Master Plan 2011-2030

Master Plan 2011-2030 1

INTRODUCTION...4 VISION...5 PURPOSE OF THE DEVELOPMENT PLAN...5 OUR COMMITMENT...5 AT A GLANCE...6 OVERVIEW...7 a) Ownership...7 b) Property...7 c) Activities 2010...8 1. Airline Operations...8 Commercial...8 Aviation Engineering...8 Training-...8 General Aviation...8 2. Hangarage...9 3. Ancillary Activities:...9 GROWTH EXPECTATIONS...10 a) Aircraft Type...10 b) Passengers....11 FUTURE PLANS...12 Terminal....12 Terminal Access...13 Airfield....14 Runway...14 The Current Situation...14 Noise Levels...15 Obstacle Limitation Surfaces...22 Aircraft Services....23 The Northern Airfield...24 Safety Zones...25 Our Environment....26 Inundation...26 2

3 Carbon Emissions...26 Waste....26 Noise...26 Wildlife...26 Public /Airport Interface...26

INTRODUCTION. Nelson Airport is the fourth busiest airport for scheduled commercial flights in New Zealand after Auckland, Christchurch and Wellington. It benefits particularly from its central New Zealand position and Nelson s predominance of fine sunny days and light winds which create ideal flying conditions as well as making Nelson a popular lifestyle choice for many business people and retirees. It is situated centrally between Nelson City and Richmond providing easy and quick access to the resident areas it serves. Nelson Airport is home base for Air New Zealand s regional subsidiary, Air Nelson Ltd which operates a regional air fleet under the NZ Link brand with a current fleet of 23 Bombardier Q300 aircraft. Various smaller airlines operate in the area and provide additional trans Cook Strait passenger and freight services. The most frequently flown route is between Nelson and Wellington with around 11 flights each way each day closely followed by Auckland with 7 a day each way and Christchurch with 5 each way a day. Wellington is also served directly by Air2There and Sounds Air. The frequency of these services ensures Nelson has good connectivity with all major centres and international connections. Nelson Airport is also host to a significant range of other aviation activities. The international HQ of Helicopters NZ Limited and one of their significant maintenance facilities are based at Nelson Airport along with a group of aviation servicing companies which provide maintenance and refurbishment facilities particularly focused from turbo prop down to GA aircraft and on helicopters. Flight training is also undertaken at Nelson Airport, however the predominant concentration of this activity is centered on Motueka aerodrome. 4

VISION Nelson Airport Limited seeks to operate a self sustaining and successful airport which provides excellent passenger and aviation industry services plus supporting the economic growth and development of the Nelson Tasman region as a preferred gateway.. PURPOSE OF THE DEVELOPMENT PLAN. The purpose of this plan is to assess and assist planning for the forecasted growth of the airport and aviation industry in Nelson and to ensure the benefits and effects of growth can be clearly measured and taken into account in planning by airport operators as well as city and regional planners. Development planning must consider not only the commercial benefits of development and growth but also the social and environmental impacts such growth may have. With these considerations all parties may work with sensitivity and tolerance towards the best overall outcomes for aviation, the region and the neighbouring communities. OUR COMMITMENT. Nelson Airport Ltd is committed to providing a gateway to Nelson that showcases this region and provides a welcoming atmosphere and great first impression to our visitors. We are committed to provide a safe and efficient environment for our customers. We are committed to being good members of our community. We are committed to providing fair and market competitive returns to our shareholders. 5

AT A GLANCE Strong growth in passenger numbers are expected to continue, annually predicted to rise by 3.4% through 2016 thereafter by 2.6%. Commercial Airline capacity is expected to remain with turbo prop configurations with proven economic optimisation. Growth in capacity will be by improving load factors and new generation turbo props with increased capacity but lower take off and landing run-ups Regional jet configurations are unlikely to be economic especially given additional runway and run-off length required. International commercial flights, while not being completely discounted over a 20year planning horizon, are considered extremely unlikely given the substantial economic cost of runway and run-off extensions, extensive security considerations and provision for customs and immigration services as well as the impact on surrounding areas with height and noise restrictions. Provision for passenger and visitor growth will be required in terminal facilities and parking extensions. This can be managed in a modular basis. Growth in General Aviation hangerage can also be managed by extensions in the northern McLaren Drive area through airport land adjacent to Bolt Road which reverts to the Company from Golf Club use in 2013. Management of the environment within which airports can operate is an increasing issue for airport and regional growth. 6

OVERVIEW a) Ownership Nelson Airport Ltd is owned in equal shareholding between the Tasman District Council and Nelson City Council. One Kiwi Share is held by The Minister of the Crown. The purpose of the Kiwi Share is to provide protection of the land for the purpose intended by the Crown at vesting by prohibiting any acquisition of the land by the company without consent of the Kiwi Shareholder, and preventing any alteration to the Constitution affecting the Kiwi Share without consent of the Kiwi Shareholder. b) Property The airfield land is an Aerodrome Reserve 118.8hectares (1) vested in NCC and leased to Nelson Airport Ltd on a 60 year peppercorn lease with annual extensions of one year. A further NCC Aerodrome Reserve (2) of 6.4888 hectares is held adjacent to Bolt Road. The majority of this is currently on an expiring lease to Nelson Golf Club. Land on the Monaco Peninsular (3) directly under the flight path is owned in freehold title by the company as a means to ensure the safe operation of the airfield. This area includes two remaining residential properties which are rented. Two further parcels, one of 2.4141hectares directly across Jenkins Stream from the terminal area (4) and another of 1.1360hectares off the end of Awatea Place (5) have been purchased after being identified as appropriate for future airport related development. Figure 1 7

c) Activities 2010 Current activities undertaken at the airport fall into three main categories: 1. Airline Operations Commercial Scheduled passenger services Freight services, Charter operations. Scenic flights Specialist Flights: Air ambulance, survey, firefighting Aviation Engineering Major turbo prop maintenance facilities, Fixed wing and Heli engineering fit-out and painting services, Component manufacture and fit-outs. Training- Pilot (Fixed wing and heli), Flight crew, Aircraft engineering. General Aviation. Facilities are provided for light aircraft and privately owned/operated aircraft. 8

2. Hangarage Hangars range from very large maintenance hangars to those suitable for light aircraft and are owned variously by Nelson Airport Ltd, investment landlords and private owner/operators. Land on which the improvements are sited is leased from Nelson Airport Ltd. The majority of the land operated by Nelson Airport Ltd is Aerodrome Reserve. 3. Ancillary Activities: Transport Rental car, taxis, shuttles buses and cycle hire operations. Tourism Scenic flights, tours and tourism information. Parking Terminal, recreational and operational car parks. Recreation. Perimeter walkway, cycleway. 9

GROWTH EXPECTATIONS. This plan is based on a number of forecasts in respect of passenger growth, aircraft type and industry development. Passenger numbers and schedule demand forecasts have been developed by AirBiz, an independant aviation consulting group with wide international experience. Additional advice and information has been provided by a number of consultants in various fields relevant to the project. Growth or shrinkage in the aviation services industry can be influenced by a number of factors and initiatives. We expect this area to grow as Nelson s position as an aviation maintenance centre of excellence and significance becomes more widely accepted, both nationally and internationally. The positioning of internationally recognised facilities such as Air Nelson Engineering, and Helicopters NZ along with the fledgling Golden Wings charter operations and flight school at Nelson Airport are positive indicators for future growth. An increase in training operations for both flight and engineering is expected to occur with recent developments and investment giving good indications in this respect. a) Aircraft Type Aircraft type for fleets operating in and out of Nelson can be reasonably expected to remain as turbo props of one type or another. Currently there are no major developments for larger turbo prop type aircraft with the Bombardier Q400 being the largest in current production. The distances involved in regional connections to main trunk links throughout regional New Zealand is the major inhibitor in moving from turbo prop to regional jet services with shorter routes not allowing the economy of operation that is likely to encourage serious consideration by any jet airlines currently in the market. The runway length at the majority of regional airports is insufficient for passenger jet operations. Meeting the costs involved in extending the runway and providing the security facilities required for such operations is unlikely to be viable for regional airports in New Zealand without significant ratepayer contribution. 10

The high frequency of scheduled flights to and from Nelson provides connectivity to New Zealand and beyond and is a major positive influence on the Nelson economy. There is a clear balance to be maintained between aircraft size and flight frequency to continue and grow this benefit for our region. b) Passengers. Approximately 720,000 passengers passed through Nelson Airport in the 2010 calendar year. The most frequently flown route is Nelson to Wellington with 41% pax travelling on this route in the 2010 calendar year, 35% on the Auckland route and 24% on the Christchurch route. Passenger forecasts indicate steady passenger growth with occasional spikes for major national or international events. Passenger numbers are forecast (AirBiz Demand Summary-2007) to increase by an average 3.4% per annum until 2016 and thereafter at 2.6% per annum. In 2030 this would mean an expected 1.3million passengers per annum. This growth continues trends in passenger numbers, has account for residential growth and economic and employment expectations. 11

FUTURE PLANS Terminal. Current Busy Hour Demand has risen to 8 Q300aircraft with 4 arriving and 4 departing between 6 and 7pm on a Friday evening followed by 7 aircraft from 9-10am on Saturday. While streamlined check-in services have alleviated some of the pressure on the terminal and allowed busy hour traffic to increase to 8 aircraft without terminal expansion, further increase in passengers through, or shouldering onto, busy hour periods will require terminal expansion. Like all airports the occasional disruptions and delays see utilisation stretched beyond capacity however these occurrences are minimal. Incoming passengers exit is streamlined by the current trailer system for baggage distribution which allows single handing and immediate access to all passengers when the trailer arrives. This system is widely recognised as the quickest where pax number less than 100 per flight. Aircraft type to 2030 is not expected to exceed 100 pax Further terminal expansion is likely to be required in the 2012/2013 year to ease the busy hour loading. Figure 2 illustrates the current terminal and expanded terminal footprint. 12

Terminal Access The terminal area was accessed by approximately 650,000 cars in 2010. All vehicles entering the terminal precinct must pass the terminal front at least once to exit the area. Drop-off, short stay and long stay parking is provided with a total of 517 parks and at 2010 peaked to capacity for one period of approximately 3 hours due to a major national event. For the calendar year 2010 the average monthly peak usage was 89 % with an average monthly low of 38%. In general over the 2010 calendar year approximately 3600 vehicles a month used the long stay parking facilities. We forecast parking requirements on utilisation per passenger numbers and anticipate the number of parks required by 2030 will double to 1000 and will be provisioned on a modular basis.. Figure 3. Current Terminal access traffic flows and parking Figure 4 Potential Design new access and parking The proposed design allows for the car park to be shifted in the future to provide for both Engineering expansion and increased parking requirements. The redesigned access streamlines traffic flows and provides safe pedestrian transit from car parks to the terminal. Commercial and public transport are separated from private drop-off and pickup to provide more efficient customer service and safer traffic flows. 13

Airfield. Runway The Current Situation. The current runway is sufficient for the turbo prop aircraft which currently service the region. We do not plan to increase the length of the runway in the period being reviewed for the following reasons: There is at present no interest from airline operators or potential competitors for a longer runway. It is unlikely this will change in the near to medium term or longer because the route length on the main regional connection routes is not conducive to jet aircraft operations. The aviation industry is however fast moving and the continually changing environment must be considered and allowed for if the company is to maintain and grow effective connectivity and industry opportunities for the region. Any constraint on infrastructure development is inevitably a constraint on the economy of the region. A lengthened runway would be required to operate an effective jet service to or from the region. Nelson Airport Current Declared Distances are as follows RUNWAY ASDA TODA LDA 02/20 1347M 1408M 1347M 02/20 GRASS 731 647 731 20/02 GRASS 731 731 647 06/24 GRASS 670 670 670 17/35GRASS 600 600 600 Note: ASDA =Accelerate-stop distance available TODA =Take off distance available LDA = Landing distance available. The main runway 20/02 has a PCN rating (indicative strength measurement) of 19 a strong rating comparable to international ratings. Paved taxiways connect the runway to the apron from both ends and the centre. In the unlikely event that the runway were to be lengthened to provide for alternative aircraft types the expected viable minimum extended length required would be 1600m. This would allow aircraft up to and including 737 jets to operate effectively in and out of Nelson Airport. 14

For the purposes of forward planning Nelson Airport Ltd has reviewed previous studies and determined the likely scenario would be an extension to the north. Prior to any future extension however, extensive studies would be required to fully determine the effects and requirements and costs of extension either way. Any extension of the runway would introduce a number of additional effects: The requirement to meet current Runway End Safety Area (RESA) standards which would mean the useable runway would have to shift north. The re-designation of Noise Boundaries and overlays, The re-designation of the Obstacle Limitation surfaces, The reconfiguration of the Nelson Golf Club s course to allow the lengthened runway. Nelson Airport currently has a RESA of 60m each end of its runway. The Civil Aviation Rules now require that any change to a runway length will invoke the new RESA requirements of 150m RESA. In order to get this Nelson Airport Ltd would have to move the declared runway northwards by 150m. To obtain the 1600 meter runway would then require an extension of 403m at the northern end. The north RESA would then extend a further 150m beyond that taking it through to the land owned by the airport company at Awatea Place. (see Figure 3) In 2005 Nelson Airport Ltd examined this scenario and with the agreement of Nelson Golf Club commissioned a Golf Course architect to look at possible options that would enable the runway requirements to be achieved. While there was no expectation that such an extension would be required in the short to medium term (10-30 years), it was necessary for forward planning to establish if the airport, at its current location, could expand to meet the potential requirements of aviation in the region. That work provided an option that was considered by Nelson Airport Ltd and the Nelson Golf Club to be very satisfactory and an understanding should the need arise to extend the runway was agreed between the parties. We consider runway extension an extremely low possibility. Provision of International Jet services could require an investment of between $40-$60million for perimeter security, customs and immigration facilities in addition to runway extension Noise Levels. The noise levels currently allowed in the Resource Management Plan would be adversely affected if aircraft schedules were to include jet traffic. Noise modelling has been undertaken to provide indicative levels if aircraft type were to change to include the jet services. The modelling was based on the type of jet aircraft most likely to be introduced if the routes were deemed to be viable and the runway was lengthened to meet the requirements of those aircraft types. These aircraft types are Embraer 170 and Boeing 737-15

300. The noise level modelling shows that the 65dB Ldn level noise boundary would be exceeded in parts of the residential areas of Otterson Street, Cohen Place and Awatea Place if these aircraft were introduced. The 55dB Ldn level would be exceeded in a small part of Tahunanui to the east of Muratia street near Rawhiti Street and on the Monaco peninsular. Figures 1 and 2 show the boundaries currently in place overlayed by the modelled boundaries for 737-300 and Embraer 170 aircraft. Jet passenger aircraft have a significantly different noise footprint than turbo prop aircraft and Single Event contours for both 737-300 and Embraer 170 aircraft are shown in Figure 3. 16

The current noise overlays are shadowed with the scenario noise level limits shown in the bolder colours. 17

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Figure 5 Current Runway 20

21 Figure 6 Lengthened runway if required

Obstacle Limitation Surfaces. In order to operate an airport aircraft must be provided with safe, obstacle free approach and take off fans. The requirements are contained in Civil Aviation regulations for aerodrome design. The airspace protection envelope is designated in the Resource Management Plan. The obstacle limitation effectively places a graduated plane which rises 1m in 65m from the runway ends. The current limitation surface would be breached with any lengthening of the runway. Figure 9 shows the obstacle limitation surface modelled on extending the runway north to 1600m 22

Aircraft Services. The terminal front apron consists of 6 ATR72/Q300 aircraft stands and 3 B1900D/J32/Metro aircraft stands. Non terminal stands are also provided for air ambulance and itinerant aircraft.the requirement for aircraft stands is largely determined by aircraft type and flight schedules. Nelson Airport Ltd currently has 9 stands at terminal front, 2 to the north of terminal front and 3 to the south. Further development to the north and south of the apron and redesign of stands to facilitate different aircraft type along with appropriate scheduling will allow for future requirements. Nelson Airport Ltd has restricted Place of First Arrival approval for unscheduled flights of up to 15 POB (including crew) and their baggage. Rescue Fire Service to Cat 3 is provided by Nelson Airport Rescue Fire Ltd. There is no plan to increase these particular facilities. 23

The Northern Airfield. Earlier development of the northern airfield did not anticipate the growth of aviation business at Nelson Airport and land use, particularly for airside hangar sites was somewhat extravagant. The extension of McLaren Drive has provided 9 further hangar sites with requirement for high utilisation building footprints. Four of these sites have already been leased. In 2013 the Nelson Golf Club lease on the Airport Reserve adjacent to Bolt Road expires and the land reverts to Nelson Airport Ltd s control. Nelson Airport Ltd will require part of this land in the short term to provide parking and additional hangarage for light aircraft. Planning includes progressive utilisation of this area. Nelson Airport Ltd is working with Nelson Golf Club on various initiatives to provide long term benefits to both parties. Figure 10 shows the planning layout of this area for the future. 24 Figure 10 Showing the future plan layout.

Figure 11 showing the current safety zoning and future zone proposals. Safety Zones. The airfield is zoned to provide for safe operational separation between the various uses which may have conflicting activities. In particular separation is seen as important for heavy commercial users (passenger and maintenance facilities), fixed wing operations and helicopter activities. Figure 11 shows the current zoning and future zone proposals. 25

Our Environment. Inundation. The airport properties are in most part identified in the NRMP as being subject to inundation. The area is also defined in the recent Cawthron Report 1699 as being vulnerable to a 1meter sea level rise. Nelson Airport Ltd continues to monitor and consult with council planners on these issues. Carbon Emissions. Nelson Airport Ltd measures and monitors carbon emissions and undertakes measures to reduce these wherever possible. Waste. Nelson Airport Ltd recycles where practicable and encourages its customers to do the same. Noise. The airport noise emission allowances are set in the NRMP at levels that are expected to be sufficient for the period examined in this plan. Any changes to the allowances would be subject to standard resource management plan change requirements. Wildlife. New Zealand is subject to International Civil Aviation Organisation standards and regulations. These standards require the appropriate authorities to manage land use to eliminate attractants to birds within the airport area being defined as the 13 kilometre radius. Nelson Airport Ltd will continue to work closely with local and regulatory authorities to identify risks and actions required to meet these obligations and to ensure the continued safety of aviation in our region. Public /Airport Interface. Nelson Airport is fortunate to be located on a peninsular which reduces the direct interface with residents and the public. It is of significant importance for the continued safety and security of both aviation and the public that this interface is kept at a minimum. Nelson Airport Ltd will continue to work with councils to ensure that both current and future airport issues are taken into account in development and planning so that the aviation industry and services can continue to grow and support the regions needs. 26