Whenuapai Airport Civil Use - September 2007 North West Auckland Airport - Infratil
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Whenuapai Airport Civil Use
September 2007
North West
Auckland Airport
Civil Use. A Primer
Civil use of Whenuapai Airport has been a work in progress since Government’s 2002
announcement that the Air Force was likely to vacate the Base by 2007 and consolidate at
Ohakea.
This primer is a summary of key aspects of the process of bringing civil use to Whenuapai
and what civil use would mean. It is intended to be accurate and to not mislead, but some of
the issues are complex and not all the complexity is fully reflected here.
If civil use of Whenuapai occurs, whether alongside the RNZAF or stand alone, it will create
benefits and costs. The Company formed to make this happen, North West Auckland Airport
Limited, has the goal of delivering the greatest possible benefit and doing the most possible
to mitigate costs.
North West Auckland Airport Limited is owned by NZX listed company Infratil and the three
councils of Waitakere, North Shore and Rodney.
The costs, benefits and some of the background addressed in this primer are:
¾ What is “civil use” ?
¾ Why are the 3 Council’s so supportive ?
¾ Who owns North West Auckland Airport Limited and how would it operate at Whenuapai ?
¾ Will airlines want to use Whenuapai ?
¾ Noise and pollution ?
¾ From here ?
North West
Page 2 Auckland Airport
North West Page 3 Auckland Airport
What is Civil Use ?
A brief history of Auckland’s airports
¾ 1911 the first recorded powered flight in Auckland
¾ 1947 most civil aviation centralised at Whenuapai Airport
¾ 1955 decision made to make Mangere the base for Auckland’s main civil airport
¾ 1965 Mangere opens and Whenuapai closes for municipal operations
¾ http://en.wikipedia.org/wiki/Whenuapai has a good brief history
Civil aviation covers the activities overseen by the CAA (Civil Aviation Authority)
¾ Essentially everything not military
¾ CAA rules where passengers are involved are more onerous than the Military ones
¾ CAA’s rules do not cover things like noise and pollution. Their focus is safety
Whenuapai’s 2 kilometer runway would accommodate short-haul jet and propeller services
¾ The runway is the same length as Wellington’s (Mangere’s is 3.6 kilometres)
¾ Boeing 737 and Airbus 320. Not larger long-haul jets
North West Auckland Airport
¾ The goal is about 2 million passenger movements a year (Mangere has 12.5m, Wellington 4.7m)
¾ This would mean about 21 jet services a day (21 landing and 21 taking off)
¾ About 1 jet movement an hour at either end of the runway (It is assumed no civil use will happen between 12AM and 6AM)
North West
Page 4 Auckland Airport
Why The Councils Want Civil Use
For each of Waitakere, North Shore and Rodney civil use of Whenuapai is a special opportunity
¾ No other single development has as much potential to provide economic and transport benefits to the region
¾ There is extensive anecdotal evidence of the commercial disadvantage to the region of businesses having to access
airport services in South Auckland
¾ It will be a boon to residents who will be able to substantially reduce travel time to an airport
¾ It will be a boon to businesses that benefit from people visiting the region for business and recreation
Allow RNZAF to economically retain an Auckland base
¾ Sharing the cost of upgrade and operation
¾ A back-up to Mangere
¾ Civil Defence will be able to retain a base in the region
Significant enhancement to the region’s connectivity
¾ By air
¾ And on the ground via reduced road congestion
Recent Developments are all compatible with benefiting from civil aviation at Whenuapai
¾ Transit to extend the Motorway Hobsonville-Westgate by 2011
¾ Westgate to be developed as a city centre
¾ Waitakere City purchase of 15 hectares of Hobsonville for yacht construction. The region will continue to develop this
centre of excellence
¾ Hobsonville to gain 3,000 homes
North West
Page 5 Auckland Airport
Why The Councils Want Civil Use
Civil use of Whenuapai is Waitakere City’s most important development issue
¾ “Waitakere is a city of green hills, bush, beaches, and strong communities, Council’s goal is to build on those
things by minimising urban sprawl and improving the local jobs environment. We want our citizens to be able to
walk or bus to work and to have nearby access to civil and social amenities. We want to get our people out of the
traffic. Nothing will contribute as much to this long term vision as developing a successful civil airport at
Whenuapai.“
¾ Waitakere has commissioned economic appraisal reports from NZIER and BERL about the economic impact of
closure of the RNZAF operations at Whenuapai and alternative developments on the site. These reports, and
wide raging reviews of options, has unequivocally shown that RNZAF departure or wind-down would leave a big
hole in the West Auckland economy and that only civil use of the Airport could hope to fill the gap. Military
operations contribute over 2% of Waitakere’s economic activity and involve over 1,500 jobs and 800 families.
The example of the Mangere Airport indicates clearly just how big a “pull” for commercial activity an airport can
be.
Waitakere City is rich in people and poor in jobs over 60% of the City’s work force (over
60,000 people) leave the city each day to travel to their jobs
¾ It has been estimated that a successful civil aviation operation at Whenuapai would create over 2,000 local jobs
within 5 years. This will not fundamentally change the problem with people in Auckland’s north and west having
a daily drive south for work, but it will help.
¾ At present there are over 30,000 vehicle trips a day between Auckland’s north and west and the Mangere Airport.
Within 10 years it is forecast (by Auckland Airport) that there will be over 60,000 a day, over half of which will be
travelling for other than aviation related business.
¾ Waitakere has calculated that were there a successful civil aviation operation at Whenuapai now it would be a
major benefit for Auckland’s road congestion. Valuing time at $14 an hour the reduction in lost time due to road
congestion would be valued at over $340 million.
North West
Page 6 Auckland Airport
Alternative Uses
There would be fundamental problems with
developing alternative, high density, commercial
uses for the Whenuapai site were the airport to be
closed
¾ Waitakere has other growth nodes and would not want
Whenuapai to compete with these, Consequently it will not
be rezoned for other commercial uses.
¾ In any case, because it is outside the Metropolitan Urban
Limit the prospect of it being rezoned are problematic. The
airport is an important reinforcement of the MUL, acting as
a barrier to residential development.
Site utilities and restitution
¾ An issue with Hobsonville, which has taken about 10 years
to resolve, is who is to pay for utilities. If reticulation of
water, sewage, etc. was required at Whenuapai it is
estimated it would cost someone over $20 million.
¾ Were the airport closed, someone would have to pay for
the sites restitution. Amongst other things this would
involve removal of the runway and significant earthworks
which would further silt the upper harbour.
North West
Page 7 Auckland Airport
Population & Employment 2021 (another 440,0000
people in Auckland)
Population 2021 Employment 2021
Forecasts of Auckland’s population and employment show that the problem of a population that is growing in the north and west
while jobs are being created in the center and south is expected to persist. Unless ways can be found to stop traffic flowing from
north to south each morning and back each evening Auckland’s traffic will only get worse, no matter how much money is invested
in “solutions”. More people already live closer to Whenuapai than Mangere.
North West
Page 8 Auckland Airport
Auckland Airport (Mangere)
Auckland Airport is developing the commercial infrastructure and activity of a small city. This
development is accelerating. It is good for Auckland and New Zealand but it comes at a cost
2,000 hectare site
¾ Circa 500 hectares aeronautical (Wellington is 95 hectares)
>12 million passengers a year (projected 5%pa. long term growth)
¾ Growth of 7% per annum for the last 40 years
¾ Projected passenger numbers of >25 million within 20 years
¾ Wellington 4.7 million passengers
$14 billion pa. contribution to New Zealand’s economy
>15,000 people work at AIA
¾ Wellington 2,000
¾ 33,000 people to work at AIA by 2015
81,000 vehicles travel to and from AIA each day now
¾ A further 74,000 vehicles a day by 2015
¾ 2015 68,000 vehicles travelling to/from AIA on airport business
¾ 2015 87,000 vehicles travelling to/from AIA on other business
¾ Increasing trend towards non-aeronautical activities
¾ 2015 62,000 vehicles a day from Auckland’s north and west travelling to/from AIA
North West
Page 9 Auckland Airport
Auckland Airport Wants $2,880 million more
spent on Land Transport 2006 - 2016
There is already a huge cost associated with moving people and goods to and from Auckland
Airport. Growing land traffic to that Airport will increase the cost. The Airport’s own 2006
submission to the Regional Land Transport Strategy called for a further $2,880 million (2005
dollars) to be spent over the next decade. That is in addition to already budgeted spending
Draft Auckland Regional Land Transport Strategy 2006 - 2016
¾ Existing rate of spend (over the previous ten years) $5,180 million
¾ ARC “preferred option” spend $10,658 million (+$5,470 million increase)
¾ Sourced:
¾ TLA $1,793 million
¾ ARC $1,668 million
¾ Tolls $185 million
¾ Government $7,012 million
¾ Allocated
¾ Roads $6,540 million
¾ Demand management $420 million
¾ Public transport $3,750 million
Auckland Airport Submission called for spend of $13,590 million
¾ Allocated
¾ Roads $8,890 million (+$2,350m more than ARC’s preferred position)
¾ Demand management $970 million (+$550m)
¾ Public transport $3,730 million (-$20m)
Civil use of Whenuapai is not going to mean this problem doesn’t develop, nor that money will not
need to be be spent on improved links to Auckland Airport, but it will make a positive difference
North West
Page 10 Auckland AirportInfrastructure Requires Long-Term Vision
Wellington Airport Advertisement 1968
Investing in infrastructure such as airports
requires vision. Regions which have such vision
and put their plans into action grow, those
which don’t fade
¾ Whenuapai should not be regarded as a second civil
airport for a region of 1.5 million. It is a second airport
for a region with a population which will one day be
over 2 million.
The Wellington Airport advertisement copied at
right shows the importance of building
infrastructure despite the hurdles (it also
illustrates how difficult it is to make long term
forecasts) Our Airport is the heart of New Zealand’s airways
¾ Before 1959 Wellington’s airport was at Paraparaumu. system. It is the country’s busiest airport
¾ The construction of the existing airport was one of the
largest civic capital work ever undertaken in New
Zealand. It required the leveling of a hill and removal of Passenger traffic for calendar 1968
over 200 homes. Wellington 864,678
Auckland 805,529
¾ Wellington Airport was built due to the efforts of the
Wellington Chamber of Commerce. Christchurch 740,199
¾ Without an International Airport Wellington would not When the airport opened in 1959 consultants forecast it
have developed as it has today. would be handling 420,000 passengers annually by 1966. The
figure turned out to be nearly 830,000. The present forecast is
for 2,100,000 passengers annually by 1978
North West
Page 11 Auckland AirportPublic-Private Partnership
Waitakere City Council
¾ Instigated the process to bring civil use to Whenuapai. Chose its
partners to progress this outcome
¾ Has preemptive rights over the land under the Public Works Act
and is the local authority which determines appropriate land use at
Whenuapai
Infratil
¾ New Zealand public listed company with over 20,000 share and
bond holders
¾ Owns 66% of Wellington Airport and 3 airports in Europe. >5% North West
shareholding with the New Zealand Superannuation Fund in
Auckland
Auckland Airport
Airport
North Shore City Council and Rodney District Council
¾ Joined with Waitakere to provide support and to ensure that their
regions get to participate in the project and enjoy the benefits of a
regional airport
North West
Page 12 Auckland AirportPublic-Private Partnership
North West Auckland Airport Limited
¾ 75% of voting shares Infratil
¾ 25% (8.3% each) held by Waitakere, Rodney, North Shore
¾ Each council may appoint 1 director. Infratil up to 4
¾ Any capital requirements of NorthWest offered to Infratil/Councils 67/33
¾ At any time over the next 7 years the Councils may take up their full 33% ownership. The price to be set so as to provide
Infratil with a 10%pa. return on money invested. If the Councils go to 33% their votes increase from 25%
Councils provide local involvement, Infratil provides expertise & capital
¾ Councils are fully informed
¾ Get a seat at the board. Directors have a duty to act in the interest of their community as well the airport
¾ Share any value upside
¾ No risk
¾ Infratil was chosen by Waitakere via a transparent contested selection process
The 3 councils are fully involved in the process and will be fully informed care of their ability to be
represented on the board of North West Auckland Airport.
They are under no obligation to provide any funds, in fact should any of them wish to do so, it is
likely they would have to undertake public consultation.
Without taking any risk the Councils have an opportunity to share in 1/3 of any profits above a
10%pa. return.
North West
Page 13 Auckland AirportCommercial Proposition/Viability
Upgrading Whenuapai to civil standards will initially cost $50-$100 million (figures recently updated by
engineering consultants Opus)
¾ Runway $13m - $34m
¾ Terminal $6m - $10m
¾ Lighting, safety, navigation etc $31m - $41m
Viability has been assessed on the basis of 2 million passengers a year over the medium term (about
10% of the Auckland air-traffic market)
By way of comparison, Hamilton (Auckland’s current 2nd airport) is viable
¾ 433,000 passengers pa. (6 international routes + domestic)
¾ $6m pa. revenue ($2.9m aeronautical)
¾ $2.8m operating cost and $2.2m EBITDA
North West
Page 14 Auckland AirportCommercial Viability & Use
The commercial viability of civil operations was
extensively reviewed for a submission to Weekly Service Whenuapai AIA Now
government made in 2004. Circumstances have 2011
not have changed markedly since then and the
Australia 38 200
likely weekly jet service schedule is given at
right Islands 12 46
¾ These weekly services would be consistent with about
2 million passengers using the airport a year Wellington 42 183
¾ Such a level of activity would be consistent with the
commercial and land transport benefits targeted by Christchurch 42 165
Waitakere City Council
¾ This level of activity would justify the $50-100 million Other domestic jet 14 33
upgrade cost that has been estimated as necessary to
allow civil use
Domestic
Our Airportprop
is the heart of 98
New Zealand’s 464
airways
The questions interested parties need to ask system. It is the country’s busiest airport
include:
¾ Would these level of activity create substantive NB. Whenuapai is not projected to
commercial/transport benefits?
be used by large civil aircraft or for
¾ Is this level of activity likely?
long haul
¾ What would this level of activity mean for local
residents?
North West
Page 15 Auckland Airport2 Million Passengers Likely?
Over 500,000 people in Auckland live closer to
Whenuapai than Mangere. Within 20 years that
figure is projected to be 1,000,000
Auckland Region People Capacity 2050
Index Auckland Region 2001 = 100
70
60
50
40
30
20
10
0
Northern Growth Auckland City Southern Zone
Zone
Population 2001 Population Capacity 2050
A substantial proportion of passengers are likely
to be inbound. Consistent with Wellington where
50% of international passengers are inbound.
No of Pax
Departures from Wellington
30,000
25,000
20,000
15,000
10,000
5,000
0
Jul-03 A ug-03 Sep-03 Oct-03 Nov-03 Dec-03 Jan-04 Feb-04 M ar-04 Apr-04 M ay-04 Jun-04 Jul-04
Residents Overseas Visitors and Migrants
North West
Page 16 Auckland Airport2 Million Passengers Likely?
Why would airlines want to use it?
¾ Whenuapai would be an ideal base for short point-to-point services
¾ It will not impinge on Auckland Airport’s hub operations
¾ It will make it quicker and more convenient for trips such as Auckland-Wellington and Auckland-Sydney
¾ Because it will be uncongested it will be attractive to carriers such as Virgin/Pacific Blue, jetStar, Tiger etc. that put a
premium on fast turn around
¾ Even AirNZ, which has a large business at Auckland Airport and has had reservation about cannibalising that business,
has now indicated it sees Whenuapai as being an attractive base
¾ Cab fare from Whenuapai to Auckland CBD is 60% of that from Mangere and Whenuapai is well placed for bus and ferry
links
Freight
¾ Given the business catchment (and anecdotal support) there is likely to be freight demand
¾ Not relevant for the Airport economics (it only produces income indirectly and via rent)
Local demand
¾ The strongest support for Whenuapai has come from people in Auckland’s north and west who are frustrated at having to
travel the long distances through unpredictable congestion
¾ Another group of supporters are those who recognise that Whenuapai would make Auckland that much more attractive to
visitors who are also put-off by Auckland’s road congestion and travel times. A fast ferry service from Whenuapai to
downtown Auckland and Devonport would be a major benefit to both areas
North West
Page 17 Auckland AirportFerry Links Airport-CBD
Why would airlines want to use it?
¾ Whenuapai would be an ideal base for short point-to-point services
¾ It will not impinge on Auckland Airport’s hub operations
¾ It will make it quicker and more convenient for trips such as Auckland-Wellington and Auckland-Sydney
¾ Because it will be uncongested it will be attractive to carriers such as Virgin/Pacific Blue, jetStar, Tiger etc. that put a
premium on fast turn around
¾ Even AirNZ, which has a large business at Auckland Airport and has had reservation about cannibalising that business,
has now indicated it sees Whenuapai as being an attractive base
¾ Cab fare from Whenuapai to Auckland CBD is 60% of that from Mangere and Whenuapai is well placed for bus and ferry
links
Freight
¾ Given the business catchment (and anecdotal support) there is likely to be freight demand
¾ Not relevant for the Airport economics (it only produces income indirectly and via rent)
Local demand
¾ The strongest support for Whenuapai has come from people in Auckland’s north and west who are frustrated at having to
travel the long distances through unpredictable congestion
¾ Another group of supporters are those who recognise that Whenuapai would make Auckland that much more attractive to
visitors who are also put-off by Auckland’s road congestion and travel times. A fast ferry service from Whenuapai to
downtown Auckland and Devonport would be a major benefit to both areas
North West
Page 18 Auckland AirportJoint Military – Civil Use
Entirely practical operationally
¾ Blenheim/Woodburn, Wellington
¾ Newcastle/Williamtown, Darwin, Townsville, Canberra
Civil operator to pay for deferred maintenance and upgrade and then share operational costs
¾ Initial upgrade $50-100 million
¾ Shared use of AFS, Navigation, Airfield
¾ Terminal facilities could be adjacent or on opposite sides of the airfield
Would enable the RNZAF to remain at the Airport indefinitely
¾ Military/Govt would share the cost of “catch up” capex and operating costs
¾ Significant benefit for RNZAF retention of staff and capacity
Would enable Civil Defence to remain at the Airport indefinitely
Commercial terms
¾ Transparent and fair
¾ Recognise that Military use is likely to remain uncertain and the balance between military and civil use may
change over time
¾ Waitakere City Council has pre-emptive rights over the Airport in the event of any Crown sale. But actual
purchase of land may never be required
North West
Page 19 Auckland AirportLocal Opposition/Support
September 2006 TNS Poll of 1512 people
¾ “In the north-west of the region, where the airport is located, support for the concept, compared with opposition, is more
than four to one, and has increased since an earlier poll conducted by TNS in 2004.”
¾ 53% of Auckland region residents support the idea of commercial air services at Whenuapai as soon as possible. 15%
oppose the idea. The remaining residents are unsure or are neutral towards the proposal
¾ The main reasons for supporting the concept of commercial air services at Whenuapai were, quicker access (18%), less
traffic congestion (10%) and cheaper airfares (11%)
¾ The main reasons for opposing the concept were noise (4%) and belief that another airport is not needed (3%)
¾ Most (55%) believe that in five years it will take longer to drive to Mangere because of growing traffic congestion and
increasing population.
2004 poll
¾ Very similar results. Slightly more support indicated in the 2006 poll
Northern and Western Sectors Business Futures Forum
¾ January 2005. Three conferences held in Waitakere, Rodney, North Shore identified civil use of Whenuapai as one of the 3
key issues/opportunities facing the region
¾ March 2007 the north west business forum reviewed the regions’ key issues and again identified the availability of
business land, Civil use of Whenuapai and land transport as the 3 priorities
¾ Overwhelming business support for civil use of Whenuapai
North West
Page 20 Auckland AirportLocal Opposition/Support
What do you think about a civilian air service at Whenuapai?
(Sept 2006)
75%
In Favour
Don't mind
Opposed
50%
25%
0%
Northwest Region Waitakere City North Shore City Rodney District
North West
Page 21 Auckland AirportLocal Opposition/Support
The Waitakere City Council Plan Change has galvanized opposition to retention of the Airport (and
to civil use augmenting the military)
¾ Opposition has been vigorously encouraged by a residents group which has received support and funding from Auckland
Airport
¾ At least some of the opposition seems to be misinformed. On much of the North Shore aircraft arriving at and departing
from Whenuapai will be barely discernable from Auckland Airport traffic
¾ In general a successful civil airport at Whenuapai will add amenity value to the residents and businesses on the Shore.
Such amenity value will, ultimately, be reflected in property values
¾ In Wellington, to use a relatively local example, property values in the region’s east (where Wellington Airport is
located) have risen markedly faster in recent years than the regional average
¾ Roseneath/Oriental Bay is Wellington’s most expensive suburb and has approximately the same proximity to
Wellington Airport as Greenhithe has to Whenuapai
¾ Not every property on the North Shore would increase in value due to a successful civil operation at Whenuapai, but
it is likely that the average will rise and certainly most will benefit.
Aircraft Noise
¾ Measurements of aircraft noise are complex and can be hard to follow. Measurements cover each of peak noise (the
loudest sound heard), average noise within a 15 minute period and the total noise produced within a longer period (1 day
out to 3 months). The figures can be weighted depending on the time of day and also the tone.
¾ Noise impacts are inherently subjective. A loud sharp sound at 2AM will be more disruptive than a continuous drone at
3PM.
¾ The following pages show calculations provided by acoustic experts and give a range of different measurements to assist
an understanding of familiar comparatives “an aircraft at XX height will sound about the same to a listener as a truck
travelling on a road YY metres away”. No one comparative will be ideal and different listeners will have different sensitivity
to trucks and aircraft.
North West
Page 22 Auckland AirportShore Submissions on Waitakere Plan Change
Some of these opponents will have
real reasons for being concerned
about continuing use of Whenuapai
Airport, but in many instances it is
difficult to understand how the
relevant individual would not gain a
net benefit
North West
Page 23 Auckland AirportIs Opposition Well Informed?
148 Civil Jet Services A Week
¾ 21 Arrivals a day
¾ 21 Departures a day
¾ Propeller aircraft movements create minor noise effects being 10 times as quiet as a jet
¾ Over the North Shore, prevailing winds mean that:
¾ 24 days a month 21 aircraft will arrive
¾ 6 days a month 21 will depart
¾ At either end of the runway there will, on average, be one aircraft every 51 minutes
¾ Assumes curfew 12AM to 6AM
Some people who have made submissions about the Waitakere Plan Change may be expecting
frequency and noise which is out of proportion to what is actually intended
¾ For some people any aircraft movements are objectionable so it is reasonable these people do object
¾ For others, there may be misunderstanding of frequency/noise impacts
¾ Some opponents of civil use of Whenuapai have created an atmosphere of fear and concern which may be causing more
discomfort than would the actual aircraft
It is reasonable that North Shore residents voice concern about environmental consequences, but it
is hoped that individuals look carefully at the full set of benefits and costs before making up their
minds
North West
Page 24 Auckland AirportCivil Arrival Flightpaths
24 days a month 21 aircraft per
day will arrive into Whenuapai
6 days a month 21 will depart
14 of 21 South
5 West
2 East
Leq (15 minutes) is the average noise over a 15
North West
minute interval from one Boeing 737-800 aircraft
Page 25 Auckland AirportCivil Arrival Flightpaths
Some Browns Bay residents may be unnecessarily concerned about aircraft
Reflecting on the large
number of opponents
of civil aviation who
live around Browns
Bay it is difficult to
explain their
opposition given that
projections are for
only 2 aircraft a day to
fly overhead
North West
Page 26 Auckland AirportNoise Arrivals
Herald Island 114 meter altitude 65 Leq
¾ The noise from a 737-800 flying overhead at this point would be equivalent to the noise generated by a truck on the open road 13m
away from the observer
¾ Hercules C130 now generates 70 Leq which equates to a truck 7 meters away
Oscar Road Greenhithe 204 meters 61 Leq
¾ Equivalent to the noise of an average truck on the open road 22 metres away
¾ Hercules C130. 66 Leq which equates to a truck 11 meters away
Schopolo Place Albany 251 metres 59 Leq
¾ Equivalent to a truck 28m away
¾ Hercules C130. 64 Leq which equates to a truck 15 meters away
Bush Road Albany 358-403 metres 52-57 Leq
¾ 32m away
Auckland-Waiwera Motorway (Sunnynook) 374-489 metres 54-55 Leq
¾ 41m away
East Coast Bays Road 536 metres 54 Leq
¾ 47m away
Browns Bay 743 metres 52 Leq
¾ 60m away
“Leq” is the average noise level for a 15 minute period of a single aircraft flying overhead. Look at pages 32 and 33
for further information about how sound is measured
North West
Page 27 Auckland AirportCivil Departures Flightpaths
20% of traffic
14 of 21 South
5 North/West
2 East
North West
Page 28 Auckland AirportCivil Departure Flightpaths
Some Browns Bay residents may be unnecessarily concerned about aircraft
On average 6 days a
month two jet aircraft per
day will depart from
Whenuapai on this path
ays a
month
Northtwo
West
Page 29 jetAirport
AucklandNoise Departures
Herald Island 159 meters 65 Leq
¾ The noise from a 737-800 flying overhead at this point would be equivalent to the noise generated by a truck on the open road 13m
away from the observer
¾ Hercules C130 now generates 71 Leq which equates to a truck 5 meters away
Oscar Road Greenhithe 298 meters 61 Leq
¾ Equivalent to the noise of an average truck on the open road 22 metres away
¾ Hercules C130. 64 Leq which equates to a truck 15 meters away
Schopolo Place Albany 391 metres 56 Leq
¾ Equivalent to a truck 39m away
¾ Hercules C130. 61 Leq which equates to a truck 22 meters away
Bush Road Taradale 626 metres 53 Leq
¾ 54m away
Auckland-Waiwera Motorway 733 metres 52 Leq
¾ 60m away
East Coat Road 776 metres 51 Leq
¾ 66m away
Browns Bay 913 metres 49 Leq
¾ 78m away
At the same ground points departure noise is generally quieter than arrivals. Although more thrust is being used,
the aircraft are generally higher
North West
Page 30 Auckland AirportComparing Noises
Whenuapai will take smaller, quieter, aircraft than
AIA, nevertheless the map at left gives some idea of
the ground noise impact of an aircraft arriving in to
Whenuapai relative to an aircraft arriving at
Mangere
¾ Someone in New Lynn will be equidistance from the two
airports, which is also about the same distance as
Browns Bay is from Whenuapai or Ellerslie from
Mangere.
¾ Someone from Browns Bay could use this form of
comparison to get a reasonably accurate idea of the
sound impact the 2 daily services they could expect
from Whenuapai.
Not shown on this map are the full set of arrival and
departure flight paths, which may help people
appreciate the impact of specific services
¾ For instance, at present General Aviation aircraft
(usually small private aircraft and helicopters) fly along
the North Shore coast at 300 metres so as to stay out of
the way of commercial services.
¾ A normal level of noise associated with one of these
aircraft would be about 43 dBA Leq (15min). By
comparison a Boeing 737-800 arriving to, or departing
from, Whenuapai will be at between 750 metres and 900
metres altitude making a noise of between 49 Leq
(15min) and 52 Leq (15min).
Leq: The average noise over a 15
minute interval from one Boeing 737- North West
800 aircraft
Page 31 Auckland AirportMeasuring Noise
Sound is measured in decibels (dB). Because the sound
range is very large, decibels are expressed as logarithms
¾ Most people perceive a 6 to 10 dB increase to be a doubling of
Sound Level Example
loudness. Changes of less than 3 dB are not easily detected
(SEL dBA)
outside of a laboratory.
110 Rock band
A-Weighted Decibel (dB(A)) 100 Subway train
¾ The frequency or pitch of a sound influences how it is heard. 90 Blender
Humans hear middle to high frequencies better and the higher the
frequency the more annoying it tends to be. 80 Shouting
¾ dB(A) weights for these hearability and annoyance factors and 70 Vacuum Cleaner 4 metres away
most closely approximates the way the human ear hears sound.
60 Normal speech
Maximum A-Weighted Sound (Lmax) 50 Dishwasher next room
¾ Lmax measures the maximum sound level of a noise event. As 40 Library
duration isn’t considered two events with the same Lmax can 30 Bedroom at night
produce very different overall noise exposures.
20 Recording studio
Sound Exposure Level (SEL) 10 Threshold of hearing
¾ The SEL is a measure of the cumulative noise of a single aircraft
flying over, consequently it will tend to be higher (7 to 12 dB) than
the associated Lmax due to the duration of the sound.
North West
Page 32 Auckland AirportMeasuring Noise
Day-Night Average Sound Level (Ldn)
¾ The Ldn represents noise over a 24 hour period and
takes into account the cumulative noise. It assumes
noise at night (10PM to 7AM) is perceived to be
louder and so incurs a 10 dB penalty.
Leq The noise information has been presented
¾ Leq is is similar to Ldn but for shorter periods, eg. with the aim of helping individuals with
15 minutes. different sensitivities establish their own
¾ In the maps Leq is measuring the amount of noise of relativities. In due course a more
a specified event (a Boeing 737-800 flying overhead) sophisticated explanation will be required
averaged over a 15 minute period but the objective in this primer is to provide
some explanation of norms and the different
ways noise effects are assessed.
Aircraft versus truck
¾ The noise impact of an over-flying 737-800 is
expressed as an Leq measurement and by
comparison with a a truck passing on a nearby road
because they are similar in their nature.
Comparisons between an aircraft noise and, say, a
vacuum cleaner or lawn mower may be misleading
due to their very different features.
North West
Page 33 Auckland AirportNoise
Waitakere’s Plan Change is for noise levels under joint civil-military, or pure civil operations, to not
exceed existing permitted limits
¾ Noise levels are fixed through the military's existing designated noise contours. Total cumulative noise from any operations
- military and civil cannot exceed these levels. It is not proposed to change these noise levels as part of the present plan
change. The commercial model demonstrates that the noise levels do not need altering to accommodate viable commercial
operations .
World Health Organisation (WHO) guidelines on noise harm
¾ The guidelines recommend noise levels within dwellings should not exceed 40 decibels, which outside equates to 55
decibels. Where external noise levels are above 55 Ldn WHO has identified that communication, cognitive performance and
psychological health can be adversely impacted.
¾ At Whenuapai the area subject to external noise levels of 55 Ldn finishes in the harbour east of Herald Island.
No school is within the 55 Ldn area (despite misinformation provided by some opponents)
¾ At Wellington, where the airport is in a substantially more built up area than is Whenuapai, noise and pollution effects are
closely monitored.
¾ Many schools are located close to Wellington Airport (which has over 100,000 annual aircraft movements. Whenuapai has
about 20,000) including: Scotts College 600m, Strathmore Park 800m, Miramar South 60m, Miramar Central 1km, Miramar
North 2km, Evans Bay Int 800m, St Pats Kilbirnie 1km, Rongotai College 500m, Hataitai 2.2km, Roseneath 3.3k, Kilbirnie 1.5k.
¾ At Wellington Airport few, if any, complaints are received from schools (or other community interests) about aircraft noise.
Good management of the issue ameliorates resident concerns
¾ At Wellington the number of residents within the area exposed to noise levels of 55dB(A) Ldn is >10,000. At Whenuapai it
is 965 residents [439 dwellings: Point 2.4.4 s.32 report x av. dwelling occupancy: 2.2].
¾ Some months at Wellington no noise complaints at all are received. Recently the Wellington Air Noise Committee decided to
reduce meeting frequency to quarterly due to the lack of complaints and issues.
North West
Page 34 Auckland AirportNoise
Concern generated by opponents has
created more fear/harm than the noise
justifies
Wellington has substantially more
households (10x) within higher noise
areas (>55dB) than Whenuapai
Mangere air traffic has the same noise
impact on the North Shore as would
Whenuapai traffic
Wellington is undertaking a study of noise
insulation (required as part of the 1997
consents for the Airport’s current noise
allocation). The study is focused on noise
insulation and rezoning and is looking at
the costs of insulating existing housing
around the airport and the cost of noise
mitigation, including changes to zoning to
restrict noise around the Airport. The
study will conclude next year and
indicates there are many ways to address
health and community concerns
North West
Page 35 Auckland AirportAirports Can Be Good Neighbors
North West
Page 36 Auckland AirportAircraft Are Getting Quieter
Wellington Wellington
WellingtonWellington
North West
Page 37 Auckland AirportOther Environmental Concerns
The US Federal Aviation Administration has published analysis of Hazardous Air
Pollutants (HAP's) associated with aircraft airports and aviation. They note that HAP
levels on airports, or in areas directly adjoining airports, are higher than average, but
not unusual in the context of an entire urban area (such as adjacent to a motorway for
example).
Aircraft take-off and land into the wind. As the prevailing winds are SW, the area to
the east (Greenhithe, etc.) will mainly be over-flown by arriving aircraft which emit
relatively less exhaust than departing aircraft.
There are extremely low concentrations of HAPs in aircraft exhaust considering the
amounts of fuel burnt and the amount of energy generated. Airports represent a small
percent of total overall air pollutants generated (ca. 0.5%).
The rate of emissions and noise is declining as engines become more efficient.
Airlines are now testing gliding into Auckland and Wellington airport as a way to
reduce fuel burn and emissions.
North West
Page 38 Auckland AirportIndividual Costs and Benefits
Civil use of Whenuapai and retention of military operations
¾ Will impact people differently
¾ Not everyone will be a winner from retention relative to closure
¾ Greater connectivity
¾ Jobs
¾ Access to air services
¾ Noise and pollution (ground and air)
¾ Alternative uses of the site
It would be disappointing were people to close their minds on the debate now when many of the
issues are still to be substantially addressed
¾ Opponents are spreading myths about health and property values
North West
Page 39 Auckland AirportFrom Here?
At present discussion about bringing civil-use to Whenuapai Airport are hypothetical because the
current owners (The Crown) and tenants (RNZAF) have expressed a disinclination to progress
disposal, joint use or any other steps that could lead to civil operations being established.
Once this position changes it is expected that the following process will unfold
¾ Government will select a partner for civil-use. Given North West Auckland Airport’s relationship with the adjacent
Councils, associated rights under the Public Works Act, and operational, financial and security credentials it is
expected this should happen reasonably quickly, unless a political agenda is progressed and/or the process becomes
litigious.
¾ Joint-use terms will be agreed.
¾ Consents will be progressed.
¾ Once consents are received, terms for civil use by airlines will be developed.
¾ Construction and refurbishment of facilities will occur.
¾ Civil air services will commence.
It is likely that the whole process (from the time a civil-use partner was chosen) would take about
3 years
North West
Page 40 Auckland AirportNorth West
Auckland
Airport
North West
Page 41 Auckland AirportYou can also read
