 ‘14 ‘16 ‘18 ‘20 ‘22 ‘24 ‘26 ‘28 ‘30 This plan uses the International Air Transport
plans in the short term, the replacement of
Total International Domestic Association’s (IATA’s) method for assessing a
older-series aircraft with newer ones, and the
typical busy-day and busy-hour:
introduction of progressively larger aircraft types.
Figure 2-3
Annual
Figure 2-3Freight Tonnage Forecast • The historical ‘busy-day’ is defined as the
In forecasting changes to the fleet mix for
Annual Freight Tonnage Forecast second-busiest day in an average week
Wellington, Booz considered:
30 (excluding special events such as religious
Annual Freight Tonnage (000’s)
25 • airlines’ current plans for fleet upgrades festivals, trade fairs and conventions, and sport
events) during the peak month of the year.
20 • the assumption that Air New Zealand, Qantas,
Pacific Blue, Jetstar and new entrants will • The historical ‘busy-hour’ is defined as the
15
continue to up-gauge their fleets in the next busiest hour (on a rolling 60-minute basis) for
10 the particular segment of interest that occurred
20 years to cater for growing demand
5 on the busy-day for each year.
• the constrained runway capacity at Wellington
0 Airport.
2008 ‘11 ‘14 ‘17 ‘20 ‘23 ‘26 ‘29
Total International Domestic
Note: Freight tonnage is the aggregate of departing (export) and
arriving (import) freight.
Source: Booz forecasts
Page 11Current busy-hour demand Figure 2‑5 Figure 2‑6
In establishing current busy-hour demand, the Current Departing Passenger Demand Combined Busy-Hour Passenger Forecasts –
Figure 2-5 Figure 2-6
IATA process revealed that our busy day for the (2008 Busy-Week)
Current Departing Passenger Demand (2008 Busy Week)
Arrivals Busy Hour Passenger Forecasts – Arrivals
Combined
2008 financial year was Friday 7 March 2008, while 1,400 2,500
Number of Passengers Number of Passengers
the domestic busy-hour and international busy- 1,200
2,000
hour were at different times of the day. However, 1,000
the combined busy-hour usually corresponded to 1,500
800
the domestic busy-hour.
600 1,000
Figures 2-4 and 2-5 illustrate these results, 400
showing the current busy-hour demand levels for 500
200
passengers arriving at and departing the airport
0 0
during the busy week. Mon Tue Wed Thu Fri Sat Sun 2010 ‘12 ‘14 ‘16 ‘18 ‘20 ‘22 ‘24 ‘26 ‘28 ‘30
Domestic International Combined
Figure 2‑4
Current Arriving Passenger Demand
Figure 2-4
(2008 Busy-Week) Forecast busy-hour demand Figure 2‑7
Current Arriving Passenger Demand (2008 Busy Week) Combined Busy-Hour Passenger Forecasts –
Figures 2-6 and 2-7 presents our busy-hour Figure 2-7
1,400 Departures
Combined Busy Hour Passenger Forecasts – Departures
Number of Passengers
1,200 passenger forecasts.
2,500
1,000 The busy-hour determines the size of the terminal Number of Passengers
2,000
800 and associated facilities (such as the apron and
600 car park), so the almost doubling in arrival and 1,500
400
departure numbers will have significant effects on
our airport planning and design in the Master Plan 1,000
200
timeframe.
0 500
Mon Tue Wed Thu Fri Sat Sun
Domestic International Combined 0
2010 ‘12 ‘14 ‘16 ‘18 ‘20 ‘22 ‘24 ‘26 ‘28 ‘30
Page 12Page 13
2.7 Aircraft stand forecasts Figure 2-8 2.8 Airport vehicle demand forecast
The airport’s Eastern Apron areas, which serve Forecast
Figure 2-8 Aircraft Stand Requirements
Forecasts for airport-associated road traffic in the
Forecast Aircraft Stand Requirements
the passenger terminal area, currently provide 28 30 next 20 years are based on:
marked parking stands for a range of aircraft sizes. Number of Stands
25 • the busy-hour projections for passenger arrivals
We’re committed to ensuring stand availability for and departures (see Figures 2-6 and 2-7)
20
all aircraft arriving at the airport. With a forecast
• growth on the State Highway network of
requirement of 12 additional stands by 2030, we 15
2% per year to 20308.
aim to: 10
They estimate:
• increase the total number of current stands at 5
the same rate as annual passenger numbers • a 60% increase in total traffic between 2008
0
are expected to grow 2008 Existing 2015 2020 2030 and 2030
International Domestic Remote
• adjust the figures to take into account the • an increase (from 31% to 38%) in the
expected increase in aircraft size (with the proportion of Wellington Airport traffic
move to more and larger domestic jets and on Cobham Drive and Calabar Road as a
fewer turboprops) percentage of total traffic.
• adjust the international stand requirement to Table 2-2 illustrates these increases, along with
reflect the fact that peak times are different forecasts of peak-hour demand, which are based
for long-haul and Tasman services, and for on existing vehicle traffic information combined
international and domestic services. This with busy-hour passenger forecasts.
means we can, for example, maximise our
efficiency by using swing gates7 to meet this
fluctuating demand.
8 Source: New Zealand Transport Agency’s Economic
7 ‘Swing gates’ are gates that can be shared between Evaluation Manual Volume 1 – Forecast for the Urban Arterial
international and domestic use. Routes in the Wellington Region, 30 Sept 2008.
Page 14Table 2‑2 Wellington Airport Vehicle Forecasts1 2.9 Car parking forecasts
In calculating the airport’s future car parking
Current Forecast
requirements, we’ve taken into account the many
2008 2015 2020 2030 different services that should be available, such
as premium short-stay, valet, coach and long-term
Average Daily Vehicles 36,900 42,000 46,000 59,000
parking options.
Airport Traffic as a % of Total Traffic 31% 32% 32% 38%
We’ve also used the existing proportions of cars,
Peak-Hour Northbound Vehicles 2,000 1,800-2,300 2,000-2,500 2,600-3,300 taxis and public transport. However, we’re aware
that the situation could well change in the future,
Peak-Hour Southbound Vehicles 2,100 2,000-2,500 2,200-2,700 2,800-3,500
so we’ve ensured that the airport and this master
Notes: plan retains the flexibility to adapt. For example,
1 Vehicle traffic based on Cobham Drive flows.
we can accommodate continued increases in the
use of bus services such as the Airport Flyer.
2 Low end of range assumptions are based on an increase in vehicle occupancy to 1.5 passengers each per vehicle, a redefined modal split
(an increase of 5% for public transport users, not including taxis) and a lower passenger number forecast (by 10%).
Table 2-3 shows the forecast car parks required.
3 High end of range assumptions are based on a minimum vehicle occupancy of one passenger each per vehicle, the existing modal split,
higher passenger numbers (by 10%) and more-than-anticipated service vehicles. Table 2‑3 Total Required Car Parks
Current Forecast
2008 2015 2020 2030
Total Car Parks 2,960 3,570 4,030 5,270
Page 153 Our contribution to the region’s economy
3.1 Independent analysis Our investments in infrastructure Table 3-1 Wellington Airport Regional
In 2008 we commissioned BERL Economics While our day-to-day operation regularly requires Economic Contribution, 2008
(BERL) to provide an independent analysis of: capital expenditure on smaller-scale, routine Direct Total
Impact Impact
capital projects, we occasionally undertake far
• our economic impacts on the Wellington
larger projects that generate more significant Tourism Spend (Domestic)
region, both now and by 2030
impacts in a shorter timeframe, such as building a Output ($m) 147 280
• the economic impacts of a daily long-haul air new terminal or a car park complex.
Regional GDP ($m) 67 132
service from Wellington to Europe via Asia.
We also undertake some large-scale ongoing Employment (FTEs1) 1,247 1,941
capital expenditure projects, such as the current
3.2 Our economic impacts on the region Tourism Spend (International)
international terminal upgrade and the runway
As a result of its investigation, BERL reported that overlay. These have cost more than $200 million in Output ($m) 365 707
our economic impacts derive mainly from: recent years. Regional GDP ($m) 169 331
Employment (FTEs) 3,420 5,150
Tourism spend Our current economic impacts
Airport Complex Operations
We don’t just service the tourism industry, we BERL’s findings on our economic impacts in 2008,
propel it. Much of the activity generated by the Output ($m) 219 420
taking into account flow-on effects, are outlined in
expenditure of overseas and domestic tourists Table 3-1. Regional GDP ($m) 91 192
results from their travel through the airport.
Employment (FTEs) 1,361 2,575
Airport Complex Capital Expenditure
Our day-to-day operations
Our operating expenditure is dedicated to running Output ($m) 20 39.6
the airport – servicing passengers and to a Regional GDP ($m) 5.8 13.9
smaller extent freight movement. Many types of
Employment (FTEs) 98 200
business are needed to supply these services,
Total Airport Regional Economic Contribution 2008
including the airport, airlines, hospitality and rental
car businesses, duty-free stores; and customs, Output ($m) 751 1,446
security, biosecurity, freight forwarding, cargo, Regional GDP ($m) 333 669
taxi, postal and aircraft maintenance services.
Employment (FTEs) 6,126 9,866
Note: 1. FTE = full-time equivalent
Source: BERL
Page 16To provide some perspective, our GDP a single facility like ours. This employment in 2030 BERL estimated that:
contribution is greater than that of the entire is equal to employment in the region in 2008 in all
• initially, there would be enough demand
Wellington agriculture and food and beverage retail activities, or in government administration.
for 100,000 passenger movements per year
processing and manufacturing industries It’s more than the 2008 employment in
(significantly more than the 65,000 to 85,000
combined, and slightly smaller than that of the manufacturing and processing, or in health and
necessary to start such a service)
education industry in the region (which includes community services.
all schools, universities, polytechnics and private • within two or three years of service start-up,
training establishments). Table 3-2 Wellington Airport Regional a move to a daily service would increase
Economic Contribution, 2030
the flows to between 140,000 and 150,000
The scale of our importance is best understood by
2008 2030 passengers per year.
the additional employment we create – not only
in the people we employ but also in the numbers Economic Direct Total Direct Total The economic impacts of a daily long-haul service
Impact Impact Impact Impact Impact
generated by the flow-on effects of tourism and are significant for a single air service, with direct
our activities through suppliers. Output ($m) 751 1,446 1,608 3,098 spending by the 35,000 projected overseas
visitors estimated at $28.8 million a year. The total
The BERL report estimates that we currently Regional GDP
333 669 719 1,436 effect of this expenditure would be $52.7 million
support the equivalent of 9,870 full-time- ($m)
generated in the regional economy, $24.2 million
equivalent employees (FTEs) or 4.5% of the
Employment in GDP and the creation of 383 FTEs.
220,280 FTEs employed in the region. That’s 6,126 9,866 13,436 21,375
(FTEs)
more than the FTEs employed in the general Table 3-3 Impact of Long-haul1 on the
construction, finance and insurance industries Source: BERL Wellington Region
combined, or in personal and household goods
retailing across the region. The economic impacts of a long-haul Direct
Effect
Total
Effect
air service
Our forecast economic impacts Together with Wellington businesses and tourism Output ($m) 28.8 52.7
BERL’s assessment shows that by 2030 the organisations, we’re working to encourage airlines Regional GDP ($m) 12.4 24.2
airport’s direct impact on regional output will to provide long-haul services, initially between
be $1.6 billion per year, with a total impact of Wellington and Europe via Asia. This would provide Employment (FTEs) 254 383
$3.1 billion on the regional economy. obvious benefits of increased connectivity as well as
Note: 1. B
ased on a daily long-haul service from Wellington to
significant economic gains for the region. Asia and Europe within three years.
A forecast total regional GDP impact of $1.4 billion
Source: BERL
a year by 2030, and the maintenance of around
21,400 FTEs, will be a substantial contribution for
Page 174 Our plan for the airfield
4.1 The current situation Table 4‑1 Wellington Airport Current Declared The airfield also features 11 stub taxiway links
Figure 4-1 illustrates the Wellington Airport airfield. Distances (metres) on the eastern side of the runway (between the
Its single north-south-oriented runway (Runways runway and parallel taxiway) and two taxiway links
Runway TORA ASDA TODA LDA
16 and 34) has a 45-metre-wide central paved directly from the runway to the Western Apron.
section and 7.5-metre-wide paved shoulders each 16 1,945 1,945 2,081 1,814 These provide all aircraft types with numerous
side, providing a total paved width of 60 metres. options for vacating the runway and help in
34 1,921 1,921 2,081 1,814
Its length and ability to accommodate large achieving relatively low runway occupancy times.
aircraft mean the airport has a ‘4E’ Aerodrome Notes: TORA = Take-off run available.
ASDA = Accelerate-stop distance available.
Reference Code in the International Civil Aviation TODA = Take-off distance available.
Organization (ICAO) Regional Air Navigation Plan9. LDA = Landing distance available.
In response to recent changes to New Zealand
Civil Aviation Rules, the runway ends have
been modified to provide 90-metre runway end
safety areas (RESAs) at each end. The current
operational lengths are:
9 ICAO Annex 14, Vol 1, Aerodrome Design and Operations.
ICAO Air Navigation Plan, Asia and Pacific Regions, Doc 9673.
Page 18Figure 4-1: Wellington Airport Airfield
Broadway
Terminal
Eastern Apron
Calabar Road
Taxiway
Runway
Cob
ham
Western Apron
Driv
e
Retail
Park
Page 194.2 Safeguarding airport operations Our planning for the next 20 years includes • harnessing new technology in the form of
Our plans for the future rely on safeguarding the preventing any further OLS obstructions that satellite navigation systems to enable more
airport’s ‘obstacle limitation surface’ (OLS) – that could impinge on the airport’s 300-metre-wide aircraft movements in poor weather conditions.
is, the land and airspace around the airport that runway strip and the OLS – thus ensuring effective We’re likely to do this towards the end of the
facilitate safe aircraft departures and arrivals. The and efficient airport operations. Master Plan period
Civil Aviation Rules specify the dimensions and
• continuing to work with our partners, the
requirements to maintain the OLS, and they are 4.3 Improving runway capacity
airlines and Airways New Zealand, on
safeguarded through the Resource Management Aircraft movements are forecast to increase by improving operational procedures.
Act 1991 (RMA) and Wellington’s District Plans. 10% by 2030. With just one runway (and no room
for another), we must ensure that it operates
The airport is already surrounded by terrain that 4.4 Planning for large aircraft operations
efficiently and that we maximise its practical
compromises our OLS, including: We have New Zealand Civil Aviation Authority
capacity, especially during peak times.
(NZCAA) approval to continue operating large
• the terrain at Wexford Hill, Tirangi Road, Bridge
Runway capacity currently ranges from 25 to 40 aircraft (such as the A330 and the proposed
Street and Palmer Head
aircraft movements per hour, depending on the B787) using our existing infrastructure, subject to
• minor terrain infringements within the runway runway in use and prevailing weather conditions. approved operating procedures. This is important,
strip10 While we won’t be able to increase this capacity as Wellington is an integral part of New Zealand’s
significantly owing to surrounding terrain, there air traffic system and can provide an alternative
• buildings on Tirangi Road (including the control
are a number of opportunities to increase it location when, for example, these aircraft need to
tower)
incrementally. These include: divert from other destinations, as well as facilities
• large aircraft at stands 23 and 26 and on the for occasional unscheduled visits (for example, by
• reducing runway occupancy time by enabling
apron and taxiways visiting foreign dignitaries).
some aircraft to vacate the runway more
• some vessels docking at Miramar Wharf quickly. This is achievable through widening However, the next generation of larger aircraft
two existing taxiways and adding two new types offers us exciting opportunities for growth.
• the radio transmitter on Mount Victoria.
ones to the Western Apron, a move that will With capabilities for an improved range and
also reduce the number of aircraft having to payload performance from shorter runways such
cross the runway (refer to Figure 4-2) as Wellington’s, they’ll provide better performance
on Tasman routes and be able to make direct
flights to Asian destinations and beyond.
10 A ‘runway strip’ is a defined rectangular area surrounding
a runway intended to reduce the risk of damage to aircraft
running off a runway and to protect aircraft flying over it
during take-off or landing operations.
Page 20Figure 4-2: New Taxiways
New Taxiways
Parking
Existing Tunnel 5 6 7
Upgraded
16/34 Runway
W2
Code C Taxiway
Page 21Enabling regular scheduled large aircraft The Master Plan proposes expanding the apron 4.7 Enhancing tunnel access
operations would require more infrastructure. In from 28 to 42 gates, with a flexible, stageable Wellington Airport owns a tunnel under the
particular, we’ll need to: design that accommodates different aircraft types runway and taxiway that enables members of the
and airline operations. public to walk or cycle between Coutts Street on
• increase the separation between the main
taxiway and runway centrelines the western side of the airport to Miro Street on
Most of the expansion will take place east of the
the east.
terminal (on the existing car park) and south on
• widen the taxiway on the eastern side of
the existing freight and maintenance areas. We propose maximising the tunnel’s use by
the runway, which will require (among other
changes) realigning Calabar Road dividing it in two, providing both continued
4.6 Expanding the Western Apron public access and secure access for small (up to
• relocate the Airport Fire Service (AFS) to a new The expanded Eastern Apron will place more a maximum of golf-cart size) airport vehicles. This
aviation support area to the south of the airport. demand on, and require an expansion of, the will improve our operational efficiency by enabling
Western Apron (the GA area). us to access both sides of the apron quickly and
• Install jet-blast deflectors to protect the
enable greater use of the Western Apron.
northern and southern ends of the runway. In addition to adding the two new taxiways (see
This would probably involve buying a limited 4.3), this Plan proposes:
4.8 Enabling a runway extension
number of properties to the east of Calabar Road. • expanding the apron to accommodate more Regulatory or operational imperatives may require
Where necessary, our fair valuation and purchase and larger aircraft us to consider extending the runway in future.
agreement for acquiring properties on the western
boundary will be extended to residents in these • providing space for a GA maintenance hangar Practical options for achieving this (considering
locations. and a terminal. the physical environment, engineering
and aeronautical requirements, and RMA
Many of the Western Apron’s existing facilities
4.5 Expanding the Eastern Apron considerations) include:
and infrastructure will be able to stay where they
The forecast increase in passenger numbers and are. Any that need relocating are likely to move • a 100-metre extension at the northern
freight volumes will demand an expanded and elsewhere on the Apron. runway end
more efficient Eastern Apron (the main terminal
These works are likely to involve buying a limited • a 500-metre extension at the southern
area).
number of properties on Coutts Street. The fair runway end.
valuation and purchase agreement for acquiring
While these extensions are not expected to
properties on the western boundary will be also
be needed in the next 20 years, given current
extended to these properties.
regulation, forecasts and aircraft performance
expectations, it is prudent to allow for them by
establishing areas for potential future extension.
Page 22Page 23
5 Our plan for the terminal precinct
5.1 The current situation Figure 5‑1
Figure 5-1 illustrates the current Wellington Airport Existing Apron Layout
Eastern Apron, which accommodates all our
international and domestic passenger operations
in the terminal precinct and provides 28 aircraft
parking stands.
The terminal precinct consists of:
• a central terminal housing check-in facilities, Existing Existing Multi- Existing Car park
Car park Level Car park
retail concessions, lounges, baggage handling
services and arrivals South Pier
Central Terminal Existing Car park
• a north-west pier housing mainly international
operations, with some domestic gates using
a swing gate corridor. It has eight ‘contact
stands’11 and can accommodate two large North West Pier
South West Pier
aircraft
• a south-west pier for domestic and regional
operations, which has stands for four domestic
jet and four turboprop aircraft
• a ground-level south pier for regional
operations, which provides access to six
turboprop stands.
16
34
There are also three turboprop stands between
the north-west and south-west piers, and three
remote positions at the southern side of the
Eastern Apron.
11 A ‘contact stand’ is an aircraft stand next to the passenger
terminal that passengers can access by an airbridge or walkway.
Page 24Figure 5-2 5.2 Planning for aircraft parking
2030 Apron Layout Figure 5-2 indicates the potential apron layout in
2030, showing 42 aircraft stands.
The layout of the north-west (international) pier
Car park expanded New multi-level JUHI vehicle and and the northern side of the south-west pier would
(new levels added) car park & future admin compound/
Bus Gates terminal reserve Airport access gate remain largely unchanged, as we expect parking
future reserve for
storage & pumps for international aircraft to grow progressively
southwards.
Airport access gate
The southern side of the terminal has room for
JUHI Main airport
Storage & access gate more intensive use, with the key change proposed
Pump Station Existing Terminal being an extended south-west pier. Contact
positions on both sides of the extension will be
able to handle smaller jets and turboprop aircraft,
while a new ground-level walkway will provide
Aviation
support access to turboprop stands further east of the
AFS current walkway.
Parking Remote To be completed in stages, this project would
car parking
involve:
• by 2015, reconfiguring the parking in current
airside12 areas (see Figure 10-2 on page 45)
• by 2020, expanding the apron eastward to the
current public parking area (see Figure 10-4 on
34
page 47)
• by 2030, extending the apron to the freight
precinct, which will involve moving aviation
support areas further south (see Figure 10-6
on page 49).
12 ‘Airside’ is the movement area of an aerodrome
and its adjacent terrain and buildings or portions,
to which access is controlled.
Page 25We anticipate keeping small commuter airline Our busy-hour forecasts have been used to Figure 5-3
operations close to the main passenger terminal. establish the terminal floor area required. Terminal Area Requirements – Gross Floor Area
Figure 5-3
However, if this doesn’t prove possible, there will Between now and 2030, we plan to increase the (square metres)
Terminal Area Requirements – Gross Floor Area (square metres)
be room for them on the Western Apron. current 42,000 square metres to 75,000 square 80,000
Area (m2)
metres (see Figure 5-3), which will enable us to 70,000
The plans also include:
undertake customer processing, meet increasing 60,000
• providing dual taxiways in an east-west security, customs, immigration and quarantine 50,000
direction (at all stages), which will provide a requirements, and provide food and beverage and 40,000
passing loop to minimise delays for aircraft retail facilities. 30,000
entering and exiting the aprons to the east of
Our plans ensure we have the space and flexibility 20,000
the south-west pier extension
to accommodate a dynamic terminal environment. 10,000
• creating a taxi lane13 and push-back14 zone, For example, it’s possible that security standards 0
2008 ‘10 ‘12 ‘14 ‘16 ‘18 ‘20 ‘22 ‘24 ‘26 ‘30
separate from the current taxiway (Zulu) on the and requirements will increase in the future, Existing
western side of the south-west pier extension. while the space required for processing trans-
This will reduce congestion on Zulu. Tasman passengers may reduce if New Zealand
and Australia implement joint programmes to
5.3 Planning terminal facilities streamline and harmonise these processes.
Our plans for the terminal are all designed to cope Any changes will happen progressively to meet
with forecast increases in passenger numbers, demand while ensuring business as usual –
and therefore baggage and other services. We aim providing a professional, efficient and comfortable
to achieve IATA’s ‘C’ service level during our busy experience for the people who visit and use the
hour, which is “a good level of service, conditions airport. You can read more about this staged
of stable flow, acceptable delays and good levels approach in Section 10.
of comfort”.
13 A ‘taxi lane’ is a portion of an apron designated as a taxiway
and intended to provide access to aircraft stands only.
14 ‘Push-back’ is the process in which an aircraft, usually a larger
jet type, is pushed back by a tug or tractor off a stand prior to
starting engines and taxiing away from the apron.
Page 26Page 27
6 Ensuring access to our airport
6.1 The current situation Agency and Wellington City Council, We will encourage airport employers to use Traffic
Wellington Airport is located at the end of a busy on which we made a number of submissions. Demand Management measures to enable their staff
urban road network with heavy traffic during peak to use the most efficient method of getting to and
The study led to the adoption of the Ngauranga
times. from the airport.
to Airport Corridor Plan in October 2008. The Plan
Any increases in the demand for transport to and identifies a number of short- and long-term priorities
6.3 Access to landside services
from the airport will have significant impacts on and initiatives for the corridor, which include:
In planning for traffic flow and parking at the airport,
(and be affected by) existing and future constraints • improving the route from Ngauranga to the we’ve used ‘a hierarchy of proximities’, locating
in the Wellington region’s transport network. airport services key to our business close to the airport and
They’re also likely to affect the airport and its
• undertaking a light-rail feasibility study other, less essential activities further away.
ability to operate as an efficient commercial
enterprise. • improving public transport services. This approach enables us to provide off-site
facilities for services such as long-term parking,
This Master Plan aims to integrate with This Master Plan is most concerned with the effect rental and valet storage and non-premium staff
Wellington’s regional transport strategy, of these initiatives on travel-time reliability to and parking that, while essential to our commercial
incorporating public transport development and from Wellington Airport, particularly in terms of: operations, consume large amounts of space.
a staged growth in facilities while ensuring we
provide an efficient, clear and flexible traffic flow • the availability and range of parking facilities Figure 10-5 shows an alternative location for these
around the airport, adequate car parking and in response to changes in travel modes (see services on the western side of Wellington Airport
effective pick-up and drop-off services. Section 6.3) (adjacent to Bridge Street). We propose developing
• the public transport options, acceptable this area over the next two decades, providing up
6.2 Addressing access to the airport capacity and travel times. to 25,000 square metres of car parking by 2030.
Most of the region’s roading network that provides
The number of passengers using public transport The most suitable land available for car parking
access to the airport has enough capacity to meet
(buses) to access the airport is increasing, a trend closer to the airport remains the area to the east of
forecast demand until 2030, including growth
that’s expected to continue in response to public the existing terminal building (which is currently
at the airport. However, there are some areas of
transport initiatives in the Ngauranga to Airport used for car parking and other vehicle-related
localised congestion that, if not addressed, would
Corridor Plan. While we believe a light-rail system activities). The Master Plan proposes building a
severely compromise the performance of the
is unlikely within the Master Plan timeframe, we multi-level car parking facility close to
whole network.
could accommodate its introduction. the terminal; this will increase the number of car
We believe it’s vitally important to retain the parks in the building from 13% of the total of all
Our planning for 2030 is largely based on the parks to 75% by 2030.
integrity of the Ngauranga to Airport Corridor – the
current mix of vehicles using the airport, with
subject of a recent study by the Greater Wellington
ample room for change and movement to meet The car parking building would include a public
Regional Council, the New Zealand Transport
different travel modes. transport interchange and facilities for all ground-
transport modes.
Page 28Page 29
7 Enabling commercial development
7.1 Enabling enterprise 7.3 The Airport Gateway 7.4 Using the terminal reserve
We’ll continue to invest in commercial projects We propose developing a substantial commercial We’ve also identified another site to the south of
using airport land not earmarked for aeronautical precinct (the Airport Gateway) on land not the current car park building as a long-term future
use. In determining future development, we’ll required for aeronautical use to the north of the ‘terminal reserve’ for potential expansion beyond
apply the principle of ‘highest and best use’. This terminal precinct, to support airport activities. 2030. Until then, this substantial site would be
investment in commercial projects is in addition to This may include hotels, conference facilities, car available for uses such as premium car parking,
the $450m required for infrastructure. parks, vehicle service centres and ancillary office passenger terminal and ramp functions, car rental
buildings for aviation service providers. While support facilities and commercial development.
7.2 Airport Retail Park remote from the terminal, it will still be accessible
The popular Airport Retail Park on the Western by foot. 7.5 Acquiring land
Apron remains in the 2030 Master Plan. We also We may need to buy a small amount of land
expect to progressively develop commercial during the Master Plan period to enable airport
activities on airport-owned sites on the western operations, such as widening our main taxiway by
side of Tirangi Road and on the small site to the realigning Calabar Road. We will extend, our fair
south of the New Zealand Defence Force (NZDF) valuation and purchase agreement for acquiring
terminal. These may include bulk or trade retail land on the western boundary to property owners
businesses, light industrial enterprises, long-term in these locations.
car parking and other services.
Page 30Page 31
8 Ensuring effective land use
8.1 The current situation 8.3 Working with the Regional Coastal Plan Wellington’s air cargo throughput forecast for
As well as the aeronautical businesses, Wellington We need approval under the Greater Wellington 2030 is 28,200 tonnes per annum, which means
Airport is home to a diverse property portfolio of Regional Council’s Regional Coastal Plan for any our air cargo terminal facilities should have a total
commercial, industrial, specialty retail and bulk land reclamation we undertake, such as for a floor area of 2,800 square metres, together with an
retail enterprises and residential properties. runway extension. Other plans that could affect us allowance for:
include the Regional Plan for Discharges to Land, • landside loading docks, manoeuvring and
We need to ensure that we continue to provide for
Regional Freshwater Plan and the Regional Air parking
these entities, while growing our own business
Quality Management Plan. Permits for Restricted
and meeting the needs of travellers, visitors and • airside staging (for parking container dollies
Coastal Activities are allocated by the Minister of
other stakeholders. waiting to be loaded onto aircraft).
Conservation, rather than the Regional Council.
Our plans for the future – particularly those that This means we need to make sure we have
relate to developments on the airport site – will 8.4 Assessing contaminated sites around 6,000 to 7,000 square metres for cargo
also need to meet the requirements and plans of We’ve identified the places in our airport where space by 2030.
the Wellington City Council and Greater Wellington contamination from the past may have occurred –
Regional Council. see Figure 8‑1. We expect to cope with cargo volumes until well
after 2020, but by 2030 we may have to move or
If we want to develop these areas, we need to reconfigure the current cargo-related leases to
8.2 Working with the District Plan
gain resource consent to confirm the presence cope with anticipated growth in cargo volumes
The Wellington City District Plan has a major
of contamination and, if so, establish acceptable and apron area.
influence on our plans for the ongoing use and
ways of mitigating its effects.
development of airport land.
A set of rules enables us to respond to worldwide 8.5 Air cargo
trends and requirements in airport development Airport master planning worldwide typically
and incorporate complementary uses such as calculates the area required for cargo facilities
retailing in the terminal, vehicle hire and other using a throughput of 10 tonnes a year for each
commercial services typically associated with square metre of cargo terminal floor area.
airports. At the same time, the rules seek to
protect the amenity values of surrounding areas
through controls on construction, aircraft noise,
screening and lighting.
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