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Wednesday, 27 May 1987
Page: 3459

(Question No. 4987)

Mr Lloyd asked the Minister for Aviation, upon notice, on 28 November 1986:

(1) Is the main runway at the new Brisbane Airport aligned with the critical winds which prevail during wet weather conditions; if not, why not.

(2) Was the alignment of the main runway at the airport changed during the planning stage; if so, (a) why, (b) what was the original alignment, (c) what changes were made and (d) what effect will this have on noise reduction over surrounding areas and which areas are affected.

(3) Will there be any limitations placed on the operation of the airport; if so, (a) what are they and (b) why were they not eliminated during the design stage.

(4) Will noise abatement procedures be necessary at the airport; if so, (a) what procedures are proposed and (b) over or near which areas will noise be reduced.

(5) What is the estimated cost of any noise abatement procedures to (a) the airlines and (b) air traffic control operations.

(6) Are there any obstacles within or near the takeoff splay of the main runway in either direction; if so, what are they.

(7) Will the airport be required to operate under any airspace control restrictions, special considerations or directions; if so, (a) what are they, (b) why were they not eliminated in the planning stages and (c) will they operate for the life of the airport.

(8) If such restrictions will operate for an initial period but not over the life of the airport, what factors will enable the restrictions to be lifted eventually.

Mr Peter Morris —The answer to the honourable member's question is as follows:

(1) No. The direction which would have the least amount of cross wind in wet conditions is approximately 115* magnetic. In this direction significant cross winds could be expected for a total of 10 hours per year fewer than the main runway as constructed; an insignificant amount in an annual total of 8760 hours.

The location and orientation of runways are determined from consideration of many factors and in the case of the new Brisbane Airport the main runway orientation was determined or influenced by:

the pattern of winds at the new airport site

the available land area and shape which dictated that wide-spaced long parallel runways, as desired, were only possible in a NNE/SSW direction

the proposed location of the Kedron Brook Floodway taken in conjunction with rising ground and development to the west of the airport site

the existing major sewage pipes on the eastern side of the airport site

the need to avoid runway orientation aligned with the Central Business District

the aim of minimising the noise nuisance of aircraft to residential areas

the need to achieve compatibility with the proposed high Gateway Bridge

the shoreline of Moreton Bay.

(2) No. The alignment has not changed since it was selected in 1971.

(3) No limitations will be placed on the operation of the airport.

(4) Noise abatement procedures will be instituted at the new Brisbane International Airport

(5) (a) procedures will include

preferred runway conditions

preferred flight paths for arrival and departure of aircraft.

(5) (b) The noise abatement procedures will reduce noise exposure over areas in the vicinity of Cannon Hill.

(5) (a) The cost to the airlines will come from the extra travelling distances and delays caused by the noise abatement components of the flight paths and the preferred runways. As these have not yet been finalised it is not possible to calculate the final cost to the airlines.

(5) (b) There is no monetary cost to air traffic control. However there is a cost to air traffic control in the extra complexity of the traffic separating functions caused by the noise abatement procedures. This leads to an increased work load.

(6) All obstacles in the take off area to the main runway area below the obstacle limitation surfaces specified by ICAO and the Department of Aviation standards.

(7) No.

(8) Not applicable, in view of answer to 7 above.