What options were considered As part of the initial planning for the new runway, several options were identified and assessed before determining that the new runway is the most appropriate development to meet the future demand for air services for Perth. Planning Location for the new runway identified in the 1970s by a joint Commonwealth and State Government Committee Support growth Providing essential transport infrastructure capacity and supporting WA s economic development Connecting people and places Furthering Western Australia s social and cultural development and connecting WA to the world
The new runway represents the best option to support the international competitiveness of the State s critical export industries, including resources, tourism, international study and agriculture. When do we need a new runway? The need for an additional runway at Perth was first recommended more than 40 years ago by a joint Commonwealth and State Government Committee investigating Perth s planning requirements. Recent modelling shows that an additional runway is needed to meet the demand of intrastate, interstate and international services to and from Perth. The need for the new runway is driven by the demand for arrivals and departures in a given hour. Perth experiences significant peak periods at particular times during the day. During the morning peak period, approximately 80 per cent of aircraft are departing and only 20 per cent are arriving. In the early morning, there is a departure peak that sees up to 40 aircraft departing each hour for a two to three hour period. In the afternoon, there is an arrivals peak which sees up to 26 aircraft arriving each hour for a two to three hour period. Current demand exceeds the capacity in these peak periods. Simulation modelling shows that an additional runway is needed when the number of flights exceeds 145,000 per year. In 2013, flight numbers peaked at 151,000 resulting in significant delays to airlines and passengers. How is the new runway funded? Perth is located on approximately 2,105 hectares of land owned by the Commonwealth of Australia. In 1997, the airport was privatised under a long term lease with oversight remaining with the Commonwealth of Australia. Perth is operated by Perth Pty Ltd, which is a wholly owned subsidiary of Perth Development Group Pty Ltd (PADG). More than 50 per cent of PADG is owned by superannuation funds, including AustralianSuper and Sunsuper. Perth funds infrastructure development through a mix of equity and debt from banks and capital markets. No Commonwealth or State funding is required for the construction of the new runway The number of annual flights is forecast to grow, reaching 172,000 by 2025 and 241,000 by 2045.
1985 Location of the new runway released as part of the Perth Master Plan 1985 $1.72b Lost tourism expenditure over 20 years if the new runway is not built 41.8 MILLION Passengers that would not travel to or from Perth over 20 years if the new runway is not built What alternative options were considered? As part of the initial planning for the new runway, several options were identified and assessed before determining that the new runway is the most appropriate development to meet the future demand for air services for Perth. Maximising existing infrastructure by changing operations Perth, in collaboration with Airservices Australia, continually looks at opportunities to improve the efficiency and capacity of the existing runways by improving or changing operational processes and procedures. Any changes must be considered and balanced against any impacts to the environment, surrounding communities and safety. Between 2008 and 2013, Perth undertook significant airfield infrastructure projects. $250 million was invested in new taxiways, taxiway widening, enhanced lighting and approach equipment, as well as runway overlays. In 2012, Airservices and Perth engaged NATS, the UK s largest airnavigation service provider, to study Perth operations. Through implementing recommendations from the study, capacity has improved. However, Perth has largely exhausted efficiencies associated with the existing infrastructure and there is a need for additional runway capacity. A second metropolitan airport A second metropolitan airport has been considered since the late 1970s. In 2015, the State Government released the State Aviation Strategy noting that preliminary work was being undertaken by the relevant government departments to identify a suitable site. However, the State Government has not identified a location or provided any commitment or funding toward the project. When considering a secondary metropolitan airport, the significant cost, impact to newly affected areas and the timeframe to plan, approve and construct a new airport must be examined. In the case of Western Sydney, policy makers first considered the need for a second airport in Sydney in the 1940 s. It wasn t until 1986, some 40 years later, that land began to be purchased at the Bagerys Creek site. An environmental impact statement was released for public comment in October 2015 with the final approval granted in December 2016. Construction is scheduled to commence early 2018 with operations starting in 2026. It is expected to cost in excess of $2.4 billion. Combined with the cost of building the second airport and given a lead time for approvals and construction, it is unlikely that an airport would be constructed in time to meet the immediate growth needs or forecast demand for air services and therefore is not considered a viable alternative to the new runway. Increase use of other airports Alternative airports were considered, including Jandakot, Cunderdin, Busselton - Margaret River Regional and other regional airfields. These airports were not viable options for various reasons including not having the runway or terminal infrastructure to support the large passenger aircraft types that use Perth and, in some cases, the airports are not conveniently located near large population centres.
$2.5b INVESTMENT The new runway forms part of a privately funded investment program over the next decade Use of RAAF Base Pearce RAAF Base Pearce is approximately 30 kilometres north of Perth and has been considered previously as an alternative civilian airport, however it was deemed as unacceptable due to operational constraints imposed by the topography of the nearby Darling Scarp. The Commonwealth Department of Defence has also publicly stated that RAAF Pearce is not a suitable alternative civilian airport because it is one of their busiest and most complex airfields and it operates using very specialised air traffic procedures to allow for the large quantity and type of air traffic. Relocation of Perth Given the billions of dollars in investment of both public and private funds that have gone into the development of Perth, closing Perth would not be a viable solution and an alternative site has not been identified. Any current issues with noise from aircraft would not lessen but simply shift the areas where people are affected. Expand existing runway infrastructure The proposed extension of the cross runway (06/24) from 2,163 metres to 3,000 metres would enable the runway to accommodate all aircraft types, including the Airbus A380. It would allow for an increase in arrivals and departures from the north/ east, however, there would be very little increase in capacity when arriving or departing from the south/west. The overall increase in capacity would only be sufficient to accommodate around 193,000 annual aircraft movements, after which, a new runway would again be needed. Increasing the length of the main runway (03L/21R) from 3,444 metres to 3,800 metres would not provide an increase in arrival and departure capacity but simply caters for larger aircraft. Therefore, extending the existing runway infrastructure would not cater for additional aircraft in peak periods. New runway timeline 1970s planning commenced LOCATE 2008 2012 dramatic and unforecast growth 2014 Master Plan approved including how the new runway would likely operate and timing PLAN 1984 location for parallel runway at Perth identified GROWTH INVEST 2010 2014 $250m airfield investment program to improve capacity at Perth MASTER PLAN 2014 DESIGN 2013 2017 technical studies and design work 2018 public comment APPROVAL 4 years to construct COMMENT Anticipated 2019 approval and decision to build CONSTRUCT OPEN 2023 2028 opening subject to actual demand and airline commercial agreement
Why do we need a new runway? No new infrastructure Not constructing the new runway will result in flight delays and constrain growth. Simulation modelling has shown that delays would increase from an average of a five minutes in 2016 to 34 minutes by 2045. This would be unacceptable to airlines and passengers. To reduce the likelihood of delay, airlines would need to either change the time of flights to or from Perth and move flights into the shoulder or non-peak periods, or change to larger aircraft. As Perth is part of a national and global aviation network, airlines have limited scheduling opportunities or windows within which Perth flights can be scheduled, and, as a result, there is little scope to spread traffic evenly across the operating day. Doing nothing would also significantly constrain growth of flights to and from Perth. This restriction on growth would see unmet domestic and international passenger demand exceed five million passengers per year. Over 20 years this would equal 41.8 million passengers not travelling to or from Perth. This would have a significant economic flow on effect to the State s economy, including $1.72 billion lost tourism expenditure over 20 years if the runway is not built. The new runway will allow more efficient scheduling of regional, domestic and international flights, while improving connectivity between business, tourism and employment, all of which support WA s economic growth. Social and Cultural Benefits Western Australians rely on air transport more than most other Australians for work, education, recreation, health, and to visit friends and family. Perth connects with more than 50 intrastate, interstate, and international destinations. The new runway will enhance and develop new services to new destinations. Employment Perth is a major employment centre. In 2014, the number of people employed (both directly and indirectly) was estimated at 12,570 aviation and 5,230 non-aviation-related full-time employees. During construction, the new runway will create 744 full-time jobs nationally. Tourism Air services are vital to WA s tourism industry and the jobs it supports. More than 90 per cent of visitors to WA come by air, with most arriving at Perth. Spending by international and domestic tourists helps to drive the WA economy. Supporting the resource sector Most fly-in fly-out workers are from the Perth and Peel regions and rely on flights with narrow departure windows, which are generally in the morning. The new runway will help to prevent costly delays to both airlines and resource companies. Productivity improvements Airlines will be able to more efficiently manage departures and arrivals and reduce delays, saving on maintenance, crew and fuel costs. It costs leisure travellers almost $50 for every hour they are delayed and for business travellers it s more than $155. By 2045, the new runway is forecast to deliver a cumulative economic benefit of $2.39 billion. In 2013, the State Government estimated that congestion at Perth was costing the airline industry and its passengers an estimated $72 million a year.
Great Eastern Hwy Bypass Kalamunda Rd N When was the location of the new runway identified? 1979 Joint Governments Advisory Committee Recommendation Tonkin Hwy Great Eastern Hwy Redcliffe Station Dunreath Dr Leach Hwy West Snook Rd Redcliffe Rd Boud Ave Tonkin Hwy Ross Dr Terminal 1 Terminal 2 Terminal 3 Terminal 4 Bungana Ave Apac Way Fauntleroy Ave Brearley Ave Miller Rd 06 Boundary 03L General Aviation Area Dr South Newton Rd MAIN RUNWAY 03L/21R Reid Rd Kewdale Rd Searle Rd 21R CROSS RUNWAY 06/24 Current Runways Sugarbird Lady Rd Horrie Miller Dr Tarlton Cr Tonkin Hwy Proposed New Runway Air Traffic Control Tower Railway Line & Stations Public Viewing Area 0 500 1,000 METRES Central Central Station Affleck Rd Paltridge Rd North Abernethy Rd Grogan Rd 03R 24 NEW RUNWAY 03R/21L Abbott Rd Dubs Cl 21L Hudswell Rd Abernethy Rd Roe Hwy Forrestfield Station Dundas Rd In 1972, a joint committee was established to examine the airport requirements for Western Australia. The Commonwealth- State Advisory Committee handed down its final report in 1979. The committee evaluated options for aerodromes to be a single primary airport site, capable of development to accommodate two widely spaced parallel runways. Following extensive review of current and proposed airports in the Perth area, the committee found that after weighing economic and environmental considerations, the existing Perth should continue as the sole primary airport for the Perth Region. Following the committee s recommendation, the location of the new runway at Perth was investigated with several options explored. When the preferred location for the new runway was being considered, land use to the north and south of the airport was primarily agricultural farming land or low-density housing. At the time, this area was more sparsely populated and provided the opportunity for more appropriate development with sympathetic planning. The area immediately to the east of the estate was primarily agricultural land and provided the opportunity to be purchased for the long-term use of the airport. The preferred location running north/south was first published in the Perth Master Plan 1985 supported by the development of the first Australian Noise Exposure Forecast (ANEF) for Perth. An ANEF is a planning tool used to guide appropriate development in the vicinity of an airport. WAC1964 06.18 FIND OUT MORE For more information about the new runway project and to register to receive updates visit newrunway.com.au facebook.com/perthairport twitter.com/@perth instagram.com/perthairport