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Master Plan 2009 - Sydney Airport

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IMPORTANT NOTICE<br />

This <strong>Master</strong> <strong>Plan</strong> has been prepared by <strong>Sydney</strong> <strong>Airport</strong><br />

Corporation Limited (SACL) ACN 082 578 809 for the<br />

purpose of satisfying the statutory requirements of the<br />

<strong>Airport</strong>s Act 1996.<br />

The development concepts presented in the <strong>Master</strong><br />

<strong>Plan</strong> are based on certain information including<br />

forecasts and assumptions. This information should<br />

not be used or relied upon for any other purpose by<br />

any person.<br />

Whilst all care has been taken in the preparation of the<br />

<strong>Master</strong> <strong>Plan</strong>, SACL accepts no liability whatsoever to<br />

any person who relies in any way on any information<br />

contained in the <strong>Master</strong> <strong>Plan</strong>.<br />

COPYRIGHT<br />

Copyright in this document is vested in SACL. No<br />

person shall reproduce this document either in part or<br />

in full, in any form by any means, whether electronic,<br />

mechanical, photocopying, recording or otherwise,<br />

nor reproduce, store in a retrieval system or transmit<br />

this document either in part or in full, without the prior<br />

written consent of SACL. Enquiries regarding copyright<br />

should be addressed to SACL.


Foreword<br />

I am pleased to present <strong>Sydney</strong> <strong>Airport</strong>’s <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong>.<br />

The plan updates <strong>Sydney</strong> <strong>Airport</strong>’s previous <strong>Master</strong> <strong>Plan</strong> and outlines our vision for the operation and<br />

development of Australia’s premier airport to the year 2029.<br />

Efficient airports are an essential part of the transport networks for all successful modern economies.<br />

<strong>Sydney</strong> <strong>Airport</strong> is no exception – it is Australia’s international gateway and connects <strong>Sydney</strong> – Australia’s<br />

only global city – to other global cities and to other parts of Australia.<br />

As one of Australia’s most important pieces of infrastructure, the $8 billion of economic activity <strong>Sydney</strong><br />

<strong>Airport</strong> generates annually is equivalent to 6% of the NSW and 2% of the Australian economy. This<br />

substantial economic contribution translates into well-paid jobs for <strong>Sydney</strong>siders. In fact, <strong>Sydney</strong> <strong>Airport</strong><br />

provides or generates more than 75,000 jobs and about 131,000 jobs indirectly, making a total of around<br />

206,000 jobs.<br />

<strong>Sydney</strong> <strong>Airport</strong>’s proximity to the <strong>Sydney</strong> Central Business District also provides our vital tourism, major<br />

events and conference industries with a unique advantage. However, in fulfilling this vital role, we must<br />

strike the right balance between the economic benefits that <strong>Sydney</strong> <strong>Airport</strong> delivers and its environmental<br />

impacts. In particular, managing climate change and aircraft noise impacts are key challenges, not just<br />

for <strong>Sydney</strong> <strong>Airport</strong> but for all major airports. Technological innovation will help drive environmental<br />

improvements at <strong>Sydney</strong> <strong>Airport</strong>. The global fleet of commercial aircraft is undergoing a significant<br />

technological transformation. As a result, aircraft are now quieter, cleaner, more efficient and consume less<br />

fuel.<br />

Over the 20 year planning period to 2029, we will see further technological innovation and environmental<br />

improvements both in aviation and in changes to the built environment of, and transport links, to the<br />

<strong>Airport</strong>.<br />

The <strong>Master</strong> <strong>Plan</strong> shows how <strong>Sydney</strong> <strong>Airport</strong> will invest in new infrastructure over the next 20 years to<br />

sustainably accommodate the forecast growth in airline travel. This will ensure <strong>Sydney</strong> <strong>Airport</strong> continues to<br />

deliver employment growth and economic wealth to the people of <strong>Sydney</strong>, NSW and Australia.<br />

Russell Balding, AO<br />

Chief Executive Officer<br />

<strong>Sydney</strong> <strong>Airport</strong> Corporation Limited


table of contents<br />

Summary 1<br />

1 IntroductIon 7<br />

1.1 <strong>Airport</strong> setting 9<br />

1.2 Historical development 9<br />

1.3 <strong>Master</strong> <strong>Plan</strong> 03/04 – progress and achievements 11<br />

1.4 Vision 12<br />

1.5 Purpose of the <strong>Master</strong> <strong>Plan</strong> 12<br />

1.6 Development objectives 12<br />

1.7 <strong>Plan</strong>ning principles and assumptions 12<br />

1.8 Statutory requirements 12<br />

1.9 Terms used in this <strong>Master</strong> <strong>Plan</strong> 14<br />

2 Stakeholder and communIty 17<br />

conSultatIon<br />

2.1 Consultation and communication strategy 19<br />

2.2 Stakeholder consultation during the preparation 19<br />

of the Preliminary Draft <strong>Master</strong> <strong>Plan</strong><br />

2.3 Public exhibition of Preliminary Draft <strong>Master</strong> <strong>Plan</strong> 20<br />

2.4 Submissions received 24<br />

3 Statutory and PolIcy Framework 27<br />

3.1 Statutory context 29<br />

3.2 Overnight curfew on aircraft movements 29<br />

3.3 Aircraft movement limit and slot 29<br />

management scheme<br />

3.4 Noise sharing 30<br />

3.5 Aviation security 30<br />

3.6 The role of other airports in the <strong>Sydney</strong> region 30<br />

3.7 Second <strong>Sydney</strong> <strong>Airport</strong> 31<br />

3.8 Development of National Aviation Policy Statement 31<br />

4 economIc and regIonal SIgnIFIcance 35<br />

4.1 The economic significance of <strong>Sydney</strong> <strong>Airport</strong> 37<br />

4.2 Relationship to the metropolitan strategy for <strong>Sydney</strong> 38<br />

4.3 Local and regional setting/development context 42<br />

5 avIatIon actIvIty ForecaStS 45<br />

5.1 Factors underpinning aviation activity growth 47<br />

5.2 Recent performance 47<br />

5.3 Forecast methodology 47<br />

5.4 Passenger forecasts 49<br />

5.5 Air freight 50<br />

5.6 Aircraft movement forecasts 50<br />

5.7 2029 Representative busy day aircraft 52<br />

movement forecasts<br />

5.8 Comparison with <strong>Master</strong> <strong>Plan</strong> 03/04 forecasts 53<br />

6 aIrFIeld – maSter <strong>Plan</strong> concePt 55<br />

6.1 Introduction 57<br />

6.2 Movement areas 57<br />

6.3 Existing support systems 58<br />

6.4 Current airfield capacity 59<br />

6.5 Aircraft stand demand 59<br />

6.6 Airfield modelling 59<br />

6.7 Development concept 59<br />

6.8 Emerging technologies 61<br />

7 termInal and PaSSenger SyStemS 63<br />

– maSter <strong>Plan</strong> concePt<br />

7.1 Introduction 65<br />

7.2 International Terminal (T1) 65<br />

7.3 Domestic and Regional Terminals (T2 and T3) 67<br />

7.4 International / Domestic Terminal precinct transfers 67<br />

8 FreIght – maSter <strong>Plan</strong> concePt 71<br />

8.1 Introduction 73<br />

8.2 Existing facilities 73<br />

8.3 Current capacity 73<br />

8.4 Future demand 73<br />

8.5 Development concept 74<br />

9 avIatIon SuPPort FacIlItIeS and 77<br />

utIlItIeS – maSter <strong>Plan</strong> concePt<br />

9.1 Aviation fuel 79<br />

9.2 Aircraft maintenance 80<br />

9.3 Ground support equipment 81<br />

9.4 Flight catering 81<br />

9.5 Utilities 81<br />

10 landSIde acceSS – maSter <strong>Plan</strong> 85<br />

concePt<br />

10.1 Transport setting 87<br />

10.2 Transport infrastructure responsibilities 87<br />

10.3 Sustainable transport 89<br />

10.4 Strategic road planning 90<br />

10.5 International precinct 91<br />

10.6 Domestic precinct 91<br />

10.7 Logistic precinct access 92<br />

10.8 Southern sectors 92<br />

10.9 Disability access 92<br />

11 commercIal develoPment 95<br />

– maSter <strong>Plan</strong> concePt<br />

11.1 Introduction 97<br />

11.2 International precinct 97<br />

11.3 Domestic precinct 97<br />

11.4 Southern sectors 98<br />

11.5 Northern airport precinct 98<br />

12 land uSe ZonIng <strong>Plan</strong> 101<br />

12.1 Introduction 103<br />

12.2 Key planning and land use changes in 103<br />

<strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

12.3 <strong>Airport</strong> Act 1996 and associated regulations 104<br />

12.4 Land use zoning on <strong>Sydney</strong> <strong>Airport</strong> 104<br />

12.5 Zones 105<br />

12.6 Consistency with NSW statutory planning framework 111<br />

13 SaFety management and 117<br />

aIrSPace ProtectIon<br />

13.1 Safety management 119<br />

13.2 Security 119<br />

13.3 Airspace protection 119<br />

13.4 <strong>Airport</strong>s (Protection of Airspace) Regulations 1996 120<br />

13.5 Engine-out procedures 120<br />

13.6 Navigation aids and radar restricted surfaces 120<br />

13.7 Restrictions to external lighting 120<br />

13.8 Stack and vent efflux issues 121<br />

13.9 Bird hazards 121<br />

14 SuStaInabIlIty, clImate change 129<br />

and envIronmental management<br />

14.1 Environmental management framework 131<br />

14.2 Management of environmental issues 131<br />

14.3 Environmental issues related to <strong>Master</strong> <strong>Plan</strong> concept 146<br />

14.4 Environmental initiatives implemented at 147<br />

<strong>Sydney</strong> <strong>Airport</strong><br />

15 ImPlementatIon 161<br />

15.1 Implementation framework 163


appendices<br />

a Glossary and aviation Terminology 165<br />

B Runway Modes of Operation 169<br />

c consistency with state environmental planning<br />

policies, Zones and section 117 directions 174<br />

d definitions 190<br />

e development assessment at sydney airport 198<br />

F abbreviations 203<br />

G consultation materials and related information 206<br />

H Bibliography 225<br />

FiGuRes<br />

Figure S1 Existing <strong>Airport</strong> Layout 2008 4<br />

Figure S2 <strong>Master</strong> <strong>Plan</strong> Concept 5<br />

Figure 2.1 Distribution of Preliminary Draft <strong>Master</strong> <strong>Plan</strong> 22<br />

across the <strong>Sydney</strong> Metropolitan area.<br />

Figure 2.2 Community open day locations 23<br />

Figure 3.1 <strong>Sydney</strong> Region <strong>Airport</strong>s 32<br />

Figure 4.1 Metropolitan Strategy corridors 39<br />

Figure 5.1 Historical passenger movements at 48<br />

<strong>Sydney</strong> <strong>Airport</strong>, 2000-2007<br />

Figure 5.2 Fixed wing aircraft movements at 48<br />

<strong>Sydney</strong> <strong>Airport</strong>, 2000-2007<br />

Figure 5.3 Passenger forecast, 2007-2029 49<br />

Figure 5.4 Historic and forecast average passengers 50<br />

per flight, 2000-2029<br />

Figure 5.5 Air freight forecasts, 2007-2029 51<br />

Figure 5.6 Fixed wing aircraft movement forecasts, 51<br />

2007-2029<br />

Figure 5.7 Representative busy day hourly aircraft 52<br />

movements 2029<br />

Figure 5.8 Comparison of 2029 and 2023/24 ‘busy day’ 53<br />

hourly aircraft movements<br />

Figure 10.1 Mode share for access to <strong>Sydney</strong> <strong>Airport</strong> 89<br />

Figure 12.1 Land use zoning plan <strong>2009</strong>-2029 114<br />

Figure 12.2 Existing zones around <strong>Sydney</strong> <strong>Airport</strong> 115<br />

Figure 13.1 Obstacle Limitation Surfaces (OLS) Current 122<br />

and Future OLS<br />

Figure 13.2 Current and Future PANS-OPS 123<br />

Surfaces Basic ILS<br />

Figure 13.3 Current and Future PANS-OPS 124<br />

Surfaces LLZ / DME Final Approach Segments<br />

Figure 13.4 Current and Future PANS-OPS 125<br />

Surfaces Circling Procedures<br />

Figure 13.5 Current and Future PANS-OPS 126<br />

Surfaces VOR/DME Final Approach Segments<br />

Figure 13.6 Current and Future PANS-OPS 127<br />

Surfaces Restricted Light Zones<br />

Figure 14.1 Significant Progress in Aircraft Noise Reduction 136<br />

Figure 14.2 Predicted average daily jet aircraft 150<br />

movements – 2029<br />

Figure 14.3 Predicted average daily jet aircraft respite 151<br />

periods – 2029<br />

Figure 14.4 N70 Contours 2007 and 2029 152<br />

Figure 14.5 2029 ANEF for <strong>Sydney</strong> <strong>Airport</strong> 153<br />

Figure 14.6 2029 ANEF and 2023/24 ANEF for 154<br />

<strong>Sydney</strong> <strong>Airport</strong><br />

Figure 14.7a 2029 ANEC and 2023/24 ANEF for 155<br />

<strong>Sydney</strong> <strong>Airport</strong><br />

Figure 14.7b 2029 ANEC and 2029 ANEF for 156<br />

<strong>Sydney</strong> <strong>Airport</strong><br />

Figure 14.8 2029 ANEF and 2007 ANEI for <strong>Sydney</strong> <strong>Airport</strong> 157<br />

Figure 14.9 Items of Heritage Value 158<br />

Figure B1 Runway Modes of Operation 173<br />

Figure E1 <strong>Sydney</strong> <strong>Airport</strong> Approval Process – <strong>Plan</strong>ning 200<br />

and Development<br />

TaBLes<br />

Table of contents<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

Table 1.1 Key stages in the development of <strong>Sydney</strong> <strong>Airport</strong> 10<br />

Table 1.2 <strong>Plan</strong>ning Principles 13<br />

Table 1.3 <strong>Master</strong> <strong>Plan</strong> Preparation Process 13<br />

Table 1.4 Applicable sections of the <strong>Airport</strong>s Act 1996 and 14<br />

related regulations<br />

Table 4.1 <strong>Airport</strong>-related business activity 38<br />

Table 4.2 Land use and planning relationships between 41<br />

<strong>Sydney</strong> <strong>Airport</strong> and nearby local government areas<br />

Table 6.1 Runway data 58<br />

Table 6.2 Stand demand forecasts 2029 60<br />

Table 10.1 Infrastructure Responsibilities 88<br />

Table 12.1 Land uses 103<br />

Table 12.2 SP1 Aviation Activities and Aviation 105<br />

Support Facilities<br />

Table 12.3 SP2 <strong>Airport</strong> Terminal and Support Services 106<br />

Table 12.4 SP3 <strong>Airport</strong> Logistics 107<br />

Table 12.5 SP4 Utilities Reservation 108<br />

Table 12.6 AR1 Aviation Reservation 108<br />

Table 12.7 B1 Business Development 110<br />

Table 12.8 B2 Enviro-Business Park 111<br />

Table 12.9 EC1 Environmental Conservation 111<br />

Table 14.1 Aircraft noise: roles and responsibilities 132<br />

Table 14.2 Runway and Impacts since 1998 compared to 134<br />

2029 forecast<br />

Table 14.3 Airservices Australia Noise Monitoring Data 136<br />

Table 14.4 Building site acceptability based on ANEF Zones 140<br />

Table 14.5 Greenhouse gas emissions by source for SACL 142<br />

operations, 2007<br />

Table 14.6 Energy consumption for SACL operations, 2007 142<br />

Table 14.7 Summary of predicted emissions to air from 143<br />

<strong>Sydney</strong> <strong>Airport</strong>s operations (2014 and 2029)<br />

Table 14.8 <strong>Sydney</strong> airshed emissions compared with 144<br />

<strong>Sydney</strong> <strong>Airport</strong> emissions<br />

Table 14.9 Summary of environmental initiatives at 147<br />

<strong>Sydney</strong> <strong>Airport</strong><br />

Table B1 Preferred Runway Selection – Monday to Friday 170<br />

Table B2 Preferred Runway Selection – Saturday and Sunday 171<br />

Table C1 State Environmental <strong>Plan</strong>ning Policies 175<br />

Table C2 <strong>Sydney</strong> Regional Environmental <strong>Plan</strong> 177<br />

Table C3 Consistency with relevant 183<br />

Section 117 directions<br />

Table E1 Development Standards 201<br />

Table E2 External Consultation 202<br />

Table G1 Stakeholders consulted during preparation of 207<br />

the Preliminary Draft <strong>Master</strong> <strong>Plan</strong><br />

Table G2 Technical Stakeholders consulted 208<br />

Table G3 PDMP information pack mailing list 209


Summary<br />

Building on <strong>Master</strong> <strong>Plan</strong> 03/04 1<br />

Key features of <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong> 1<br />

Regulatory and policy settings 2<br />

New aviation technology: larger, quieter, cleaner and more<br />

fuel efficient aircraft<br />

2<br />

Forecasts 2<br />

Economic and regional significance 2<br />

Airfield 2<br />

Terminals and support facilities 2<br />

Ensuring convenient access to <strong>Sydney</strong> <strong>Airport</strong> 2<br />

Sustainability and environment management 3<br />

Commercial development 3<br />

Implementation 3


Summary<br />

<strong>Sydney</strong> <strong>Airport</strong> is Australia’s major gateway to the world and our<br />

nation’s premier airport. The airport connects <strong>Sydney</strong> – Australia’s<br />

only global city – and New South Wales – Australia’s most populous<br />

state – to other cities and regions across Australia. It provides access<br />

to all the benefits of the global aviation network. The airport is a<br />

vital economic hub and a major creator of wealth and employment<br />

for the <strong>Sydney</strong> and NSW economies. It occupies a 900 hectare site<br />

approximately eight kilometres south of the <strong>Sydney</strong> CBD.<br />

building on <strong>Master</strong> <strong>Plan</strong> 03/04<br />

<strong>Sydney</strong> <strong>Airport</strong>’s approved <strong>Master</strong> <strong>Plan</strong> 03/04 was<br />

prepared following extensive consultation with<br />

the community and other key stakeholders. It is<br />

now five years into the 20 year planning period<br />

for that plan and, in consultation with a range of<br />

stakeholders, <strong>Sydney</strong> <strong>Airport</strong> is now reviewing and<br />

updating the existing plan.<br />

The updated <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong> provides <strong>Sydney</strong><br />

<strong>Airport</strong>’s vision for the operation and development<br />

of Australia’s premier airport to the year 2029<br />

and the strategies required to sustainably meet<br />

<strong>Sydney</strong>’s future air transport needs. The <strong>Master</strong><br />

<strong>Plan</strong> has been prepared to fulfil <strong>Sydney</strong> <strong>Airport</strong><br />

Corporation Limited’s statutory obligations under<br />

the <strong>Airport</strong>s Act 1996.<br />

There are no major changes of direction in <strong>Master</strong><br />

<strong>Plan</strong> <strong>2009</strong>. It retains the key elements of <strong>Master</strong><br />

<strong>Plan</strong> 03/04 in relation to airfield layout and airport<br />

operations as well as presenting a range of<br />

strategies to deal effectively with priorities which<br />

have emerged with greater clarity over the last five<br />

years such as sustainability and climate change.<br />

Throughout the preparation of the <strong>Master</strong> <strong>Plan</strong>,<br />

<strong>Sydney</strong> <strong>Airport</strong> has provided briefings to a range<br />

of airport stakeholders. Consultation with the<br />

community and other stakeholders will continue<br />

throughout the public comment period.<br />

<strong>Sydney</strong> <strong>Airport</strong>’s existing <strong>Master</strong> <strong>Plan</strong> was<br />

approved in 2004 and the <strong>Sydney</strong> <strong>Airport</strong><br />

Environment Strategy was approved in 2005.<br />

Consistent with this planning framework, a wide<br />

range of development and environmental initiatives<br />

have been or are being implemented. The<br />

development initiatives include:<br />

• major airside infrastructure upgrades to cater<br />

for the introduction of new larger, quieter,<br />

cleaner and more fuel efficient aircraft<br />

• improvements in aviation safety and security<br />

for passengers and staff<br />

• additional car parking and transport<br />

interchange facilities in the International<br />

precinct<br />

• upgrading of the International Terminal and T2<br />

Domestic Terminal.<br />

Consistent with <strong>Sydney</strong> <strong>Airport</strong>’s commitment<br />

to sustainable development, environmental<br />

management and energy efficiency programs that<br />

have been or are being implemented include:<br />

• a water savings action plan which resulted in a<br />

saving of 30 million litres of water in 2006/07<br />

• a water recycling project aimed at saving up to<br />

1 million litres of water per day<br />

• an energy savings action plan to reduce energy<br />

use and greenhouse gases<br />

• stormwater management and monitoring<br />

programs<br />

• an airport ground travel plan to encourage<br />

use of public transport and other sustainable<br />

transport modes<br />

• a waste management strategy to reduce the<br />

quantity of waste generated at the <strong>Airport</strong>.<br />

key features of <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

The current <strong>Sydney</strong> <strong>Airport</strong> layout is shown in<br />

Figure S1. The <strong>Master</strong> <strong>Plan</strong> Concept for 2029,<br />

shown in Figure S2, is based on <strong>Sydney</strong> <strong>Airport</strong>’s<br />

aviation forecasts for 2029, the key elements<br />

of <strong>Master</strong> <strong>Plan</strong> 03/04, and the development<br />

objectives, planning principles and assumptions<br />

adopted for master planning purposes.<br />

This updated <strong>Master</strong> <strong>Plan</strong> demonstrates that<br />

<strong>Sydney</strong> <strong>Airport</strong> can sustainably accommodate<br />

forecast growth in airline travel. To achieve this<br />

there will be improvements to a range of facilities<br />

including the international and domestic terminals,<br />

taxiways, and ground transport and commercial<br />

areas.<br />

1


Key features of the <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong> are:<br />

Regulatory and policy settings<br />

The <strong>Master</strong> <strong>Plan</strong> is based on the assumption that<br />

<strong>Sydney</strong> <strong>Airport</strong> will remain the sole international<br />

and domestic airport for <strong>Sydney</strong> over the 20 year<br />

planning period.<br />

The plan will not change the existing airport<br />

curfew arrangements, the existing aircraft<br />

movement cap, aircraft flight paths or the existing<br />

runway configuration. The range of aircraft noise<br />

information presented in the <strong>Master</strong> <strong>Plan</strong> has been<br />

calculated on the basis of continued use of existing<br />

aircraft flight paths.<br />

New aviation technology: larger, quieter,<br />

cleaner and more fuel efficient aircraft<br />

The global fleet of commercial aircraft is<br />

undergoing massive technological transformation<br />

which will deliver benefits to both airline travellers<br />

and communities living around <strong>Sydney</strong> <strong>Airport</strong>.<br />

The world’s major aircraft and jet engine<br />

manufacturers are continually introducing new<br />

technologies and, as a result, new aircraft are now<br />

quieter, cleaner, more efficient and they consume<br />

less fuel. Over the 20 year planning period, further<br />

technological innovation and improvements will<br />

occur. As a result, fewer and quieter flights will<br />

be required to transport the same number of<br />

passengers.<br />

Forecasts<br />

Aviation activity forecasts indicate that by 2029,<br />

<strong>Sydney</strong> <strong>Airport</strong> will be handling 78.9 million<br />

passengers and 402,000 passenger aircraft<br />

movements. Forecast average annual growth<br />

rates over the planning period are 4.2 per cent for<br />

passengers and 2.0 per cent for passenger aircraft<br />

movements.<br />

Dedicated freight aircraft movements are forecast<br />

to increase to 10,400 in 2029 which represents<br />

an annual average growth rate of 1.3 per cent.<br />

General aviation movements are assumed to<br />

decline to 15,000 movements annually by 2029.<br />

Total aircraft movements at <strong>Sydney</strong> <strong>Airport</strong> are<br />

forecast to be approximately 428,000 in 2029.<br />

Economic and regional significance<br />

As a major employer and economic driver, <strong>Sydney</strong><br />

<strong>Airport</strong> makes a direct contribution of $8 billion<br />

in NSW Gross State Product. With flow-on<br />

impact taken into account the airport’s economic<br />

contribution increases to $16.5 billion. This<br />

represents 6% of the NSW economy and 2% of<br />

the Australian economy. Around $7.4 billion is also<br />

2<br />

contributed directly to household incomes every<br />

year.<br />

<strong>Sydney</strong> <strong>Airport</strong>’s substantial economic contribution<br />

translates into well paid jobs for <strong>Sydney</strong>siders.<br />

<strong>Sydney</strong> <strong>Airport</strong> provides or generates more than<br />

75,000 jobs and about 131,000 jobs indirectly,<br />

making a total of around 206,000 full-time<br />

equivalent jobs.<br />

An estimated 100,000 additional jobs will be<br />

generated by <strong>Sydney</strong> <strong>Airport</strong> over the next ten<br />

years. Many of these jobs and economic benefits<br />

will be generated locally in the areas around the<br />

<strong>Airport</strong>.<br />

Airfield<br />

Airfield modelling and analysis indicates that the<br />

existing runway infrastructure at <strong>Sydney</strong> <strong>Airport</strong><br />

will support the forecast growth in air traffic over<br />

the next 20 years. As a result, no new or extended<br />

runways are foreshadowed. The airfield modelling<br />

has, however, identified the need for a number<br />

of new taxiway and apron elements supporting<br />

terminal expansion.<br />

Terminals and support facilities<br />

International operations at the International<br />

Terminal (T1) and domestic operations at the two<br />

Domestic Terminals (T2 and T3) will be maintained<br />

in their current locations with extensions planned<br />

to accommodate future growth in passenger<br />

numbers. It is proposed that T1 be extended to<br />

the north and T2 and T3 both be improved by<br />

building a physical link at the western end of those<br />

buildings and other upgrading projects.<br />

To facilitate improved passenger connections<br />

between the International and Domestic precincts,<br />

a transport corridor has been reserved.<br />

Under this <strong>Master</strong> <strong>Plan</strong> an aviation logistics zone<br />

and airfreight bypass and staging facilities are<br />

proposed to be developed within the Northern<br />

Sector of the airport. General aviation facilities are<br />

planned to be relocated in the south of the airport<br />

while existing helicopter facilities are retained.<br />

Aircraft maintenance capability has been retained<br />

which includes a reconfiguration of the existing<br />

Qantas Jet Base area. New aircraft maintenance<br />

and parking areas and new taxiways are included in<br />

this <strong>Master</strong> <strong>Plan</strong>.<br />

Ensuring convenient access to <strong>Sydney</strong><br />

<strong>Airport</strong><br />

Convenient access to <strong>Sydney</strong> <strong>Airport</strong> is important.<br />

A new access concept is being considered to<br />

reduce traffic congestion in the Domestic precinct.<br />

This concept involves separating different types


of traffic – taxis and hire cars, bus/coaches, car<br />

parkers and people meeting passengers – and<br />

directing each to a part of the terminal precinct<br />

consistent with user requirements.<br />

<strong>Sydney</strong> <strong>Airport</strong> is also committed to working with<br />

the NSW Government to develop secure, reliable,<br />

cost effective and sustainable transport options<br />

for the local community and travelling public.<br />

<strong>Sydney</strong> <strong>Airport</strong> supports the NSW Government’s<br />

proposals:<br />

• to provide additional cross-regional bus routes<br />

servicing the airport,<br />

• to create additional capacity on the rail line<br />

servicing the airport, and<br />

• to examine improved motorway connections to<br />

<strong>Sydney</strong> <strong>Airport</strong>, through regional links such as<br />

the M4 East Extension and improvements to<br />

the M5 East Motorway.<br />

The <strong>Master</strong> <strong>Plan</strong> proposes that additional ground<br />

transport infrastructure and car parking be<br />

provided in both the International and Domestic<br />

terminal precincts.<br />

Sustainability and environmental<br />

management<br />

All industries – including aviation – contribute<br />

to climate change and all must be a part of<br />

the solution. The Intergovernmental Panel on<br />

Climate Change has estimated that while aviation<br />

accounts for only around 2% of global carbon<br />

dioxide emissions, its contribution is growing<br />

and is estimated to reach 3% by 2050. But<br />

being a relatively small contributor to overall<br />

emissions is not a licence for complacency.<br />

Aviation’s challenge is to retain the many positive<br />

benefits that aviation provides, while reducing or<br />

eliminating its environmental impacts.<br />

The new generation aircraft being introduced over<br />

the next 20 years are quieter, larger, cleaner and<br />

more fuel efficient. Being larger, this also means<br />

more passengers can be transported per flight with<br />

less impact on the environment. As a result, the<br />

noise footprint forecast for <strong>Sydney</strong> <strong>Airport</strong> in 2029<br />

relative to that forecast in the existing <strong>Master</strong> <strong>Plan</strong><br />

03/04 for 2024 has reduced.<br />

Commercial development<br />

<strong>Sydney</strong> <strong>Airport</strong> is one of Australia’s most<br />

important pieces of transport infrastructure. As<br />

demand for travel increases, modern societies<br />

expect and demand a range of services and<br />

facilities at major airports to improve their travel<br />

Summary<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

experience and to support their businesses.<br />

Pending the ultimate implementation of elements<br />

of this <strong>Plan</strong> for aviation uses, some areas of<br />

the <strong>Airport</strong> will be used for interim activities.<br />

Such uses are contemplated for areas where the<br />

eventual use of the land for aviation activities is<br />

not required until some time in the future.<br />

Implementation<br />

The development concept outlined in this <strong>Master</strong><br />

<strong>Plan</strong> will be implemented in a staged manner to<br />

meet identified demand. Major Development <strong>Plan</strong>s<br />

are required for development proposals that meet<br />

specified criteria set out in the <strong>Airport</strong>s Act 1996.<br />

The <strong>Airport</strong>s Act 1996 also requires a review of<br />

this <strong>Master</strong> <strong>Plan</strong> in five years.<br />

3


TWY ‘T6’<br />

‘T5’<br />

TWY<br />

‘T4’<br />

TWY<br />

‘T’<br />

TWY ‘T3’<br />

TWY<br />

16L/34R RUNWAY<br />

Figure S1<br />

Existing <strong>Airport</strong> Layout 2008<br />

TWY DOM ‘6’<br />

‘T’<br />

HELICOPTER<br />

AREA<br />

TWY<br />

‘T2’<br />

TWY ‘E’<br />

TWY<br />

‘U’<br />

‘T1’<br />

‘T’‘T’<br />

TWY<br />

TWY<br />

TWY ‘G4’<br />

TWY<br />

TWY ‘U1’<br />

TWY<br />

‘HELI 1’<br />

TWY<br />

‘GA1’<br />

‘L’<br />

Long Term<br />

TWY<br />

TWY<br />

Car Park<br />

DOM<br />

TWY ‘S’<br />

‘B10’<br />

‘L’<br />

TWY<br />

TWY<br />

CONTROL<br />

TOWER<br />

TWY ‘D’<br />

‘B4’<br />

‘A6’<br />

‘C’<br />

DOM ‘3’<br />

TWY<br />

TWY<br />

RUNWAY<br />

‘B’<br />

TWY TWY<br />

‘G’<br />

‘A5’<br />

‘C’<br />

‘B8’<br />

07/25<br />

T2<br />

TWY<br />

Car Park<br />

T3<br />

‘A’<br />

TWY<br />

16R/34L<br />

TWY<br />

DOM ‘2’<br />

‘K’<br />

‘B’<br />

TWY DOM ‘1’<br />

TWY<br />

‘L’<br />

TWY ‘B9’<br />

TWY<br />

‘B7’<br />

‘B6’<br />

TWY<br />

TWY<br />

TWY<br />

‘A4’<br />

‘B’<br />

‘A3’<br />

‘B4’<br />

‘B3’<br />

TWY<br />

TWY ‘C’<br />

TWY<br />

TWY<br />

TWY<br />

‘A2’<br />

TWY ‘B5’<br />

TWY ‘C1’<br />

TWY<br />

TWY<br />

‘B2’<br />

‘A’<br />

TWY TWY<br />

‘F’<br />

TWY ‘B1’<br />

TWY<br />

‘A’<br />

‘J’<br />

TWY<br />

TWY<br />

4<br />

3<br />

INTL<br />

TWY<br />

RUNWAY<br />

‘G’<br />

‘H’<br />

INTL<br />

‘G3’<br />

2<br />

‘A1’<br />

TWY<br />

INTL<br />

TWY ‘A’<br />

‘Y’<br />

INTL 1<br />

TWY<br />

Car<br />

Park<br />

TWY<br />

TWY TWY<br />

5<br />

INTL<br />

T1<br />

TWY ‘G2’<br />

SACL-OWNED LAND<br />

This drawing has been prepared to illustrate the <strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> and is not intended<br />

to serve any other purpose. The drawing must be read in conjunction with the <strong>Master</strong> <strong>Plan</strong>.<br />

TWY ‘G1’<br />

Car<br />

Park<br />

South-south<br />

east sector<br />

South-east<br />

sector<br />

North-east sector<br />

INTL 6<br />

JUHI<br />

South-west<br />

sector<br />

North-west sector


<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

<strong>Airport</strong> Drive<br />

NORTHERN LANDS<br />

AIRPORT LOGISTICS PRECINCT<br />

<strong>Airport</strong> Drive<br />

Figure S2<br />

<strong>Master</strong> <strong>Plan</strong> Concept


1.0<br />

Introduction<br />

1.1 <strong>Airport</strong> setting 9<br />

1.2 Historical development 9<br />

1.3 <strong>Master</strong> <strong>Plan</strong> 03/04 – progress and achievements 11<br />

1.4 Vision 12<br />

1.5 Purpose of the <strong>Master</strong> <strong>Plan</strong> 12<br />

1.6 Development objectives 12<br />

1.7 <strong>Plan</strong>ning principles and assumptions 12<br />

1.8 Statutory requirements 12<br />

1.9 Terms used in this <strong>Master</strong> <strong>Plan</strong> 14


1.0 Introduction<br />

<strong>Master</strong> planning is a part of a dynamic process within the aviation<br />

industry. <strong>Master</strong> <strong>Plan</strong>s evolve as markets and aviation technologies<br />

change and as airlines and businesses adapt to new operating<br />

environments. This is the second <strong>Master</strong> <strong>Plan</strong> prepared for <strong>Sydney</strong><br />

<strong>Airport</strong> under the <strong>Airport</strong>s Act 1996 and it updates and replaces<br />

the <strong>Master</strong> <strong>Plan</strong> 03/04. It has been prepared with input from the<br />

community and other key stakeholders.<br />

1.1 <strong>Airport</strong> setting<br />

<strong>Sydney</strong> <strong>Airport</strong> is Australia’s premier airport<br />

and our gateway to the world. <strong>Sydney</strong> <strong>Airport</strong><br />

connects <strong>Sydney</strong> – Australia’s only global city –<br />

and New South Wales (NSW) – Australia’s most<br />

populous state – to other cities and regions across<br />

Australia. It provides access to all the benefits of<br />

the global aviation network.<br />

<strong>Sydney</strong> <strong>Airport</strong> underpins the vitally important<br />

tourism, events and conference industries and<br />

creates jobs and economic growth for <strong>Sydney</strong><br />

and NSW. The international air services available<br />

because of <strong>Sydney</strong> <strong>Airport</strong> are also an essential<br />

factor for the high value service industries of<br />

education, finance, legal services and business<br />

generally as they provide access to new<br />

customers, markets and global opportunities.<br />

<strong>Sydney</strong> <strong>Airport</strong> has all the major infrastructure<br />

elements needed to operate a modern and efficient<br />

international airport and to accommodate the<br />

forecast growth in aviation activity. This includes:<br />

• three runways – medium spaced parallel<br />

runways in the north-south (16/34) direction<br />

(3,962m and 2,438m) and an intersecting/<br />

cross runway in the east-west (07/25)<br />

direction (2,530m);<br />

• two terminal precincts – T1 (the International<br />

Terminal) in the north-west sector and T2 and<br />

T3 (the Domestic Terminals) in the north-east<br />

sector;<br />

• maintenance and hangar facilities – Qantas<br />

Jet Base;<br />

• navaids and communications systems;<br />

• domestic freight handling facilities;<br />

• a General Aviation area;<br />

• car parking for short and long stay customers;<br />

and<br />

• all other necessary airport infrastructure.<br />

<strong>Sydney</strong> <strong>Airport</strong> is situated eight kilometres south<br />

of <strong>Sydney</strong>’s Central Business District (CBD)<br />

on a 907 hectare site owned by the Australian<br />

Government and leased to <strong>Sydney</strong> <strong>Airport</strong><br />

Corporation Limited (SACL), known as the airport<br />

lessee company (ALC) under the <strong>Airport</strong>s Act<br />

1996. The airport is strategically located on<br />

the northern shores of Botany Bay adjacent to<br />

<strong>Sydney</strong>’s main shipping container port – Port<br />

Botany.<br />

The airport is bordered in part by major roads<br />

including General Holmes Drive, the M5 East<br />

Motorway and Southern Cross Drive and is served<br />

by two on-airport railway stations which link<br />

into <strong>Sydney</strong>’s CityRail passenger network. The<br />

boundaries of the local government areas of the<br />

City of Botany Bay, Marrickville Council and the<br />

City of Rockdale run through the airport.<br />

1.2 Historical development<br />

The land on which today’s <strong>Sydney</strong> <strong>Airport</strong> is sited<br />

– the northern shore of Botany Bay – is within the<br />

traditional country of the Eora people, the name<br />

given to the coastal Aborigines around <strong>Sydney</strong>.<br />

The site has been a vital part of the history<br />

of <strong>Sydney</strong> since the earliest days of European<br />

settlement. The key stages of <strong>Sydney</strong> <strong>Airport</strong>’s<br />

development over nearly 90 years are summarised<br />

in Table 1.1.<br />

<strong>Master</strong> planning reflects the key aspects of the<br />

<strong>Airport</strong>’s historical development, namely:<br />

• its strategic location on the northern shore of<br />

Botany Bay;<br />

• early and ongoing planning decisions on<br />

essential airfield infrastructure such as runway<br />

directions and terminal locations which have<br />

essentially remained constant for over 50<br />

years;<br />

• the long standing curfew (11pm to 6am) on<br />

most aircraft movements to mitigate noise<br />

impacts on residential areas;<br />

9


Table 1.1 key stages in the development of <strong>Sydney</strong> <strong>Airport</strong><br />

Pre-aviation<br />

Early airport development<br />

Into the Jet Era<br />

Major airport expansion<br />

Post-privatisation<br />

10<br />

Year Activity <strong>Master</strong> <strong>Plan</strong> Implications<br />

19th<br />

century<br />

1911<br />

1920s<br />

1930s<br />

1940-<br />

45<br />

Post<br />

1945<br />

1959<br />

1963<br />

1968<br />

1970<br />

1970s<br />

1992<br />

1994<br />

Freshwater supply for Port Jackson sourced from ponds<br />

on eastern side of <strong>Airport</strong> site (1835). Construction of<br />

Alexandra Canal which was planned to connect Botany<br />

Bay with Port Jackson. During late 19th and early 20th centuries, <strong>Airport</strong> site is used for industrial buildings<br />

including textile and flour mills.<br />

The first aircraft lands on the former Ascot Racecourse<br />

(now part of the airport site).<br />

‘Mascot Aerodrome’ officially opened and<br />

Commonwealth Government acquires the aerodrome.<br />

Additional land is purchased, the main runway is<br />

surfaced with gravel and two ancillary grass runways<br />

are laid out.<br />

New passenger terminal opened and <strong>Airport</strong> is further<br />

developed during World War II to enhance its civilian<br />

and military facilities.<br />

The Alexandra Canal sandstone embankment,<br />

remains of the original pumping station<br />

and the Engine and Mill Ponds are listed as<br />

environmentally significant in <strong>Sydney</strong> <strong>Airport</strong>’s<br />

Environment Strategy (see Chapter 14).<br />

Environmentally significant remnant fig trees<br />

reflect this historical use (see Section 14.2.7).<br />

This is part of a program to develop a<br />

nationwide airport network<br />

These early runways were located in the<br />

vicinity of what is now the Domestic Precinct<br />

and Qantas Jet Base.<br />

Elements of this building remain in the<br />

Domestic precinct and have been identified<br />

as having heritage significance (see Section<br />

14.2.7).<br />

Cooks River is diverted and two new runways are built. Key elements of existing <strong>Airport</strong> laid out – in<br />

particular the runways (see Chapter 6).<br />

Arrival of B707 and other jet and turbo-prop aircraft<br />

ushers in rapid growth in air travel.<br />

11pm to 6am curfew is adopted in response to aircraft<br />

noise.<br />

Main north-south runway (16R/34L) is extended by<br />

land reclamation into Botany Bay to cater for long-haul<br />

international jets.<br />

First stage of international terminal opens on current<br />

site.<br />

Further expansion of the international and domestic<br />

terminals. In 1972 Runway 16/34 is extended into<br />

Botany Bay to its present length of 3,962m.<br />

Major expansion of International terminal adds eight<br />

gates for B747-400 aircraft<br />

The parallel runway (16L/34R) opens at its current<br />

length of 2,438m. New flight paths added.<br />

Curfew remains a key operating influence for<br />

<strong>Sydney</strong> <strong>Airport</strong> (see Section 3.2).<br />

Location of General Holmes Drive under the<br />

runway and diversion of the Southern and<br />

WesternSuburbs Ocean Outfall Sewers.<br />

The Long Term Operating <strong>Plan</strong> commences in<br />

1997. Noise insulation program commenced<br />

in the late 1990s and remains a key operating<br />

parameter.<br />

1996 Current control tower opens. Complements parallel runways<br />

2000 International and domestic terminals significantly<br />

upgraded and expanded.<br />

2000 Significant ground access infrastructure developed – the<br />

<strong>Airport</strong> Rail Link, the Eastern Distributor and M5 East<br />

Motorway.<br />

2002<br />

Sale of <strong>Sydney</strong> <strong>Airport</strong> to the Southern Cross <strong>Airport</strong>s<br />

Corporation is completed.<br />

Statutory requirement for development of a 20<br />

year <strong>Master</strong> <strong>Plan</strong> for the airport.<br />

2004 <strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> 03/04 approved. Sets out planning proposals for <strong>Sydney</strong> <strong>Airport</strong><br />

for a 20 year period.<br />

2002-<br />

08<br />

<strong>Sydney</strong> <strong>Airport</strong> Corporation Limited invests $850 million<br />

on capital projects since the airport was privatised in<br />

July 2002, with significant further investment to come.<br />

Key projects include terminal upgrades, new car parks,<br />

new checked baggage screening facilities, Runway End<br />

Safety Areas and making <strong>Sydney</strong> <strong>Airport</strong> ready for the<br />

larger, quieter, cleaner and more fuel efficient aircraft.<br />

Development reflected in or consistent with<br />

<strong>Master</strong> <strong>Plan</strong> 03/04.<br />

• the Long Term Operating <strong>Plan</strong> (LTOP) and Aircraft Movement Cap of 80 aircraft per hour; and


• the progressive and substantial investment<br />

in airport development and related landside<br />

transport infrastructure over nearly 90 years.<br />

1.3 <strong>Master</strong> <strong>Plan</strong> 03/04 – progress<br />

and achievements<br />

Since <strong>Sydney</strong> <strong>Airport</strong>’s <strong>Master</strong> <strong>Plan</strong> 03/04 was<br />

approved on 22 March 2004 and the <strong>Sydney</strong><br />

<strong>Airport</strong> Environment Strategy 2005/2010 was<br />

approved on 18 January 2005 by the Australian<br />

Government, a wide range of development projects<br />

(see below) and environmental initiatives (see<br />

Chapter 14) have been or are being implemented.<br />

development projects<br />

• A $500 million upgrade and expansion<br />

of T1 is now underway. This investment will<br />

ensure that <strong>Sydney</strong> <strong>Airport</strong> retains its position<br />

as Australia’s premier airport. The project,<br />

which was developed following feedback<br />

from airline passengers and all other relevant<br />

stakeholders, involves:<br />

– adding 7,300 sqm to the departures level<br />

to provide world class passenger facilities<br />

including centralised passenger processing,<br />

new retail, food and beverage outlets,<br />

additional moving walkways and passenger<br />

waiting areas;<br />

– a new outbound and early baggage handling<br />

system; and<br />

– Upgrading the arrivals baggage system with<br />

three new baggage reclaim carousels to<br />

meet the peak passenger flows associated<br />

with the introduction of new aircraft into<br />

the global airline fleet.<br />

• The new $65 million eight storey car park at<br />

T1 provides approximately 3,000 undercover<br />

parking spaces and is directly linked to T1’s<br />

departures level;<br />

• Several important commercial facilities<br />

have been completed including a 15,000sqm<br />

administration building for the Australian<br />

Customs Service near T1; a 14,000sqm freight<br />

facility for DHL; new first class lounge for<br />

Qantas at T1; and a Formule 1 Hotel in the<br />

domestic precinct;<br />

• Safety and security for passengers and<br />

staff is a top priority and <strong>Sydney</strong> <strong>Airport</strong> has<br />

spent $90 million to provide 100% checked bag<br />

screening at T1 and T2. The security screening<br />

allows automated x-ray scanning of checked<br />

passenger baggage to prevent explosives from<br />

being loaded into the holds of planes. The<br />

system is designed to screen thousands of bags<br />

1.0 Introduction<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

every hour to make sure there are no delays to<br />

passengers or flights;<br />

• The world’s fleet of commercial aircraft is<br />

undergoing a massive transformation. The<br />

groundbreaking new technology being used<br />

by the world’s major manufacturers of aircraft<br />

is far better for the environment. The new<br />

generation of larger, quieter, cleaner and more<br />

fuel efficient aircraft will reduce aviation’s<br />

impact on climate change and will reduce<br />

aircraft noise impacts. To be ready for these<br />

new aircraft, <strong>Sydney</strong> <strong>Airport</strong> has invested $128<br />

million on airside infrastructure facilities<br />

for the introduction of the A380 aircraft<br />

such as new gates and aerobridges and<br />

strengthened runway and taxiway pavements.<br />

Further work is underway to upgrade taxiways<br />

for the B787 and other new generation aircraft<br />

such as the A350XWB;<br />

• <strong>Sydney</strong> <strong>Airport</strong> has invested over $40 million<br />

to improve and update T2 including new<br />

aerobridges, IT facilities, passenger waiting<br />

areas, retail and food and beverage facilities.<br />

T2 is now used by Jetstar, Virgin Blue, Rex,<br />

QantasLink and Aeropelican and is the busiest<br />

terminal at <strong>Sydney</strong> <strong>Airport</strong>. It is used by more<br />

than 10 million passengers each year;<br />

• To ensure that aviation facilities remain safe<br />

and reliable, over $50 million has been invested<br />

in upgraded airport ground lighting<br />

facilities, including installation of runway<br />

guard lights, re-cabling of all runways and<br />

taxiways, upgraded lights and lighting control<br />

system;<br />

• Five enlarged runway end safety areas have<br />

been constructed in accordance with the new<br />

aviation safety requirements laid down by the<br />

Civil Aviation Safety Authority. Construction<br />

of the sixth and final runway end safety area is<br />

underway and is expected to be completed in<br />

2010;<br />

• 9 new remote aircraft parking positions have<br />

been provided in the south-west and northeast<br />

sectors of the airport to provide additional<br />

layover parking areas; and<br />

• Completion of an airport-wide Services<br />

<strong>Master</strong> <strong>Plan</strong> to ensure that the aeronautical<br />

and commercial developments outlined in<br />

<strong>Master</strong> <strong>Plan</strong> 03/04 could be supported by<br />

utilities provided by or to the <strong>Airport</strong>. Areas<br />

addressed were energy supply and distribution,<br />

gas, water supply, stormwater management,<br />

sewage management and communications.<br />

11


1.4 vision<br />

As the ALC and operator of <strong>Sydney</strong> <strong>Airport</strong>,<br />

SACL’s vision is ‘to be a world-class airport<br />

management company’. Consistent with this<br />

vision, a goal of <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong> is ‘to create<br />

long-term value for SACL and its stakeholders’.<br />

A key factor in achieving this vision is successful<br />

long-term airport planning. <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong> will<br />

achieve this by:<br />

• facilitating introduction of new aviation<br />

technologies and new larger, quieter, cleaner<br />

and more fuel efficient aircraft;<br />

• planning for forecast growth in aviation<br />

activity to ensure <strong>Sydney</strong> <strong>Airport</strong> can<br />

sustainably accommodate that growth;<br />

• providing new business growth opportunities<br />

and efficiently using the existing assets at<br />

<strong>Sydney</strong> <strong>Airport</strong>; and<br />

• regularly engaging with all key stakeholders to<br />

strike the right balance between the economic<br />

and employment benefits of the airport and<br />

the environmental impacts of the airport.<br />

1.5 Purpose of the <strong>Master</strong> <strong>Plan</strong><br />

The purposes of <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong> are to:<br />

• update the existing <strong>Master</strong> <strong>Plan</strong> 03/04 and<br />

fulfil SACL’s statutory obligations under the<br />

<strong>Airport</strong>s Act 1996 as set out in Table 1.4;<br />

• demonstrate <strong>Sydney</strong> <strong>Airport</strong>’s ability to<br />

sustainably accommodate forecast growth in<br />

aviation activity;<br />

• clearly communicate to SACL’s business<br />

partners and other stakeholders the 20 year<br />

plan for <strong>Sydney</strong> <strong>Airport</strong>’s future sustainable<br />

development; and<br />

• provide long term planning certainty for<br />

airport customers and internal business<br />

units in relation to land use, infrastructure<br />

development and operational matters.<br />

1.6 development objectives<br />

SACL’s development objectives for the <strong>Airport</strong> are<br />

to:<br />

• maintain a safe, secure and reliable airport<br />

operating environment;<br />

• be a sustainable business which is a valued<br />

member of the community and a key economic<br />

driver for <strong>Sydney</strong>, NSW and Australia;<br />

• operate the airport in an environmentally<br />

sustainable and responsible manner that<br />

addresses climate change and aircraft noise<br />

impacts;<br />

12<br />

• provide quality experiences for the travelling<br />

public and airport visitors;<br />

• plan and develop new and enhanced capacity<br />

to cater for forecast growth;<br />

• operate the airport to maximise the efficient<br />

use of existing infrastructure;<br />

• ensure flexibility to meet changing user needs;<br />

and<br />

• explore new business opportunities to enhance<br />

the <strong>Airport</strong>’s value.<br />

1.7 <strong>Plan</strong>ning principles and<br />

assumptions<br />

The <strong>Master</strong> <strong>Plan</strong> Concept (see Figure S2) is based<br />

on a number of planning principles and assumptions.<br />

During the <strong>Master</strong> <strong>Plan</strong> preparation, assumptions<br />

were tested and validated. The planning principles<br />

or assumptions and the sections in which they are<br />

discussed are set out in Table 1.2.<br />

1.8 Statutory requirements<br />

The <strong>Master</strong> <strong>Plan</strong> is a key part of the Australian<br />

Government’s regulatory framework for airport<br />

lessee companies such as SACL under the <strong>Airport</strong>s<br />

Act 1996 (the Act). Amendments to the Act in<br />

2007 introduced new or revised requirements in<br />

relation to <strong>Master</strong> <strong>Plan</strong>s.<br />

<strong>Master</strong> <strong>Plan</strong> 03/04, which covered the 20 year<br />

planning period to 2023/24, was approved on 22<br />

March 2004. An updated draft <strong>Master</strong> <strong>Plan</strong> must<br />

be given to the Minister before the expiry of the<br />

current plan and, once approved, will replace the<br />

existing <strong>Master</strong> <strong>Plan</strong> 03/04. The 20 year planning<br />

period for <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong> will cover the period<br />

to 2029.<br />

This <strong>Master</strong> <strong>Plan</strong> has been prepared in accordance<br />

with the Act as amended. In summary, the <strong>Master</strong><br />

<strong>Plan</strong> must:<br />

• cover a period of 20 years;<br />

• be reviewed and updated every five years;<br />

• specify the ALC’s development objectives;<br />

• assess future needs of civil aviation users and<br />

other users;<br />

• specify the ALC’s proposals for land use and<br />

related development;


• include forecasts relating to noise exposure<br />

levels and the ALC’s plans following<br />

consultation, for managing aircraft noise<br />

intrusion above significant Australian Noise<br />

Exposure Forecast (ANEF) levels;<br />

Table 1.2 <strong>Plan</strong>ning Principles<br />

1.0 Introduction<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

• assess environmental issues and the ALC’s<br />

plans for managing these issues; and<br />

• be displayed for a period of 60 business days<br />

for public comment.<br />

<strong>Plan</strong>ning principle or assumption Relevant section<br />

Aircraft operations will continue within the existing laws relating to the curfew, the aircraft<br />

movement cap and the slot management scheme<br />

Sections 3.2 and 3.3<br />

Access to <strong>Sydney</strong> <strong>Airport</strong> for regional NSW air traffic will continue Section 3.3<br />

Infrastructure maintained to support the principle of aircraft noise sharing Section 3.4<br />

<strong>Sydney</strong> <strong>Airport</strong> will remain the sole International and Domestic airport in the <strong>Sydney</strong> Basin for the<br />

duration of the planning period<br />

Section 3.6<br />

Airlines will continue to introduce larger, quieter, cleaner, and more fuel efficient aircraft replacing<br />

smaller capacity aircraft<br />

Chapter 5<br />

There will be no new or extended runways at <strong>Sydney</strong> <strong>Airport</strong> Chapter 6<br />

International air traffic will generally be processed in the existing International Terminal precinct<br />

and domestic and regional traffic will generally be processed in the Domestic Terminal precinct<br />

Chapter 7<br />

Wherever possible, incremental expansion of existing facilities will be used to deliver new or<br />

enhanced capacity<br />

Chapters 6 to 10<br />

Aviation industry processes will become more efficient and productive Chapters 6 to 10<br />

Adequate external transport infrastructure linking <strong>Sydney</strong> <strong>Airport</strong> with the <strong>Sydney</strong> CBD and the<br />

broader metropolitan region will be provided by the relevant authorities to ensure that passengers,<br />

freight, airport staff and visitors can conveniently access the airport.<br />

Chapter 10<br />

Pending the ultimate requirements of this <strong>Master</strong> <strong>Plan</strong> for aviation uses, some areas of the airport<br />

will be put to interim uses<br />

Chapter 12<br />

<strong>Sydney</strong> <strong>Airport</strong> will be operated in a sustainable manner Chapter 14<br />

Table 1.3 <strong>Master</strong> <strong>Plan</strong> Preparation Process<br />

<strong>Master</strong> <strong>Plan</strong> stage date<br />

ALC prepares a Preliminary Draft <strong>Master</strong> <strong>Plan</strong> (PDMP) and invites<br />

public comment on the PDMP for a period of 60 business days<br />

ALC prepares a Draft <strong>Master</strong> <strong>Plan</strong> (DMP) based on the PDMP and<br />

after giving due regard to comments received<br />

ALC submits the DMP to the Minister for Infrastructure, Transport,<br />

Regional Development and Local Government for his consideration<br />

Following Ministerial approval of the <strong>Master</strong> <strong>Plan</strong>, the ALC must<br />

publicly advise of the approval within 50 business days and make<br />

copies of the Final <strong>Master</strong> <strong>Plan</strong> available to the public<br />

The steps and related dates in the regulatory process<br />

leading to the approval of this <strong>Master</strong> <strong>Plan</strong> are set<br />

out in Table 1.3 and applicable sections of the Act<br />

and related regulations listed in Table 1.4. <strong>Sydney</strong><br />

<strong>Airport</strong> demonstrated its commitment to effective<br />

consultation during the preparation of this <strong>Master</strong><br />

This preliminary draft version of the <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

was exhibited for public comment from 22 September<br />

2008 until 16 December 2008.<br />

December 2008 – February <strong>2009</strong><br />

March <strong>2009</strong><br />

<strong>Plan</strong>. A description of the consultation process is<br />

provided in Chapter 2.<br />

The approval of the <strong>Master</strong> <strong>Plan</strong> does not imply<br />

or provide development consent for any specific<br />

proposals identified in the <strong>Plan</strong>.<br />

13


1.9 Terms used in this <strong>Master</strong> <strong>Plan</strong><br />

The glossary in Appendix A presents definitions of<br />

many technical and other terms used in this <strong>Master</strong><br />

<strong>Plan</strong> while Appendix D presents definitions for land<br />

use terms used in the Land Use Zoning <strong>Plan</strong> (see<br />

Chapter 12).<br />

To further assist readers, the following terms require<br />

particular explanation:<br />

Calendar year<br />

<strong>Sydney</strong> <strong>Airport</strong> has recently changed its financial<br />

reporting arrangements to calendar years from<br />

Table 1.4 Applicable sections of the <strong>Airport</strong>s Act 1996 and related regulations<br />

Applicable sections of the <strong>Airport</strong>s Act 1996 and related regulations <strong>Airport</strong>s Act 1996<br />

14<br />

standard financial years (July to June). The<br />

forecasts and other information presented in this<br />

<strong>Master</strong> <strong>Plan</strong> reflect this change. Some historical data<br />

may still be based on financial years.<br />

<strong>Sydney</strong> <strong>Airport</strong><br />

Except where there is a specific requirement to refer<br />

to the corporate entity (<strong>Sydney</strong> <strong>Airport</strong> Corporation<br />

Limited – SACL) which is the ALC, all references to<br />

<strong>Sydney</strong> <strong>Airport</strong> imply reference to SACL.<br />

Relevant section of the<br />

<strong>Master</strong> <strong>Plan</strong><br />

70 Final master plans<br />

(1) For each airport, there is to be a final master plan Noted – see Section 1.8<br />

(2) The purposes of a final master plan for an airport are:<br />

(a) to establish the strategic direction for efficient and economic development at the airport Section 1.6<br />

over the planning period of the plan; and<br />

(b) to provide for the development of additional uses of the airport site; and Chapter 11<br />

(c) to indicate to the public the intended uses of the airport site; and Chapters 6 to 11 inclusive<br />

(d) to reduce potential conflicts between uses of the airport site, and to ensure that uses of the Chapter 12<br />

airport site are compatible with the areas surrounding the airport.<br />

71 Contents of draft or final master plan<br />

(2) In the case of an airport other than a joint user airport, a draft or final master plan must<br />

specify:<br />

(a) the airport-lessee company’s development objectives for the airport; and Section 1.6<br />

(b) the airport-lessee company’s assessment of the future needs of civil aviation users of the Chapter 5<br />

airport, and other users of the airport, for services and facilities relating to the airport; and<br />

(c) the airport-lessee company’s intentions for land use and related development of the airport Chapters 6 to 11 inclusive<br />

site, where the uses and developments embrace airside, landside, surface access and land<br />

planning/zoning aspects; and<br />

(d) an Australian Noise Exposure Forecast (in accordance with regulations, if any, made for the Section 14.2.1 and<br />

purpose of this paragraph) for the areas surrounding the airport; and<br />

Figure 14.5<br />

(da) flight paths (in accordance with regulations, if any, made for the purpose of this<br />

Figure 14.2<br />

paragraph) at the airport; and<br />

(e) the airport-lessee company’s plans, developed following consultations with the airlines that Section 14.2.1<br />

use the airport and local government bodies in the vicinity of the airport, for managing aircraft<br />

noise intrusion in areas forecast to be subject to exposure above the significant ANEF levels;<br />

and<br />

(f) the airport-lessee company’s assessment of environmental issues that might reasonably be Section 14.3<br />

expected to be associated with the implementation of the plan; and<br />

(g) the airport-lessee company’s plans for dealing with the environmental issues mentioned in Chapter 14<br />

paragraph (f) (including plans for ameliorating or preventing environmental impacts); and<br />

(h) if a draft environment strategy for the airport has been approved—the date of that approval; Section 1.3<br />

and<br />

(j) such other matters (if any) as are specified in the regulations. See below


1.0 Introduction<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

Table 1.4 Applicable sections of the <strong>Airport</strong>s Act 1996 and related regulations (continued)<br />

Applicable sections of the <strong>Airport</strong>s Act 1996 and related regulations <strong>Airport</strong>s Act 1996<br />

Relevant section of the<br />

<strong>Master</strong> <strong>Plan</strong><br />

Matters provided by regulations<br />

(4) The regulations may provide that the objectives, assessments, proposals, forecasts and See below<br />

other matters covered by subsection (2) or (3) may relate to one or more of the following:<br />

(a) the whole of the planning period of the plan; Section 1.8<br />

(b) one or more specified 5 year periods that are included in the planning period of the plan; No such periods specified in<br />

the regulations<br />

(c) subject to any specified conditions, a specified period that is longer than the planning period No such periods specified in<br />

of the plan.<br />

the regulations<br />

(5) The regulations may provide that, in specifying a particular objective, assessment, proposal, See below<br />

forecast or other matter covered by subsection (2) or (3), a draft or final master plan must<br />

address such things as are specified in the regulations.<br />

<strong>Plan</strong> to address consistency with planning schemes<br />

(6) In specifying a particular objective or proposal covered by paragraph (2)(a) or (c) or (3)(a) or<br />

(c), a draft or final master plan must address the extent (if any) of consistency with planning<br />

schemes in force under a law of the State or Territory in which the airport is located.<br />

Company to have regard to Australian Standard<br />

(8) In developing plans referred to in paragraph (2)(e) and (3)(e), an airport-lessee company<br />

must have regard to Australian Standard AS2021—1994 (“Acoustics—Aircraft noise<br />

intrusion—Building siting and construction”) as in force or existing at that time.<br />

AIRPORTS REGulATIONS 1997 - REG 5.02<br />

Contents of draft or final master plan<br />

(1) For paragraphs 71 (2) (j) and (3) (j) of the Act, the following matters are specified:<br />

(a) any change to the OLS or PANS-OPS surfaces for the airport concerned that is likely to<br />

result if development proceeds in accordance with the master plan;<br />

(b) for an area of an airport where a change of use of a kind described in subregulation 6.07<br />

(2) of the <strong>Airport</strong>s (Environment Protection) Regulations [see note 1] is proposed:<br />

(i) the contents of the report of any examination of the area carried out under regulation 6.09<br />

of those Regulations; and<br />

(ii) the airport-lessee company’s plans for dealing with any soil pollution referred to in the<br />

report.<br />

(2) For section 71 of the Act, an airport master plan must, in relation to the landside part<br />

of the airport, where possible, describe proposals for land use and related planning, zoning<br />

or development in an amount of detail equivalent to that required by, and using terminology<br />

(including definitions) consistent with that applying in, land use planning, zoning and<br />

development legislation in force in the State or Territory in which the airport is located.<br />

(3) For subsection 71 (5) of the Act, a draft or final master plan must:<br />

(a) address any obligation that has passed to the relevant airport-lessee company under<br />

subsection 22 (2) of the Act or subsection 26 (2) of the Transitional Act; and<br />

(b) address any interest to which the relevant airport lease is subject under subsection 22 (3)<br />

of the Act, or subsection 26 (3) of the Transitional Act; and<br />

(4) In subregulation (1):<br />

“OLS” and PANS-OPS surface have the same meanings as in the <strong>Airport</strong>s (Protection of<br />

Airspace) Regulations.<br />

Note 1<br />

Subregulation 6.07 (2) - <strong>Airport</strong>s (Environment Protection) Regulations<br />

Chapter 12<br />

Appendix C<br />

Section 14.2.1<br />

Table 14.1<br />

No change required to the<br />

OLS or PANS -OPS<br />

No such change of use<br />

proposed<br />

As above<br />

As above<br />

Chapter 12 and Appendix D<br />

There are no such<br />

obligations in relation the<br />

<strong>Master</strong> <strong>Plan</strong><br />

There are no such<br />

obligations in relation the<br />

<strong>Master</strong> <strong>Plan</strong><br />

A change of use to which paragraph (1) (d) applies is a change that necessitates greater environmental protection measures because the use will<br />

result in the land being used in a way, or for a purpose, that will, or is reasonably likely to, cause greater harm:<br />

(a) to an aspect of the environment; or<br />

(b) to the health, safety or, in any respect, the welfare of, human beings.<br />

Noted<br />

15


2.0<br />

Stakeholder and<br />

Community Consultation<br />

2.1 Consultation and communication strategy 19<br />

2.2 Stakeholder consultation during the preparation 19<br />

of Preliminary Draft <strong>Master</strong> <strong>Plan</strong><br />

2.3 Public exhibition of Preliminary Draft <strong>Master</strong> <strong>Plan</strong> 20<br />

2.4 Submissions received 24


2.0 Stakeholder and Community Consultation<br />

<strong>Sydney</strong> <strong>Airport</strong> is committed to effective and genuine consultation<br />

with all key stakeholders. During the development of this <strong>Master</strong><br />

<strong>Plan</strong>, <strong>Sydney</strong> <strong>Airport</strong> consulted extensively with a wide range of<br />

key stakeholders, including the Australian and NSW Governments,<br />

Members of Parliament, local councils, the aviation and freight<br />

industries, business and community groups as well as the broader<br />

public. Consultation enabled and encouraged stakeholders to provide<br />

input to the <strong>Airport</strong>’s proposals for future land use, planning and<br />

development.<br />

2.1 Consultation and<br />

communication strategy<br />

<strong>Sydney</strong> <strong>Airport</strong>’s approach to consultation during<br />

the <strong>Master</strong> <strong>Plan</strong> process complied with the statutory<br />

requirements under the <strong>Airport</strong>s Act 1996 (the<br />

Act) and was consistent with the Australian<br />

Government’s suggested approach to effective<br />

consultation for airport master plans, as outlined in<br />

the <strong>Airport</strong> Development Consultation Guidelines<br />

(2007). These Guidelines were viewed as setting a<br />

minimum standard for consultation and mostly the<br />

consultation process exceeded that requirement.<br />

The communications and consultation strategy<br />

for the <strong>Master</strong> <strong>Plan</strong> process involved the following<br />

stages:<br />

• initial stakeholder consultation and briefings<br />

during the preparation of the Preliminary Draft<br />

<strong>Master</strong> <strong>Plan</strong> (PDMP);<br />

• notifying the public and all key stakeholders<br />

that the PDMP had been released for public<br />

comment;<br />

• the PDMP, background and supporting<br />

information (including details of how to get<br />

further information and how to comment) were<br />

widely disseminated to all key stakeholders<br />

during the public comment period ;<br />

• briefings and further information offered (and<br />

provided on request) to stakeholders during the<br />

public comment period;<br />

• careful consideration given to all submissions<br />

received and due regard given to all comments<br />

received as required by the Act;<br />

• inclusion of new or additional information in the<br />

Draft <strong>Master</strong> <strong>Plan</strong> (DMP); and<br />

• submission of the DMP, all comments received<br />

and related documents to the Minister for<br />

Infrastructure, Transport, Regional Development<br />

and Local Government for consideration.<br />

2.2 Stakeholder consultation during<br />

the preparation of Preliminary<br />

draft <strong>Master</strong> <strong>Plan</strong><br />

During the preparation of the PDMP, a range of<br />

key stakeholders were consulted and briefed. The<br />

aim was to provide an overview of the <strong>Master</strong> <strong>Plan</strong><br />

process and to seek early stakeholder input into<br />

future land use, environmental, development and<br />

planning concepts for <strong>Sydney</strong> <strong>Airport</strong>.<br />

This initial stage – which commenced in<br />

January 2008 and concluded in mid-September<br />

2008 – involved around 70 separate meetings<br />

and discussions with airlines and other airport<br />

stakeholders, Australian and NSW Government<br />

agencies, the <strong>Sydney</strong> <strong>Airport</strong> Community Forum,<br />

business and tourism groups and local government.<br />

Multiple meetings were held with stakeholders<br />

where required. These stakeholders are listed in<br />

Appendix G – Table G1. All stakeholders were<br />

encouraged to raise any issues they believed should<br />

be addressed in the PDMP before it was made<br />

available for comment during the formal public<br />

exhibition period. As required by section 80(2) of<br />

the Act, a summary of the views expressed by<br />

the persons consulted during this stage has been<br />

prepared and submitted to the Minister.<br />

As required by section 79(1A) of the Act, <strong>Sydney</strong><br />

<strong>Airport</strong> also advised the NSW Minister for <strong>Plan</strong>ning,<br />

the NSW Department of <strong>Plan</strong>ning, Marrickville<br />

Council, Rockdale City Council and the City of<br />

Botany Bay Council on 5 September 2008 of its<br />

intention to submit the Draft <strong>Master</strong> <strong>Plan</strong> to the<br />

Minister.<br />

19


2.3 Public exhibition of<br />

Preliminary draft <strong>Master</strong> <strong>Plan</strong><br />

As required by section 79(1) of the Act, the<br />

PDMP was formally exhibited for public comment<br />

between 22 September 2008 and 16 December<br />

2008, a period of 61 business days.<br />

Throughout the public exhibition period, <strong>Sydney</strong><br />

<strong>Airport</strong> undertook an extensive stakeholder<br />

consultation and communications process. The<br />

aim was to ensure that all key stakeholders were<br />

able to:<br />

• easily access a written or electronic copy<br />

of the PDMP, supporting documents and<br />

background information in a location<br />

convenient to them;<br />

• make contact with and speak directly to<br />

<strong>Sydney</strong> <strong>Airport</strong> representatives to ask<br />

questions and seek further information about<br />

the PDMP; and<br />

• provide stakeholders with various means of<br />

making a submission and commenting on the<br />

PDMP.<br />

During the public exhibition period, <strong>Sydney</strong> <strong>Airport</strong><br />

was particularly conscious of the need to ensure<br />

that the consultation process for the PDMP<br />

addressed the diversity in the local community<br />

in relation to such factors as age, education,<br />

language, cultural background and access<br />

capability. This resulted in a variety of consultation<br />

and communications mechanisms being selected<br />

that were suitable to a wide range of people and<br />

groups. This ensured that all members of the<br />

community had an opportunity to view the PDMP<br />

and to make comments.<br />

<strong>Sydney</strong> <strong>Airport</strong> therefore:<br />

• published regular Community Updates in<br />

English speaking and community language<br />

newspapers;<br />

• held nine Community Open Days in areas<br />

in close proximity to the airport at which<br />

<strong>Sydney</strong> <strong>Airport</strong> representatives were available<br />

to answer questions – the date, time and<br />

location of these Community Open days was<br />

advertised in advance in local newspapers and<br />

on the <strong>Sydney</strong> <strong>Airport</strong> website;<br />

• set up a 1300 Community Information Line<br />

and dedicated <strong>Master</strong> <strong>Plan</strong> email service to<br />

facilitate information exchange; and<br />

• distributed the PDMP and supporting<br />

documents to all local councils and Members<br />

of the Australian and NSW Parliaments in the<br />

<strong>Sydney</strong> metropolitan area.<br />

20<br />

Figure 2.1 [as shown on page 26]. shows the<br />

geographical extent of these activities.<br />

2.3.1 Notification of the public and key<br />

stakeholders that the <strong>Sydney</strong> <strong>Airport</strong><br />

PdMP had been released for public<br />

comment<br />

To inform the broader public that the PDMP had<br />

been released for comment, and as required by<br />

section 79(1) of the Act, a notice was published<br />

in the <strong>Sydney</strong> Morning Herald on 20 September<br />

2008 stating that:<br />

• <strong>Sydney</strong> <strong>Airport</strong> Corporation Limited had<br />

prepared a PDMP;<br />

• copies of the PDMP were available for<br />

inspection and purchase by members of the<br />

public throughout the public exhibition period<br />

at specified places;<br />

• copies of the PDMP were available free of<br />

charge to members of the public on the<br />

<strong>Sydney</strong> <strong>Airport</strong> website;<br />

• written comments about the PDMP were<br />

invited from members of the public during the<br />

public comment period; and<br />

• members of the public and other stakeholders<br />

could seek further information, with telephone<br />

and email contact details at <strong>Sydney</strong> <strong>Airport</strong><br />

provided.<br />

<strong>Sydney</strong> <strong>Airport</strong> also issued a media release<br />

advising of the release of the PDMP and where<br />

further information could be obtained to more than<br />

200 media outlets, as well as an audio release<br />

to all Australian radio stations. These generated<br />

prominent media coverage by the <strong>Sydney</strong> Morning<br />

Herald and other local, metropolitan and national<br />

media.<br />

As well as making the PDMP itself widely available<br />

across the <strong>Sydney</strong> metropolitan area, <strong>Sydney</strong><br />

<strong>Airport</strong> prepared other documents to assist with<br />

the consultation and communications process,<br />

including:<br />

• A PDMP Summary booklet;<br />

• Fact Sheets covering seven issues of<br />

community interest, including:<br />

– Overview and How to Comment;<br />

– Building a better airport: Implementing<br />

<strong>Master</strong> <strong>Plan</strong> 03/04;<br />

– <strong>Sydney</strong> <strong>Airport</strong>: A major employer and<br />

economic driver;<br />

– Sustainably managing growth in airline<br />

travel;


– Access to and from <strong>Sydney</strong> <strong>Airport</strong>;<br />

– Managing noise: the benefits of new<br />

generation aircraft; and<br />

– Aviation and climate change.<br />

• Frequently Asked Questions and Answers.<br />

These documents are reproduced in Appendix G –<br />

PDMP Consultation Documents.<br />

These documents were available in written form and<br />

could be downloaded free of charge from <strong>Sydney</strong><br />

<strong>Airport</strong>’s website.<br />

At the commencement of the public exhibition<br />

period, an information pack containing the PDMP,<br />

PDMP Summary, Facts Sheets, Frequently Asked<br />

Questions and Answers, an offer by <strong>Sydney</strong> <strong>Airport</strong><br />

to provide a more detailed briefing and an invitation<br />

to make a submission on the PDMP was sent to<br />

more than 220 key stakeholders, including all<br />

Federal and State Members of Parliament and local<br />

government authorities in the <strong>Sydney</strong> metropolitan<br />

area and the <strong>Sydney</strong> <strong>Airport</strong> Community Forum.<br />

These stakeholders are listed in Appendix G – Table<br />

G3.<br />

2.3.2 Public display of PdMP<br />

<strong>Sydney</strong> <strong>Airport</strong> made written copies of the PDMP<br />

available for public inspection at 49 locations at and<br />

around <strong>Sydney</strong> <strong>Airport</strong> including locations under<br />

existing flight paths. Locations included council<br />

customer service centres and public libraries as well<br />

as <strong>Sydney</strong> <strong>Airport</strong> Corporation Limited’s corporate<br />

office and the International Terminal at <strong>Sydney</strong><br />

<strong>Airport</strong>. These locations are shown in Figure 2.1.<br />

At each council display location, the PDMP was<br />

accompanied by a poster advertising the public<br />

comment period, copies of the PDMP Summary<br />

and copies of a pro-forma submission form. These<br />

are shown in Appendix G – PDMP Consultation<br />

Documents.<br />

2.3.3 website information<br />

The PDMP and other supporting documents were<br />

made available on the <strong>Sydney</strong> <strong>Airport</strong> website –<br />

www.sydneyairport.com – throughout the public<br />

comment period for downloading free of charge.<br />

During the public exhibition period, the PDMP was<br />

downloaded more than 2100 times.<br />

The website also listed the various locations across<br />

<strong>Sydney</strong> where a printed copy of the PDMP could<br />

be inspected and included details of upcoming<br />

Community Open Days (see section 2.3.5) and<br />

details of how to comment. A pro-forma submission<br />

form was also able to be downloaded to assist those<br />

wishing to make a submission.<br />

2.0 Stakeholder and Community Consultation<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

2.3.4 Community Information updates<br />

English language newspapers<br />

To provide information about the PDMP, details<br />

concerning where to inspect a written copy of the<br />

PDMP, details of how to obtain further information<br />

and how to make a submission, <strong>Sydney</strong> <strong>Airport</strong><br />

published regular Community Updates in the<br />

following English language local newspapers: Inner<br />

West Courier; Southern Courier; Central Courier;<br />

Wentworth Courier; North Side Courier; St George<br />

& Sutherland Shire Leader; Canterbury – Bankstown<br />

Express; Northern District Times and Hills Shire<br />

Times.<br />

Collectively, these newspapers have a circulation<br />

of in excess of 640,000 copies and a readership of<br />

nearly 1.1 million people. The distribution area is<br />

shown in Figure 2.1.<br />

Four prominent half page Community Updates were<br />

published, one in each edition of the newspapers<br />

listed above during each of the weeks beginning 22<br />

September 2008, 20 October 2008, 10 November<br />

2008 and 1 December 2008. These are reproduced<br />

in Appendix G – Community Updates.<br />

Community language newspapers<br />

During the public comment period, <strong>Sydney</strong> <strong>Airport</strong><br />

was conscious of the need to ensure that the<br />

consultation process for the PDMP addressed the<br />

diversity in the local community in relation to such<br />

factors as language and community background.<br />

This is especially important because there are<br />

significant non-English speaking communities in<br />

many areas close to <strong>Sydney</strong> <strong>Airport</strong>. Census data<br />

revealed that a relatively high proportion of people<br />

who speak a language other than English at home<br />

lived in all local government areas that are wholly or<br />

partly within the ANEF 20 noise contour.<br />

Based on this census analysis, Community Updates<br />

were published in the following community language<br />

newspapers: La Fiamma (Italian); The Spanish<br />

Herald (Spanish); The Greek Herald (Greek); Viet<br />

Luan (Vietnamese); Australian Macedonian Weekly<br />

(Macedonian); Al-Furat (Arabic); and Sing-Tao<br />

(Mandarin and Cantonese).<br />

Collectively, these newspapers have a circulation of<br />

nearly 200,000 copies and a readership of nearly<br />

650,000 people.<br />

Two prominent Community Updates were published,<br />

one in each edition of the newspapers listed above<br />

during each of the weeks beginning 29 September<br />

2008 and 3 November 2008. These are reproduced<br />

in Appendix G – Community Updates.<br />

21


Figure 2.1 distribution of Preliminary draft <strong>Master</strong> <strong>Plan</strong> across the <strong>Sydney</strong> Metropolitan area.<br />

22


2.3.5 Community Open days<br />

To facilitate the public dissemination and exchange<br />

of information concerning the PDMP, Community<br />

Open Days were held in community centres and<br />

public buildings in areas around <strong>Sydney</strong> <strong>Airport</strong><br />

(see Figure 2.2,). As well as copies of the<br />

PDMP, supporting documents and information<br />

displays being made available, <strong>Sydney</strong> <strong>Airport</strong><br />

representatives were on hand to discuss issues<br />

raised by members of the public and to answer<br />

questions. The locations, dates and times of the<br />

Community Open Days were advertised in advance<br />

in local newspapers circulating in the relevant<br />

area(s). These are reproduced in Appendix G –<br />

Community Updates.<br />

Nine Community Open Days were held in the<br />

following areas: Hurstville (25 October, morning),<br />

Miranda (25 October, afternoon), Marrickville (1<br />

November, morning), Bondi Junction (1 November,<br />

Figure 2.2 Community open day locations<br />

2.0 Stakeholder and Community Consultation<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

afternoon), Chatswood (15 November, morning),<br />

Bexley (22 November, morning), Eastlakes (22<br />

November, afternoon), Leichhardt (29 November,<br />

morning) and Summer Hill (29 November,<br />

afternoon).<br />

These open days provided a convenient<br />

opportunity for local residents living in the vicinity<br />

of <strong>Sydney</strong> <strong>Airport</strong> to attend an information display<br />

and seek further information about the PDMP.<br />

Around 50 local residents attended the open days,<br />

which were held in local shopping centres, all of<br />

which were easily accessible by public transport.<br />

Typical issues raised included questions about<br />

aircraft flight paths, the need for better public<br />

transport linkages to be provided to and from the<br />

airport, interest in plans to upgrade the existing<br />

terminals and <strong>Sydney</strong> <strong>Airport</strong>’s climate change<br />

proposals.<br />

23


2.3.6 <strong>Master</strong> <strong>Plan</strong> Community Information<br />

line and email<br />

<strong>Sydney</strong> <strong>Airport</strong> established a 1300 <strong>Master</strong> <strong>Plan</strong><br />

Community Information Line, a direct phone line at<br />

<strong>Sydney</strong> <strong>Airport</strong> and a dedicated <strong>Master</strong> <strong>Plan</strong> email<br />

address to facilitate the exchange of information<br />

concerning the PDMP and to allow members of<br />

the public to make direct contact with <strong>Sydney</strong><br />

<strong>Airport</strong> representatives to ask questions about<br />

the PDMP. The phone numbers and email address<br />

were included in the PDMP, in all of the supporting<br />

documents, in each of the Community Updates<br />

and shown on the posters used at the 49 PDMP<br />

display locations. A total of 37 contacts were<br />

made during the PDMP public exhibition period.<br />

2.3.7 briefings and presentations during<br />

public comment period<br />

Of the more than 220 key stakeholders who<br />

received the PDMP Information packs (refer<br />

section 2.3.1 above), around 25 accepted <strong>Sydney</strong><br />

<strong>Airport</strong>’s offer to provide a separate briefing<br />

and presentation on the PDMP during the public<br />

exhibition period. These stakeholders included<br />

the <strong>Sydney</strong> <strong>Airport</strong> Community Forum (on which<br />

10 members of the Australian Parliament, 4<br />

members of the NSW Parliament, the Mayors of<br />

6 councils, 4 members of the community from<br />

areas around the airport and 3 members from the<br />

aviation industry are represented), Qantas Airways<br />

Limited, the Board of Airline Representatives<br />

of Australia, Randwick City Council, Rockdale<br />

City Council, City of Botany Bay Council, NSW<br />

Department of Premier and Cabinet, Office of<br />

the NSW Coordinator General, NSW Department<br />

of State and Regional Development, Tourism<br />

NSW, NSW Roads and Traffic Authority, NSW<br />

Department of Environment and Climate Change,<br />

NSW Department of <strong>Plan</strong>ning, NSW Ministry of<br />

Transport and the Tourism & Transport Forum.<br />

A number of these stakeholders requested, and<br />

received, multiple briefings.<br />

2.4 Submissions received<br />

Between 22 September 2008 and 16 December<br />

2008, a total of 59 submissions concerning the<br />

PDMP were received by <strong>Sydney</strong> <strong>Airport</strong>. A further<br />

14 late submissions were received after the formal<br />

public exhibition period had concluded.<br />

All submitters received a written acknowledgement<br />

(by letter or email) from <strong>Sydney</strong> <strong>Airport</strong>.<br />

A number of issues were raised in the<br />

submissions, which can be broadly grouped as<br />

follows:<br />

24<br />

• accommodating forecast growth in passengers<br />

and aircraft movements;<br />

• concepts for the airfield, terminal passenger<br />

systems, freight and aviation support<br />

activities;<br />

• managing aircraft noise, issues concerning the<br />

ANEF and related environmental issues;<br />

• <strong>Sydney</strong> <strong>Airport</strong>’s economic contribution to the<br />

State;<br />

• capacity of the road network around <strong>Sydney</strong><br />

<strong>Airport</strong>;<br />

• the need for better public transport services to<br />

and from the airport;<br />

• the need for improved cycling facilities;<br />

• climate change impacts;<br />

• proposed land-use zoning and non-aviationrelated<br />

commercial development; and<br />

• policy issues relating to the Australian<br />

Government’s aviation policy review (which is<br />

due to be finalised in the second half of <strong>2009</strong>)<br />

<strong>Sydney</strong> <strong>Airport</strong> considered carefully all submissions<br />

received. Due regard was given to all comments in<br />

the 59 submissions and in the 14 late submissions<br />

while preparing the Draft <strong>Master</strong> <strong>Plan</strong>.<br />

As required by section 79(2) of the Act copies of<br />

the submissions received have been submitted to<br />

the Minister for Infrastructure, Transport, Regional<br />

Development and Local Government.


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25


3.0<br />

Statutory and Policy<br />

Framework<br />

3.1 Statutory context 29<br />

3.2 Overnight curfew on aircraft movements 29<br />

3.3 Aviation movement limit and slot 29<br />

management scheme<br />

3.4 Noise sharing 30<br />

3.5 Aviation security 30<br />

3.6 The role of other airports in the <strong>Sydney</strong> Region 30<br />

3.7 Second <strong>Sydney</strong> <strong>Airport</strong> 31<br />

3.8 Development of National Aviation Policy Statement 31


3.0 Statutory and policy framework<br />

<strong>Sydney</strong> <strong>Airport</strong>’s operations are subject to various Commonwealth<br />

regulations and policies. This <strong>Master</strong> <strong>Plan</strong> is based on operations<br />

during the planning period conforming with the regulations and<br />

policies covering the airport curfew, the aircraft movement cap, noise<br />

sharing principles within the framework managed by Airservices<br />

Australia and relevant security requirements.<br />

3.1 Statutory context<br />

A number of Commonwealth Acts and related<br />

regulations have specific implications for the<br />

planning, development and operation of Australian<br />

airports and aviation generally and for <strong>Sydney</strong><br />

<strong>Airport</strong> in particular. The key Acts, related<br />

regulations and policies which directly affect both<br />

the day-to day operation as well as the longer term<br />

planning of <strong>Sydney</strong> <strong>Airport</strong> are discussed below.<br />

3.2 Overnight curfew on aircraft<br />

movements<br />

In 1963, the 11pm to 6am curfew was introduced<br />

at <strong>Sydney</strong> <strong>Airport</strong> in response to the noise impact<br />

of early types of jet aircraft. The curfew was given<br />

statutory effect by the <strong>Sydney</strong> <strong>Airport</strong> Curfew<br />

Act 1995 and associated regulations. As set out<br />

in these regulations, the curfew restricts take-offs<br />

and landings in the curfew period to specific types<br />

of aircraft and operations as follows:<br />

• small noise-certified (less than 34,000kg)<br />

propeller driven aircraft and low noise jets<br />

(mostly business and small freight jets);<br />

• limited numbers of medium size freight jets<br />

meeting the most restrictive current noise<br />

emission standards; and<br />

• international passenger jet arrivals in the<br />

curfew shoulder period between 5am and 6am<br />

of no more than 24 movements per week (no<br />

more than five on any one day).<br />

During the curfew period, all aircraft must operate<br />

over Botany Bay - arrivals to the north on Runway<br />

34L and take-offs to the south on Runway 16R.<br />

The curfew restrictions do not apply in cases of<br />

emergency and, in exceptional circumstances, the<br />

Minister for Infrastructure, Transport, Regional<br />

Development and Local Government may grant<br />

dispensations. The Curfew Act currently provides<br />

for fines of up to $550,000 for curfew breaches.<br />

Implications for <strong>Master</strong> <strong>Plan</strong> development<br />

This <strong>Master</strong> <strong>Plan</strong> assumes that the current curfew<br />

period and related operational restrictions will<br />

continue to apply at <strong>Sydney</strong> <strong>Airport</strong> during the<br />

planning period.<br />

3.3 Aircraft movement limit and<br />

slot management scheme<br />

The <strong>Sydney</strong> <strong>Airport</strong> Demand Management Act<br />

1997 incorporates a ‘maximum movement limit’<br />

(commonly known as a ‘cap’) of no more than<br />

80 aircraft scheduled movements per hour and<br />

establishes a framework for the development and<br />

operation of slot management and slot compliance<br />

schemes to give effect to this movement cap.<br />

<strong>Airport</strong> Coordination Australia (ACA) is an<br />

independent company that manages the<br />

coordination and allocates slots at <strong>Sydney</strong> <strong>Airport</strong>.<br />

ACA allocates planning slots at the <strong>Airport</strong> in<br />

accordance with the Demand Management Act<br />

and the Slot Management Scheme approved by<br />

the Minister for Infrastructure, Transport, Regional<br />

Development and Local Government under section<br />

40 (2) of the <strong>Sydney</strong> <strong>Airport</strong> Demand Management<br />

Act 1997. There are four-quarter hour checkpoints<br />

in each hour to avoid excessive peaking. All fixed<br />

wing commercial and private aircraft require a<br />

slot to land or take-off from <strong>Sydney</strong> <strong>Airport</strong>.<br />

Military and emergency operations and helicopter<br />

movements are exempt from the Act and the<br />

Scheme.<br />

As part of the Slot Management Scheme rules<br />

have been implemented to guarantee access for<br />

aircraft movements which provide air services for<br />

NSW regional communities.<br />

Implications for <strong>Master</strong> <strong>Plan</strong> development<br />

This <strong>Master</strong> <strong>Plan</strong> assumes that the following<br />

restrictions on aircraft movements will continue to<br />

apply at <strong>Sydney</strong> <strong>Airport</strong> during the planning period:<br />

• hourly cap on aircraft scheduled movements<br />

of 80 per hour;<br />

• allocation and management of slots in<br />

accordance with the Slot Management<br />

Scheme and Slot Compliance Scheme<br />

respectively; and<br />

• guaranteed access for regional passenger<br />

services.<br />

29


3.4 Noise sharing<br />

In March 1996, in response to the<br />

recommendations of the Senate Select Committee<br />

report Falling on Deaf Ears (1995), Airservices<br />

Australia was directed by the then Minister for<br />

Transport and Regional Development under the<br />

Air Services Act 1995 to increase use of the east<br />

west runway (Runway 07/25) and to develop<br />

a Long Term Operating <strong>Plan</strong> (LTOP) for <strong>Sydney</strong><br />

<strong>Airport</strong> and associated airspace. The LTOP is<br />

designed to:<br />

• use all three runways;<br />

• maximise flight paths over Botany Bay and<br />

non-residential areas;<br />

• where over-water operations are not possible,<br />

to ensure over flight of residential areas is<br />

minimised and that noise arising from these<br />

flight paths is fairly shared;<br />

• maintain capacity with scheduled aircraft<br />

movement rate not above 80 per hour (as per<br />

the movement cap);<br />

• not compromise safety; and<br />

• examine the impact of military airspace.<br />

The LTOP was progressively implemented under<br />

subsection 16(1) of the Air Services Act 1995<br />

between 1997 and 1999. Use of Runway 34R<br />

for departures to the north had been previously<br />

introduced in October 1996. Ten Runway Modes<br />

of Operation (RMO) are currently available<br />

for use at <strong>Sydney</strong> <strong>Airport</strong> to facilitate noise<br />

sharing consistent with LTOP (see Appendix B).<br />

Runway 07/25 is a key element of noise sharing<br />

operations.<br />

The implementation of noise sharing arrangements<br />

is monitored by the <strong>Sydney</strong> <strong>Airport</strong> Community<br />

Forum (SACF) and an Implementation and<br />

Monitoring Committee (IMC). Both Committees<br />

are appointed by the Minister. SACF is the main<br />

body for community consultation on <strong>Sydney</strong><br />

<strong>Airport</strong> flight paths and their impacts. SACF<br />

includes representatives from the community,<br />

local councils, industry and State and Federal<br />

Parliaments.<br />

Implications for <strong>Master</strong> <strong>Plan</strong> development<br />

The <strong>Master</strong> <strong>Plan</strong> has been developed on the basis<br />

that the LTOP principles remain unchanged.<br />

(Refer to Chapter 5 and Chapter 14 for further<br />

information).<br />

30<br />

3.5 Aviation security<br />

Australia’s aviation security regime has been<br />

progressively enhanced following the terrorist<br />

attacks in the USA in September 2001.<br />

In March 2005, the Aviation Transport Security<br />

Act 2004 and Aviation Transport Security<br />

Regulations 2005 came into force. Among other<br />

things, this legislation required <strong>Sydney</strong> <strong>Airport</strong> as a<br />

security regulated airport to prepare and implement<br />

a Transport Security Program (TSP). All airlines<br />

operating in Australia/at <strong>Sydney</strong> <strong>Airport</strong> are also<br />

required to have their own approved TSP. <strong>Sydney</strong><br />

<strong>Airport</strong>’s TSP was first approved in December<br />

2006 with ongoing changes.<br />

In accordance with the Australian Government’s<br />

requirements, security screening of all passengers<br />

and visitors and carry-on baggage and random<br />

explosive trace detection is undertaken in<br />

<strong>Sydney</strong> <strong>Airport</strong>’s passenger terminals. Checked<br />

bag screening and explosive trace detection is<br />

undertaken for all international, domestic and<br />

regional flights departing from the <strong>Airport</strong>. Airside<br />

access is subject to security control, including<br />

control of access to secure areas and enhanced<br />

interim airside access control measures.<br />

Implications for <strong>Master</strong> <strong>Plan</strong> development<br />

All current security requirements and other<br />

security measures such as enhanced airside access<br />

controls and front of house security have been<br />

taken into account in preparing this <strong>Master</strong> <strong>Plan</strong><br />

Concept. <strong>Sydney</strong> <strong>Airport</strong> will continue to work<br />

closely with the Department of Infrastructure,<br />

Transport, Regional Development and Local<br />

Government (DITRDLG) to implement any future<br />

Government mandated measures in response to<br />

changes in the aviation threat environment. (Refer<br />

to Chapter 13 for further information).<br />

3.6 The role of other airports in the<br />

<strong>Sydney</strong> Region<br />

For both airspace management and aviation policy<br />

reasons, the planning, development and operation<br />

of <strong>Sydney</strong> <strong>Airport</strong> must be considered in the<br />

regional aviation context of the <strong>Sydney</strong> Region.<br />

<strong>Airport</strong>s in the <strong>Sydney</strong> Region are shown in Figure<br />

3.1.<br />

Metropolitan <strong>Sydney</strong> is served by two<br />

Commonwealth-leased general aviation (GA)<br />

airports at Bankstown and Camden. A third leased<br />

airport – Hoxton Park – closed in December 2008


There are also several small, private or local<br />

government-owned airfields in the <strong>Sydney</strong><br />

region including Albion Park, Wilton, The Oaks,<br />

Wedderburn and Warnervale. The Royal Australian<br />

Air Force (RAAF) has an air base at Richmond.<br />

Land at Badgerys Creek has been reserved as a<br />

potential airport site.<br />

Implications for <strong>Master</strong> <strong>Plan</strong> development<br />

The <strong>Master</strong> <strong>Plan</strong> assumes <strong>Sydney</strong> <strong>Airport</strong> will<br />

remain the primary international and domestic<br />

airport in the <strong>Sydney</strong> region. There may be<br />

potential for some GA and helicopter functions to<br />

transfer from <strong>Sydney</strong> <strong>Airport</strong>. Aircraft movements<br />

in the <strong>Sydney</strong> region will continue to be managed<br />

to give priority to those approaching or departing<br />

<strong>Sydney</strong> <strong>Airport</strong>.<br />

3.7 Second <strong>Sydney</strong> <strong>Airport</strong><br />

As a condition of the sale of <strong>Sydney</strong> <strong>Airport</strong><br />

in June 2002, SACL’s parent, Southern Cross<br />

<strong>Airport</strong>s Corporation Pty Ltd, was given the first<br />

right of refusal by the Australian Government to<br />

build and operate any second major airport within<br />

100 kilometres of Central <strong>Sydney</strong>. This right will<br />

remain valid for this planning period.<br />

Implications for <strong>Master</strong> <strong>Plan</strong> development<br />

Capacity analysis carried out in the preparation<br />

of this <strong>Master</strong> <strong>Plan</strong> confirm that <strong>Sydney</strong> <strong>Airport</strong><br />

will be able to accommodate the forecast aviation<br />

traffic for the period covered by this <strong>Master</strong><br />

<strong>Plan</strong>. (Refer to Chapters 5, 6 and 7 for further<br />

information).<br />

3.8 development of National<br />

Aviation Policy Statement<br />

The Australian Government is developing an<br />

Aviation White Paper to guide the aviation<br />

industry’s growth over the next decade and<br />

beyond. The Government’s aim is to give industry<br />

the certainty and incentive to plan and invest for<br />

the long term, to maintain and improve Australia’s<br />

excellent aviation safety record, and to give clear<br />

commitments to travellers and airport users, and<br />

the communities affected by aviation activity.<br />

In December 2008, during the 60 business day<br />

public comment period for this Preliminary Draft<br />

<strong>Master</strong> <strong>Plan</strong>, the Government released an Aviation<br />

Green Paper, which described the initiatives and<br />

policy settings the Government was considering.<br />

Comments concerning the proposals have been<br />

sought by the Government, which has indicated it<br />

will consider in the development of a White Paper<br />

in <strong>2009</strong>.<br />

3.0 Statutory and Policy Framework<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

Implications for <strong>Master</strong> <strong>Plan</strong> development<br />

The Minister has indicated that the detailed<br />

National Aviation Policy Statement (White Paper)<br />

will not be released until the second half of <strong>2009</strong>,<br />

well after the date on which SACL is required by<br />

section 76 of the <strong>Airport</strong>s Act 1996 to submit<br />

a new Draft <strong>Master</strong> <strong>Plan</strong> to the Minister for his<br />

consideration. The Government has therefore not<br />

finalised its policy settings in a number of areas<br />

which have the potential to affect Australia’s<br />

airports and the way in which they are operated.<br />

While it has not been possible to determine the<br />

precise impact on this master plan of as yet<br />

unformulated government policy, where it has<br />

been practicable to do so, SACL has had regard to<br />

the issues raised and proposals made in the Green<br />

Paper when preparing this master plan.<br />

31


This drawing has been prepared to illustrate the <strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> and is not intended<br />

to serve any other purpose. The drawing must be read in conjunction with the <strong>Master</strong> <strong>Plan</strong>.<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

Figure 3.1<br />

<strong>Sydney</strong> Region <strong>Airport</strong>s


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33


4.0<br />

Economic and<br />

Regional Significance<br />

4.1 The economic significance of <strong>Sydney</strong> <strong>Airport</strong> 37<br />

4.2 Relationship to the Metropolitan Strategy 38<br />

for <strong>Sydney</strong><br />

4.3 Local and regional setting/development context 42


4.0 Economic and Regional Significance<br />

<strong>Sydney</strong> <strong>Airport</strong> is economically significant at the national, state,<br />

metropolitan and local levels. It is a major generator of employment in<br />

the region surrounding the <strong>Airport</strong>. Its location eight kilometres south<br />

of the <strong>Sydney</strong> CBD is a major influence on overall land use, transport<br />

and airport-related development in adjacent municipalities and the<br />

corridor linking the <strong>Airport</strong> and Central <strong>Sydney</strong>. The size of <strong>Sydney</strong><br />

<strong>Airport</strong> and its location is an important factor within the strategic<br />

planning context for the region.<br />

4.1 The economic significance of<br />

<strong>Sydney</strong> <strong>Airport</strong><br />

<strong>Sydney</strong> <strong>Airport</strong> is one of Australia’s most important<br />

pieces of infrastructure. The $8 billion of economic<br />

activity it generates every year is equivalent to 6%<br />

of the NSW economy and 2% of the Australian<br />

economy.<br />

International trade and communications are<br />

vitally important to Australia’s continued national<br />

prosperity. Efficient airports are an essential part of<br />

the transport networks that all successful modern<br />

economies rely on.<br />

<strong>Sydney</strong> <strong>Airport</strong> is part of a network of major world<br />

airports linking <strong>Sydney</strong> – Australia’s only global city<br />

– to other global cities. An efficient <strong>Sydney</strong> <strong>Airport</strong><br />

is essential to <strong>Sydney</strong>’s continued global city<br />

status. <strong>Sydney</strong> <strong>Airport</strong>’s operational facilities, the<br />

national and international links it provides and its<br />

proximity to the <strong>Sydney</strong> CBD are key reasons why<br />

so many global companies select <strong>Sydney</strong> as the<br />

location for their regional head offices. For example,<br />

<strong>Sydney</strong> is home to:<br />

• 81 per cent of Asia Pacific finance and<br />

insurance regional operations in Australia;<br />

• 80 per cent of all banks, including the majority<br />

of leading international banks;<br />

• 44 per cent of the specialist information and<br />

communications technology companies<br />

in Australia;<br />

• 65 per cent of regional headquarters and<br />

regional operating centres of all international<br />

companies in Australia;<br />

• 40 per cent of Australia’s biotechnology<br />

companies; and<br />

• 80 per cent of multinational pharmaceutical<br />

companies.<br />

Around the world, <strong>Sydney</strong> <strong>Airport</strong> has premier<br />

status within Australia’s network of major airports.<br />

This gives <strong>Sydney</strong> a distinct competitive advantage<br />

compared to other Australian cities and helps<br />

<strong>Sydney</strong> when competing with other Australian cities<br />

for overseas investment in Australia.<br />

<strong>Sydney</strong> <strong>Airport</strong> also underpins Australia’s tourism<br />

industry and creates jobs and economic growth<br />

for <strong>Sydney</strong>, NSW and Australia. International air<br />

services are also an essential factor for the high<br />

value service industries of education, finance, legal<br />

services and business generally as they provide<br />

access to new overseas customers, markets and<br />

opportunities.<br />

A recent analysis of the economic impact of<br />

growth at <strong>Sydney</strong> <strong>Airport</strong> measured the impact of<br />

the airport on four key indicators – output, value<br />

added, household incomes and employment – and<br />

a combination of direct and indirect effects (URS<br />

2008). The results of the study provide sound<br />

evidence that <strong>Sydney</strong> <strong>Airport</strong> is a major employment<br />

generator and wealth creator in the NSW economy.<br />

Key findings of the study are that <strong>Sydney</strong> <strong>Airport</strong><br />

provides or generates:<br />

• direct employment (full-time and part-time<br />

jobs) of 75,580, plus indirect employment of<br />

130,553 for a total of 206,133 jobs;<br />

• 44,389 direct full time equivalent (FTE) jobs,<br />

plus 75,774 indirect FTE jobs for a total of<br />

120,162; and an average wage level that is<br />

18% above the NSW average;<br />

• direct contribution of $8.0 billion in NSW Gross<br />

State Product (GSP). After taking into account<br />

flow-on impacts a contribution of a total of<br />

$16.5 billion to NSW GSP;<br />

• directly $14.8 billion in output and, after taking<br />

into account flow-on impacts, generation of<br />

$30.4 billion in output; and<br />

• directly $3.3 billion in household income and,<br />

after taking into account flow-on impacts,<br />

provision of $7.4 billion of household income.<br />

37


Table 4.1 <strong>Airport</strong>-related business activity<br />

business Sector key Indicators<br />

Airlines<br />

44 passenger airlines operating at <strong>Sydney</strong> <strong>Airport</strong><br />

Other aircraft operators<br />

25 General Aviation operators<br />

Freight<br />

At least 130 organisations involved in freight activities including<br />

transport companies, handlers and forwarders<br />

<strong>Airport</strong> service providers<br />

205 service providers including fuel, maintenance, flight catering and<br />

security organisations<br />

Retailers<br />

At least 157 on-airport retailers (some of which operate multiple<br />

outlets)<br />

Hotels<br />

Seven hotels in close proximity of <strong>Sydney</strong> <strong>Airport</strong><br />

Government<br />

Six Australian and State Government departments and agencies<br />

Car rental and parking<br />

As many as 14 operators servicing the airport<br />

Ground transport<br />

At least 54 ground transport providers servicing the airport<br />

Source: URS 2008<br />

It is estimated that the 206,133 jobs provided or<br />

generated by <strong>Sydney</strong> <strong>Airport</strong> will deliver around<br />

$286 million in payroll tax revenue to the NSW<br />

Government, or more than $1.2 billion over the<br />

next four years. Over the 20 year planning period,<br />

the total contribution to NSW Government payroll<br />

tax revenue will be several billion dollars.<br />

In addition to the substantial contribution <strong>Sydney</strong><br />

<strong>Airport</strong> makes to the NSW economy and its<br />

resulting direct and indirect contribution to the<br />

State’s payroll tax revenue, <strong>Sydney</strong> <strong>Airport</strong> pays<br />

all other normal NSW Government business taxes<br />

and charges. As land at <strong>Sydney</strong> <strong>Airport</strong> is owned<br />

by the Australian Government, <strong>Sydney</strong> <strong>Airport</strong><br />

pays land tax to it. In 2008, more than $3 million<br />

was paid. Since 2002, land tax payments have<br />

totalled $16.4 million. Finally, in lieu of rates,<br />

<strong>Sydney</strong> <strong>Airport</strong> also makes annual contributions<br />

to local councils bordering the airport. Last year,<br />

a total of nearly $1.9 million was paid to Botany<br />

Bay, Rockdale and Marrickville Councils. Since<br />

2002, payments have totalled nearly $9 million.<br />

URS has also indicated that <strong>Sydney</strong> <strong>Airport</strong>’s<br />

annual economic contribution to the NSW<br />

economy is forecast to increase to more than $27<br />

billion by 2015/16, up by 65%. The number of<br />

jobs directly and indirectly associated with <strong>Sydney</strong><br />

<strong>Airport</strong> could also rise to more than 338,000 by<br />

2015/16, up by 64%. Many of these jobs and<br />

economic benefits will be generated locally in the<br />

areas around the <strong>Airport</strong>, particularly in the local<br />

government areas of Rockdale, Botany Bay and<br />

Marrickville. Around 650 firms operate in and<br />

38<br />

around <strong>Sydney</strong> <strong>Airport</strong> (see Table 4.1), and they<br />

employ tens of thousands of people, many of<br />

whom are local residents.<br />

4.2 Relationship to the<br />

Metropolitan Strategy for<br />

<strong>Sydney</strong><br />

The NSW Government has developed an integrated<br />

metropolitan planning strategy that identifies<br />

<strong>Sydney</strong> <strong>Airport</strong> as a ‘specialised centre’ at the<br />

southern end of a ‘global economic corridor’<br />

that extends from Macquarie Park through North<br />

<strong>Sydney</strong> and the CBD to the <strong>Airport</strong> and Port<br />

Botany. Relevant subregional strategies reflect<br />

this overall strategic intent and acknowledge the<br />

strategic importance of <strong>Sydney</strong> <strong>Airport</strong> to the<br />

economic functioning of metropolitan <strong>Sydney</strong> and<br />

the planning initiatives to be implemented in the<br />

areas surrounding the <strong>Airport</strong>.<br />

4.2.1 <strong>Sydney</strong> – a global city<br />

The NSW Government’s Metropolitan Strategy for<br />

the Greater Metropolitan Region of <strong>Sydney</strong> entitled<br />

City of Cities – a plan for <strong>Sydney</strong>’s future (NSW<br />

Government 2005) is based on the premise that<br />

<strong>Sydney</strong> is:<br />

…..recognised as Australia’s only global city.<br />

With 30 per cent of national employment in<br />

financial and business services, nearly half<br />

of Australia and New Zealand’s Top 500<br />

companies, and more than 60 per cent of Asia<br />

Pacific regional headquarters established by<br />

multinational companies, <strong>Sydney</strong> is Australia’s<br />

unrivalled global gateway.


Figure 4.1 Metropolitan Strategy corridors<br />

Source: City of <strong>Sydney</strong> 2031 Metropolitan Strategy<br />

<strong>Sydney</strong> is Australia’s largest regional economycomparable<br />

in size to Singapore’s economy and<br />

larger than New Zealand’s. <strong>Sydney</strong> has a dominant<br />

role in Advanced Business Service exports. It<br />

hosts almost half the export supported jobs in this<br />

sector, a proportion well above the city’s share of<br />

national employment (22 per cent). (NSW State<br />

Government 2005, 26).<br />

The Metropolitan Strategy identifies seven key<br />

strategies - one of which focuses on ‘Centres<br />

and Corridors’. <strong>Sydney</strong> <strong>Airport</strong> is located at the<br />

southern end of the ‘global economic corridor’<br />

as mentioned above. This corridor is the most<br />

significant concentration of economic activity in<br />

Australia (see Figure 4.1).<br />

4.0 Economic and Regional Significance<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

<strong>Sydney</strong> <strong>Airport</strong> is also identified in the Centres and<br />

Corridors Strategy as a ‘specialised centre’. The<br />

function of specialised centres is described as:<br />

Areas containing major airports, ports, hospitals,<br />

universities, research and business activities. These<br />

perform a vital economic and employment role which<br />

generate metropolitan–wide benefits. (NSW State<br />

Government 2008, 51)<br />

In addition, the Metropolitan Strategy promotes<br />

increased employment and residential densities in<br />

the corridor between the <strong>Airport</strong> and the CBD.<br />

4.2.2 Subregional planning<br />

Subregional planning is a major implementation<br />

component of the <strong>Sydney</strong> Metropolitan<br />

Strategy. <strong>Sydney</strong> <strong>Airport</strong> is identified in two<br />

draft subregional strategies as its boundaries<br />

39


traverse Botany Bay in the East Subregion and<br />

Marrickville and Rockdale in the South Subregion of<br />

Metropolitan <strong>Sydney</strong>.<br />

In the draft East Subregion Strategy, <strong>Sydney</strong> <strong>Airport</strong><br />

is identified in several of the key directions:<br />

• to support and strengthen the nation’s<br />

economic gateways through the protection of<br />

strategic employment lands in the area around<br />

<strong>Sydney</strong> <strong>Airport</strong> and Port Botany;<br />

• to support the future role of retail centres within<br />

the subregion, the airport’s retail services are<br />

considered to be ancillary to the operations of<br />

the airport providing fundamental services for<br />

airport employees as well as passengers; and<br />

• to improve east-west public transport access,<br />

this direction explores opportunities to<br />

strengthen the movements between subregions<br />

and bordering growth centres, such as Green<br />

Square, where there is a significant transport<br />

infrastructure linking the airport that is currently<br />

underutilised.<br />

One of the key directions for the draft South<br />

Subregion Strategy is to plan for employment<br />

growth at <strong>Sydney</strong> <strong>Airport</strong> and environs and to<br />

protect employment lands around <strong>Sydney</strong> <strong>Airport</strong><br />

and Port Botany. Employment targets have been set<br />

for the South Subregion with the portion of <strong>Sydney</strong><br />

<strong>Airport</strong> located within Rockdale Local Government<br />

Area (LGA) identified to accommodate 4,000<br />

additional jobs between 2001 and 2031.<br />

The portion of the <strong>Airport</strong> site and its environs<br />

located within Marrickville LGA is considered<br />

a significant employment lands precinct and is<br />

classified ‘Category 1 – Land to be retained for<br />

Industrial Purposes’ with its key functions being<br />

freight and logistics. Category 1 classification<br />

does not prevent sites from being intensified in<br />

their use or redeveloped to meet current industrial<br />

requirements, creating additional employment<br />

and economic benefits, but they will continue to<br />

primarily accommodate industrial and related uses,<br />

within what is generally permitted under the land<br />

use zoning.<br />

Being identified in the Metropolitan Strategy as a<br />

Specialised Centre, <strong>Sydney</strong> <strong>Airport</strong> and environs are<br />

linked with other strategic centres such as the CBD<br />

by corridors which are generally highly concentrated<br />

areas of activity. It is estimated that by 2031,<br />

over 30% of new housing in existing areas will be<br />

located within the global economic corridor that<br />

runs from Port Botany and <strong>Sydney</strong> <strong>Airport</strong> through<br />

the CBD to North <strong>Sydney</strong> and Macquarie Park.<br />

The South Subregional Strategy reflects the<br />

40<br />

significance of <strong>Sydney</strong> <strong>Airport</strong> on the economy of<br />

the State and Australia as a whole. This <strong>Master</strong><br />

<strong>Plan</strong> and the land use zoning provisions for the<br />

<strong>Airport</strong> (see Chapter 12) are consistent with the<br />

NSW Government’s Local Environmental <strong>Plan</strong> (LEP)<br />

Template for both the airport and Port Botany as<br />

well as surrounding areas.<br />

4.2.3 draft <strong>Sydney</strong> City<br />

Subregional Strategy<br />

The NSW Government has recently released<br />

the draft <strong>Sydney</strong> City Subregional Strategy for<br />

comment. This Strategy reflects that Central<br />

<strong>Sydney</strong> forms the core part of Global <strong>Sydney</strong> as<br />

identified in the Metropolitan Strategy:<br />

<strong>Sydney</strong> City Subregion encompasses part of Global<br />

<strong>Sydney</strong> and is located centrally within the Global<br />

Economic Corridor which extends from Macquarie<br />

Park to the <strong>Airport</strong> and Port. <strong>Sydney</strong>’s CBD is the<br />

primary hub for the Greater Metropolitan Region,<br />

providing advanced business services, cultural and<br />

creative facilities, specialised retailing and tourism<br />

attractors. The efficient functioning of the <strong>Sydney</strong> City<br />

Subregion is central to the economic prosperity of<br />

the broader region and Australia as a whole. (NSW<br />

Government 2008, 24)<br />

The Subregional Strategy also acknowledges the<br />

role of <strong>Sydney</strong> <strong>Airport</strong> as follows:<br />

Located south of the subregion, the economic<br />

gateways of <strong>Sydney</strong> <strong>Airport</strong> and Port Botany<br />

are vital parts of the national trade and tourism<br />

infrastructure which also provide support for the<br />

<strong>Sydney</strong> CBD and subregion. (NSW Government<br />

2008, 24)<br />

As part of this draft Strategy, Green Square,<br />

which is located 3.5 kilometres north-east of the<br />

<strong>Airport</strong>, is identified as a <strong>Plan</strong>ned Major Centre.<br />

Over 1,700 new dwellings have been built over the<br />

last five years and it is estimated another 11,000<br />

are proposed during the next 20 years. The Draft<br />

Strategy also notes that:<br />

As well as providing jobs, retailing and services<br />

for the growing local population, the centre<br />

creates the opportunity for development of high<br />

quality office space on the rail network and<br />

close to <strong>Sydney</strong> CBD, <strong>Sydney</strong> <strong>Airport</strong> and Port<br />

Botany providing important capacity to cater<br />

for future subregional office demand. (NSW<br />

Government 2008, 64).


One of the identified actions in the draft Strategy is:<br />

B5 PROTECT AND STRENGTHEN THE<br />

PRIMARY ROLE OF ECONOMIC<br />

CORRIDORS<br />

B5.1 ESTABLISH A STRONGER CORRIDORS<br />

PLANNING AND DEVELOPMENT INITIATIVE<br />

The <strong>Sydney</strong> City Subregion forms the core part<br />

of the Global Economic Corridor which runs<br />

from Macquarie Park, through <strong>Sydney</strong> CBD<br />

to <strong>Sydney</strong> <strong>Airport</strong> and Port Botany. The NSW<br />

Government and relevant councils will continue<br />

to plan for expansion of economic opportunities<br />

and population growth along this corridor. (NSW<br />

Government 2008, 73).<br />

4.2.4 Major development projects near<br />

<strong>Sydney</strong> <strong>Airport</strong><br />

In addition to the development of Green Square,<br />

there are several other approved major development<br />

projects near <strong>Sydney</strong> <strong>Airport</strong> being undertaken by<br />

third parties. These projects are described below.<br />

Port botany Expansion<br />

<strong>Sydney</strong> Ports Corporation is responsible for<br />

managing Port Botany, which is located on the<br />

eastern shore of Botany Bay approximately one<br />

kilometre to the east of <strong>Sydney</strong> <strong>Airport</strong>’s Runway<br />

16L/34R. Commencing operations in 1979, Port<br />

4.0 Economic and Regional Significance<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

Botany currently handles the second largest<br />

container volumes in Australia. The port currently<br />

covers an area of 210 hectares and provides<br />

an integrated area for stevedoring, trucking,<br />

warehousing, bulk liquid trade and storage, customs<br />

and empty container storage.<br />

In 2005, the NSW Government approved the<br />

expansion of the existing port. Currently under<br />

construction, the expanded port will provide 60<br />

hectares of reclaimed land for additional terminal<br />

area and the development of five deep water berths,<br />

providing for a capacity of up to 3 million containers<br />

per annum to meet projected long-term growth<br />

With this increased growth, the NSW Government<br />

has identified a need to improve road and rail links,<br />

between Port Botany and Western <strong>Sydney</strong>.<br />

Cook Cove redevelopment<br />

Cook Cove is a 100 hectare site, located<br />

in Arncliffe, immediately to the west of the<br />

Cooks River and <strong>Sydney</strong> <strong>Airport</strong>. In 2001 the<br />

NSW Government established the Cooks Cove<br />

Development Corporation to manage development<br />

of the site and in 2004 gazetted <strong>Sydney</strong> Regional<br />

Environmental <strong>Plan</strong> No. 33 – Cooks Cove which<br />

provides the planning framework.<br />

Table 4.2 land use and planning relationships between <strong>Sydney</strong> <strong>Airport</strong> and nearby<br />

local government areas<br />

local government area land use and planning relationship with <strong>Sydney</strong> <strong>Airport</strong><br />

City of <strong>Sydney</strong> Following the development of the Eastern Distributor and the <strong>Airport</strong> Rail Link to link the CBD<br />

with the <strong>Airport</strong>, the southern section of the LGA closest to the <strong>Airport</strong> is undergoing a major<br />

transformation to a mixed residential, light industrial and commercial hub, particularly around<br />

Green Square which is identified as a <strong>Plan</strong>ned Major Centre.<br />

City of Botany Bay Qantas is a major land user in the western sector of the LGA, with administrative, operational and<br />

stores facilities located adjacent to the Mascot Railway Station. Zoning initiatives have further<br />

encouraged commercial development in this area. This zoning flexibility has allowed airport-related<br />

industries such as freight forwarders, catering facilities and car rental/parking facilities to be<br />

established in close proximity to the airport.<br />

Port Botany is a dominant land use within the LGA. Like <strong>Sydney</strong> <strong>Airport</strong>, Port Botany is a<br />

specialised centre and is linked by significant road and rail corridors.<br />

Marrickville Due to access limitations, few airport-related industries are located within Marrickville. Future<br />

motorway developments may facilitate development of airport-related industries on remnant road<br />

reservations.<br />

<strong>Sydney</strong> <strong>Airport</strong> owns approximately 31ha of land in the Marrickville LGA which may be developed<br />

for freight, logistics and other opportunities and is contiguous to the former Tempe Tip site owned<br />

by Marrickville Council.<br />

Rockdale City The suburbs of Rockdale are located immediately to the west of the airport and separated from the<br />

airport by the Cooks River. The area is characterised by a diverse range of commercial, residential,<br />

industrial and natural landscapes such as Botany Bay. As with other parts of inner <strong>Sydney</strong>, growth<br />

is being driven by increasing residential densities in existing and new development areas.<br />

Due to access limitations, few airport-related industries are located within Rockdale. Future<br />

developments may facilitate establishment of airport-related industries within Cook Cove.<br />

41


The proposed development involves relocating<br />

the northern part of the Kogarah Golf Course to<br />

the parklands to the south. These parklands have<br />

limited utility for built development due to its close<br />

proximity to the east-west runway. Proposed land<br />

uses for the northern part of the site closest to<br />

<strong>Sydney</strong> <strong>Airport</strong>’s International Terminal Precinct<br />

include 20 hectares of trade and technologyrelated<br />

offices; warehousing and support<br />

retail; and offices and 5,000 sqm of serviced<br />

apartments.<br />

During the Cooks Cove Development Application<br />

consultation process, SACL made submission<br />

regarding the regional traffic impact of the<br />

development proposal.<br />

Detailed planning approvals have been issued<br />

by Rockdale City Council. The first works to<br />

commence on the project involve the sporting club<br />

facilities at Scarborough and Bicentennial Parks<br />

which will allow the sporting clubs to relocate off<br />

the site and the remediation works to commence.<br />

4.3 local and regional setting/<br />

development context<br />

To assist land use planning and stakeholder<br />

consultation about airport operations, <strong>Sydney</strong><br />

<strong>Airport</strong> has close connections with nearby<br />

local government authorities. The land use and<br />

planning relationships between <strong>Sydney</strong> <strong>Airport</strong> and<br />

surrounding and nearby local government areas<br />

(LGAs) are summarised in Table 4.2.<br />

42


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43


5.0<br />

Aviation Activity Forecasts<br />

5.1 Factors underpinning aviation activity growth 47<br />

5.2 Recent performance 47<br />

5.3 Forecast methodology 47<br />

5.4 Passenger forecasts 49<br />

5.5 Air freight 50<br />

5.6 Aircraft movement forecasts 50<br />

5.7 2029 Representative busy day aircraft 52<br />

movement forecasts<br />

5.8 Comparison with 03/04 <strong>Master</strong> <strong>Plan</strong> forecasts 53


5.0 Aviation Activity Forecasts<br />

Forecasts of passengers, aircraft movements and air freight volumes<br />

provide the fundamental basis for the planning of airport facilities. By<br />

2029, <strong>Sydney</strong> <strong>Airport</strong> is projected to handle 78.9 million passengers,<br />

around 402,000 passenger aircraft movements and just over 1<br />

million tonnes of freight per annum. <strong>Sydney</strong> <strong>Airport</strong> can sustainably<br />

accomodate this level of activity.<br />

5.1 Factors underpinning aviation<br />

activity growth<br />

Aviation activity is growing globally. In 1985,<br />

airlines globally carried 896 million passengers. By<br />

2005, passenger numbers had more than doubled<br />

to 2 billion. Forecasts from the International Civil<br />

Aviation Organization are that, by 2025, there will<br />

be 4.5 billion air passengers annually. Worldwide,<br />

there are now millions of first generation flyers. In<br />

particular, Chinese and Indian economic expansion<br />

is making air travel accessible to these large new<br />

markets. In addition, as more and more Australians<br />

take advantage of affordable airfares strong<br />

growth will continue in the domestic aviation<br />

market.<br />

5.2 Recent performance<br />

<strong>Sydney</strong> <strong>Airport</strong> is Australia’s busiest airport for<br />

scheduled passenger services, currently handling<br />

approximately 46 per cent of all international and<br />

approximately 23 per cent of all domestic and<br />

intrastate passengers. In the period from 2000 to<br />

2007, total annual passengers through <strong>Sydney</strong><br />

<strong>Airport</strong> increased from 25.3 million to 31.9 million.<br />

This represents an annual average growth rate of<br />

2.9 per cent. Total fixed-wing aircraft movements<br />

decreased from 307,058 to 286,101, an annual<br />

average reduction of 0.9 per cent. This decrease<br />

in aircraft movements reflects a trend to larger<br />

capacity aircraft with higher average load factors<br />

using the <strong>Airport</strong>.<br />

Figures 5.1 and 5.2 show the growth of passenger<br />

and aircraft movements at <strong>Sydney</strong> <strong>Airport</strong> over the<br />

eight years to 2007.<br />

5.3 Forecast methodology<br />

The forecasts for passengers and fixed wing<br />

aircraft movements prepared for this <strong>Master</strong><br />

<strong>Plan</strong> cover the 20 year planning period to 2029<br />

as required under the Act. The annual and<br />

representative busy day forecasts, which appear<br />

throughout this <strong>Master</strong> <strong>Plan</strong>, were prepared for<br />

<strong>Sydney</strong> <strong>Airport</strong> by the <strong>Sydney</strong> based consultancy<br />

Tourism Futures International. An independent<br />

peer review of the forecast methodology was<br />

undertaken by Booz Allen Hamilton. Additional<br />

forecasts for air freight volumes and helicopter<br />

movements were prepared by SACL.<br />

The forecasts present an additional five year<br />

projection of growth compared to the forecasts<br />

published for the <strong>Master</strong> <strong>Plan</strong> 03/04. The previous<br />

forecasts have been reviewed and updated for<br />

industry developments over the previous five<br />

years. A comparison of the differences between<br />

the current and previous forecasts are provided in<br />

Section 5.8.<br />

5.3.1 Passengers and scheduled<br />

aircraft movements<br />

The forecasts are based on relationships between<br />

key drivers and traffic. Separate models for both<br />

international and domestic/regional passengers and<br />

aircraft movements were developed taking into<br />

account:<br />

• economic factors – the Organisation for<br />

Economic Cooperation and Development Gross<br />

Domestic Product (GDP), Australian GDP,<br />

Australian Trade-Weighted Index and NSW<br />

Gross State Product;<br />

• population – forecasts of population for<br />

overseas visitor markets, Australia and<br />

Australian States and regions; and<br />

• aviation factors – such as airline capacity, air<br />

fares, fuel costs, and airline schedules.<br />

47


Figure 5.1 Historical passenger movements at <strong>Sydney</strong> <strong>Airport</strong>, 2000-2007<br />

Passengers (millions)<br />

35<br />

30<br />

25<br />

20<br />

15<br />

10<br />

5<br />

0<br />

48<br />

2000 2001 2002 2003 2004 2005 2006 2007<br />

Source: SACL 2000-2008<br />

Figure 5.2 Fixed wing aircraft movements at <strong>Sydney</strong> <strong>Airport</strong>, 2000-2007<br />

Aircraft Movements<br />

350,000<br />

300,000<br />

250,000<br />

200,000<br />

150,000<br />

100,000<br />

50,000<br />

0<br />

Source: SACL 2000-2008<br />

Year<br />

2000 2001 2002 2003 2004 2005 2006 2007<br />

Year


Comparisons were made with projections from<br />

Australia’s Tourism Forecasting Committee,<br />

Bureau of Infrastructure Transport and Regional<br />

Economics and the International Air Transport<br />

Association. <strong>Sydney</strong> <strong>Airport</strong>’s fares were found to<br />

be generally consistent.<br />

5.3.2 General aviation<br />

In the five years to 2007, annual general aviation<br />

(GA) movements at <strong>Sydney</strong> <strong>Airport</strong> averaged<br />

almost 23,000 but declined from 25,709 in 2004<br />

to 19,590 in 2007. For the purpose of the <strong>Master</strong><br />

<strong>Plan</strong>, GA activity is assumed to further decline to<br />

15,000 movements per annum by 2029.<br />

Under the <strong>Sydney</strong> <strong>Airport</strong> Demand Management<br />

Act 1997 (with the exception of military and<br />

emergency operations), slots are required for all<br />

GA operations. These operations currently use<br />

slots not allocated to Regular Public Transport<br />

(RPT). Over time, as other classes of traffic<br />

grow and unallocated slots in the peak become<br />

unavailable, GA will need to operate more in offpeak<br />

periods or at other airports. Consequently,<br />

the <strong>Master</strong> <strong>Plan</strong> assumes that GA air traffic will<br />

decline at <strong>Sydney</strong> <strong>Airport</strong> over the planning period.<br />

Figure 5.3 Passenger forecast, 2007-2029<br />

Passengers (millions)<br />

90<br />

80<br />

70<br />

60<br />

50<br />

40<br />

30<br />

20<br />

10<br />

Source: TFI 2008<br />

2007<br />

2008<br />

<strong>2009</strong><br />

2010<br />

2011<br />

2012<br />

2013<br />

2014<br />

2015<br />

2016<br />

2017<br />

2018<br />

Year<br />

5.0 Aviation Activity Forecasts<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

5.3.3 Helicopters<br />

In the five years to 2007, annual helicopter<br />

movements at <strong>Sydney</strong> <strong>Airport</strong> averaged<br />

approximately 7,800 but showed a decline from<br />

8,814 movements in 2003 to 6,094 movements<br />

in 2007. For the purpose of the <strong>Master</strong> <strong>Plan</strong>,<br />

helicopter movements are assumed to remain<br />

around the 2007 level.<br />

5.3.4 Military and emergency operations<br />

Relatively small numbers of military aircraft<br />

movements occur on a regular basis at <strong>Sydney</strong><br />

<strong>Airport</strong>. Military and emergency operations are<br />

not subject to the 80 movements per hour cap<br />

under the <strong>Sydney</strong> <strong>Airport</strong> Demand Management<br />

Act 1997 and, as a result, are not included in the<br />

forecasts.<br />

5.4 Passenger forecasts<br />

The passenger forecasts for <strong>Sydney</strong> <strong>Airport</strong><br />

indicate growth from 31.9 million passengers in<br />

2007 to 78.9 million passengers in 2029. This<br />

represents annual average growth rates of 4.8<br />

and 3.9 per cent respectively for international and<br />

domestic passengers (which includes intrastate<br />

– see Section 5.4.2). Overall, this is an average<br />

annual growth of 4.2 per cent. Figure 5.3 shows<br />

forecast passenger growth over the planning<br />

period to 2029.<br />

2019<br />

2020<br />

2021<br />

2022<br />

2023<br />

2024<br />

2025<br />

2026<br />

2027<br />

2028<br />

2029<br />

Regional<br />

Domestic<br />

International<br />

49


5.4.1 Average number of passengers<br />

per flight<br />

The lower rate of growth in aircraft movements<br />

relative to passengers, results from the<br />

assumptions that passenger load factors will<br />

continue to increase and that the average number<br />

of seats per aircraft movement (aircraft size) will<br />

also increase. The average number of passengers<br />

per flight over the planning period is projected to<br />

increase. Figure 5.4 depicts the historical growth<br />

experienced over the last eight years and the<br />

projected increase to 2029.<br />

This increase in the average number of passengers<br />

per flight will be achieved through the use of larger<br />

capacity aircraft, including the Airbus A380 with a<br />

standard design capacity of 525 seats. In addition<br />

to the A380, for which 93 movements per day<br />

are projected in 2029, the forecasts assume a<br />

progressive up-scaling in aircraft size across<br />

the fleet.<br />

5.4.2 Regional air traffic<br />

Annual regional passengers are forecast to grow<br />

from 1.9 million in 2007 to 3.1 million by 2029.<br />

This growth in passengers will be accompanied<br />

by a growth in the average number of passengers<br />

per movement from 35 in 2007 to around 48<br />

in 2029. The forecast schedule anticipates that<br />

Figure 5.4 Historic and forecast average passengers per flight, 2000-2029<br />

Passengers<br />

200<br />

180<br />

160<br />

140<br />

120<br />

100<br />

80<br />

60<br />

40<br />

20<br />

0<br />

50<br />

2000<br />

2001<br />

2002<br />

2003<br />

2004<br />

2005<br />

2006<br />

2007<br />

2008<br />

<strong>2009</strong><br />

2010<br />

2011<br />

2012<br />

2013<br />

2014<br />

2015<br />

Year<br />

regional destinations will continue to be served<br />

predominately by turbo-prop aircraft. However,<br />

almost 20 per cent of the movements to regional<br />

destinations are expected to be operated by jet<br />

services by 2029.<br />

5.5 Air freight<br />

The efficient handling of air freight is an important<br />

component of <strong>Sydney</strong> <strong>Airport</strong>’s aviation business.<br />

Over 80 per cent of freight is carried in the<br />

holds of passenger aircraft with the remainder<br />

transported in dedicated freight aircraft. Total<br />

freight is forecast to grow from 471,000 tonnes<br />

in 2007 to 1,077,000 tonnes in 2029. This<br />

represents an average annual growth of 3.8 per<br />

cent. Forecasts of international and domestic<br />

freight tonnages are shown in Figure 5.5.<br />

5.6 Aircraft movement forecasts<br />

Aircraft movement forecasts for scheduled<br />

passenger operations at <strong>Sydney</strong> <strong>Airport</strong> indicate<br />

growth from 258,700 movements in 2007 to<br />

402,000 movements in 2029. This represents<br />

annual average growth rates of 2.8 and 1.8<br />

per cent for international and domestic services<br />

respectively. Overall, this represents an average<br />

annual growth of 2.0 per cent for passenger<br />

aircraft movements.<br />

2016<br />

2017<br />

2018<br />

2019<br />

2020<br />

2021<br />

2022<br />

2023<br />

2024<br />

2025<br />

2026<br />

2027<br />

2028<br />

2029<br />

Historic<br />

Forecast<br />

Source: SACL 2008, TFI 2008


Figure 5.5 Air freight forecasts, 2007-2029<br />

Air Freight ('000 tonnes)<br />

Dedicated freight aircraft movements are forecast<br />

to grow to 10,400 in 2029 which represents an<br />

annual average growth rate of 1.3 per cent. Figure<br />

5.6 shows forecast fixed wing aircraft movement<br />

growth (including general aviation movements)<br />

Figure 5.6 Fixed wing aircraft movement forecasts, 2007-2029<br />

Aircraft Aircraft Movements (000's)<br />

1200<br />

1000<br />

800<br />

600<br />

400<br />

200<br />

450<br />

400<br />

350<br />

300<br />

250<br />

200<br />

150<br />

100<br />

50<br />

0<br />

0<br />

2007<br />

2008<br />

<strong>2009</strong><br />

2010<br />

2011<br />

2012<br />

2013<br />

2014<br />

2015<br />

2016<br />

2017<br />

2018<br />

Year<br />

2019<br />

2020<br />

2021<br />

2022<br />

2023<br />

5.0 Aviation Activity Forecasts<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

2024<br />

2025<br />

2026<br />

2027<br />

2028<br />

2029<br />

over the planning period with projected total<br />

movements at <strong>Sydney</strong> <strong>Airport</strong> in 2029 of 427,400.<br />

The majority (64%) of aircraft movements in the<br />

busy day schedule were made up of Code C aircraft<br />

types.<br />

2007 2007<br />

2008 2008<br />

<strong>2009</strong> <strong>2009</strong><br />

2010 2010<br />

2011 2011<br />

2012 2012<br />

2013 2013<br />

2014 2014<br />

2015 2015<br />

2016 2016<br />

2017 2017<br />

2018 2018<br />

2019 2019<br />

2020 2020<br />

2021 2021<br />

2022 2022<br />

2023 2023<br />

2024 2024<br />

2025 2025<br />

2026 2026<br />

2027 2027<br />

2028 2028<br />

2029 2029<br />

GA<br />

Domestic<br />

International<br />

Source: SACL 2008<br />

Freight<br />

Regional<br />

Domestic<br />

International<br />

Source: TFI 2008<br />

51


5.7 2029 Representative busy day<br />

aircraft movement forecasts<br />

A representative busy day schedule was<br />

determined for 2029 for use in assessing facility<br />

requirements and is 4 percent higher than the<br />

average day. The majority (64%) of aircraft<br />

movements in the busy day schedule were made<br />

up of Code C aircraft type.<br />

The representative busy day analysis assessed:<br />

• the operational suitability of an aircraft type<br />

for a given route network;<br />

• the aircraft rotations compatible with a high<br />

level of utilisation;<br />

• the use of commercially feasible arrival and<br />

departure timings throughout the network; and<br />

• regulatory requirements such as the curfew<br />

and movement cap.<br />

Figure 5.7 Representative busy day hourly aircraft movements 2029<br />

Source: TFI 2008<br />

52<br />

Hour Commencing<br />

Figure 5.7 shows the representative busy day<br />

hourly aircraft movement profile for 2029 broken<br />

down by flight category. This covers <strong>Sydney</strong><br />

<strong>Airport</strong>’s normal 17 hour operating day between<br />

6am and 11pm, as well as a small number of<br />

international passenger aircraft arrivals in the 5am-<br />

6am curfew shoulder period. During the 11pm-<br />

6am curfew period, permitted freight and GA<br />

aircraft movements are projected to be 4 and 18<br />

respectively. In 2007, a representative busy day (9<br />

August 2007) had 24 movements by freight and<br />

GA aircraft collectively. It is expected that NSW<br />

regional air traffic at <strong>Sydney</strong> <strong>Airport</strong> will continue<br />

to account for a substantial proportion of slots in<br />

the peak hours in 2029.


5.8 Comparison with <strong>Master</strong> <strong>Plan</strong><br />

03/04 Forecasts<br />

Annual traffic forecasts for this <strong>Master</strong> <strong>Plan</strong> are<br />

marginally lower than those used in the <strong>Master</strong><br />

<strong>Plan</strong> 03/04 for the period up to 2024.<br />

The <strong>Master</strong> <strong>Plan</strong> 03/04 forecast a total of 68.3<br />

million passengers and 377,650 passenger aircraft<br />

movements by 2023/24. The forecasts prepared<br />

for this <strong>Master</strong> <strong>Plan</strong> indicate that in 2024 it is<br />

expected the airport will be handling 67.2 million<br />

passengers (3.5% below the previous plan) and<br />

379,640 passenger aircraft movements (just 0.3%<br />

above the previous plan).<br />

As would be expected, the increased overall<br />

forecasts result from the new planning period<br />

extending an additional five years to 2029. This<br />

also results in a different hourly profile for the busy<br />

day (see Figure 5.8).<br />

Figure 5.8 Comparison of 2029 and 2023/24 ‘busy day’ hourly aircraft movements<br />

Source: SACL 2008, TFI 2008<br />

5.0 Aviation Activity Forecasts<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

53


6.0<br />

Airfield – <strong>Master</strong><br />

<strong>Plan</strong> Concept<br />

6.1 Introduction 57<br />

6.2 Movement areas 57<br />

6.3 Existing support systems 58<br />

6.4 Current airfield capacity 59<br />

6.5 Aircraft stand demand 59<br />

6.6 Airfield modelling 59<br />

6.7 Development concept 59<br />

6.8 Emerging technologies 61


6.0 Airfield – <strong>Master</strong> <strong>Plan</strong> Concept<br />

<strong>Sydney</strong> <strong>Airport</strong> airfield consists of parallel runways in a north south<br />

direction, an east west runway, taxiways and aircraft parking aprons<br />

and supporting infrastructure. The parallel runways are capable of<br />

handling the regulated movement cap of 80 aircraft per hour during<br />

busy hours. A combination of the parallel runways and east west<br />

runways are utilised during off peak hours to provide noise sharing<br />

under the Long Term Operating <strong>Plan</strong>. The <strong>Master</strong> <strong>Plan</strong> provides for<br />

further development of taxiways, aprons and support infrastructure to<br />

ensure efficient handling of the forecast aircraft traffic.<br />

6.1 Introduction<br />

The airfield consists of runways, taxiways<br />

and aprons. Other elements supporting airfield<br />

operations are the control tower responsible<br />

for the management of aircraft operating on<br />

the airfield, the terminal control unit (TCU)<br />

responsible for the management of aircraft within<br />

45 nautical miles from the airport, visual and<br />

radio navigation aids, radar surveillance systems<br />

and the <strong>Airport</strong> Rescue and Fire Fighting (ARFF)<br />

service. Airservices Australia is responsible for<br />

the provision of the above support services with<br />

the exception of visual navigation aids which are<br />

provided by <strong>Sydney</strong> <strong>Airport</strong>.<br />

6.2 Movement areas<br />

The existing airfield layout is shown on Figure S1.<br />

6.2.1 Runways<br />

<strong>Sydney</strong> <strong>Airport</strong> has three runways. The dimensions<br />

and declared distances of these runways are given<br />

in Table 6.1.<br />

Runways 16R/34L and 16L/34R are parallel on<br />

an approximate north-south alignment separated<br />

by a distance of 1,037m. Runway 16R/34L is<br />

suitable for heavy long haul departures. Runway<br />

07/25 crosses Runway 16R/34L and is on an<br />

approximate east-west alignment. Weather<br />

requires the exclusive use of Runway 07/25<br />

for a limited number of hours per year when<br />

strong winds preclude the use of the north/south<br />

runways.<br />

All runways are provided with Precision Approach<br />

Path Indicator Systems (PAPIS). <strong>Sydney</strong> <strong>Airport</strong><br />

has recently installed transmissonmeter units to<br />

provide accurate visibility assessments to aircraft<br />

crews when operating in low visibility conditions<br />

and to increase capacity in those conditions. An<br />

upgrade to the Airfield Lighting Control system<br />

is currently underway and taxiway lights are<br />

progressively being upgraded to better facilitate<br />

aircraft operations in low visibility conditions.<br />

Runways 16L and 16R are equipped with High<br />

Intensity Approach Lighting (HIAL) Systems.<br />

All runways are equipped with Instrument Landing<br />

Systems (ILS) to permit aircraft to conduct<br />

precision approaches in poor weather to Category<br />

1 (see Appendix A – Glossary for definition)<br />

criteria. In the longer term, it is envisaged that the<br />

GPS Landing System (GLS), currently on trial at<br />

<strong>Sydney</strong> <strong>Airport</strong>, will replace or augment current<br />

ILS systems. Operation of the GLS system is<br />

discussed in Section 6.8 (Emerging Technologies).<br />

A Doppler Very-High Frequency Omni Range and<br />

co-located Distance Measuring Equipment (DVOR/<br />

DME) provides the ability to conduct non-precision<br />

approaches in poor weather and also serves as<br />

an inbound and outbound tracking and en-route<br />

navigation aid. It is envisaged that the VOR will<br />

not be required for the duration of the <strong>Master</strong> <strong>Plan</strong><br />

and that on board aircraft technologies such as<br />

Required Navigation Performance (RNP) and Global<br />

Navigation Satellite System (GNSS) tracking will<br />

be progressively introduced (see Section 6.8).<br />

6.2.2 Taxiways<br />

Runways are supported by a comprehensive<br />

taxiway system designed to facilitate the efficient<br />

movement of aircraft between the runways and<br />

terminal areas. Rapid Exit Taxiways (RETs) are<br />

provided on the parallel runways to minimise<br />

runway occupancy time.<br />

6.2.3 Aprons<br />

Aprons are areas provided to facilitate aircraft<br />

parking. The parking position is known as an<br />

aircraft stand (or gate). Existing aprons at <strong>Sydney</strong><br />

<strong>Airport</strong> accommodate operations by the full range<br />

57


Table 6.1 Runway data<br />

Runway<br />

direction<br />

58<br />

length (m) width (m) Take-off<br />

run<br />

available<br />

(m)<br />

Take-off<br />

distance<br />

available (m)<br />

Accelerate<br />

stop distance<br />

available (m)<br />

landing<br />

distance<br />

available<br />

(m)<br />

16R 3962 45 3962 4052 3992 3877<br />

34L 3962 45 3962 4052 3962 3962<br />

16L 2438 45 2438 2528 2438 2207<br />

34R 2438 45 2438 2498 2438 2400<br />

07 2530 45 2530 2620 2560 2530<br />

25 2530 45 2530 2590 2530 2429<br />

of aircraft types. Currently there are 42 stands<br />

dedicated to supporting international passenger<br />

and freight operations from T1 and 51 stands<br />

supporting domestic and regional operations from<br />

T2 and T3.<br />

There are a number of parking positions on the<br />

aprons within the General Aviation area for aircraft<br />

of various sizes and Qantas currently provides<br />

parking positions for its own use within the<br />

Jet Base in the North-east sector of the <strong>Airport</strong><br />

north of T3. Apron areas also support activities<br />

associated with the servicing of aircraft such as<br />

baggage, freight, refuelling and flight catering<br />

and utilise a variety of ground support equipment<br />

(GSE) operated by third parties. A network of<br />

airside roads provides for GSE and other vehicle<br />

movements.<br />

6.2.4 Qantas Jet base<br />

The Qantas Jet Base is located in the North-east<br />

sector of the airport north of Terminal 3. The<br />

area comprises a lease area of approximately<br />

30ha. The Jet Base is used by Qantas for aircraft<br />

maintenance, layover parking and also contains a<br />

variety of aviation support facilities.<br />

6.2.5 General Aviation<br />

The General Aviation (GA) parking area is located<br />

in the North-east Sector, adjacent to the Runway<br />

25 threshold. The area provides aircraft parking for<br />

a number of freight, corporate and private aircraft<br />

as well as a variety of aviation support facilities<br />

such as maintenance hangars, freight handling and<br />

administrative buildings.<br />

6.2.6 Helicopters<br />

A dedicated helicopter precinct is located in the<br />

South-east sector adjacent to the Runway 25<br />

threshold. The area includes a Touch Down and<br />

Lift Off (TLOF) area, taxiways, parking pads,<br />

storage/maintenance hangars and administrative<br />

buildings.<br />

6.2.7 Emergency facilities<br />

<strong>Sydney</strong> <strong>Airport</strong> has two marshalling areas for the<br />

staging of emergency vehicles and associated<br />

communication and coordination facilities located<br />

adjacent to the ARFF facilities. There are also two<br />

emergency evacuation facilities for marine rescue<br />

and recovery located adjacent to the parallel<br />

runways within Botany Bay.<br />

6.3 Existing support systems<br />

6.3.1 Airservices Australia facilities<br />

Airservices Australia is responsible for the<br />

provision of Air Traffic Control (ATC), ARFF and<br />

the provision and maintenance of radio navigation<br />

aids and systems.<br />

The control tower is situated mid-way between<br />

Runways 16R/34L and 16L/34R and south of<br />

Runway 07/25. The primary responsibility of ATC<br />

staff is the processing and separation of air traffic<br />

in both the initial and final stages of flight. ATC<br />

also provides surface movement control to aircraft<br />

and vehicles on the runways and taxiways.<br />

The <strong>Airport</strong> is currently being equipped with<br />

a new technology referred to as Advanced<br />

Surface Movement Guidance and Control System<br />

(ASMGCS) to assist with identification and<br />

management of all aircraft and vehicles on the<br />

ground in the movement area. ASMGCS consists<br />

of an enhanced Surface Movement Radar (SMR)<br />

combined with a multilateration system to track<br />

aircraft and vehicles on the airport surface (see<br />

Section 6.8).<br />

The Precision Runway Monitor (PRM) is a<br />

surveillance system with a high update rate<br />

which permits ATC to accurately monitor the<br />

position of aircraft on approach. The PRM enables<br />

independent parallel runway approaches to be<br />

conducted in poor weather conditions and is<br />

therefore critical to maintaining runway capacity in<br />

these conditions. It is expected that the Precision


Runway Monitor will be replaced by a Wide Area<br />

Multilateration (WAM) system in 2010.<br />

The Terminal Area Radar (TAR) provides a primary<br />

radar surveillance capability out to a radius of 50<br />

nautical miles from <strong>Sydney</strong> <strong>Airport</strong>. It provides<br />

secondary radar coverage to about 175 nautical<br />

miles. This system is expected to be upgraded in<br />

2010 and augmented by Wide Area Multilateration<br />

and Automatic Dependent Surveillance Broadcast<br />

(ADSB).<br />

The radar surveillance systems (TAR and SMR)<br />

rely on the transmission of radio waves that must<br />

be protected from any structures or obstacles<br />

that could cause signal refraction or interference.<br />

Consequently, areas located either on-airport or<br />

off-airport surrounding these facilities may have<br />

development restrictions imposed through <strong>Sydney</strong><br />

<strong>Airport</strong>’s development approval assessment<br />

process (see Appendix C).<br />

The ARFF service has two on-airport fire stations<br />

and currently provides ICAO Category 9 standard<br />

during hours of flight operations, upgrading<br />

to Category 10 as required to facilitate A380<br />

operations. The ARFF service is also equipped to<br />

undertake marine rescue within Botany Bay. A fire<br />

training area is located to the north of the ARFF<br />

facility near Runway 16L.<br />

6.3.2 bureau of Meteorology facilities<br />

The Bureau of Meteorology (BOM) has a number<br />

of airport facilities to support aircraft operations.<br />

These include:<br />

• a weather balloon-launching station;<br />

• instrument enclosure;<br />

• a vertical wind profiler;<br />

• visibility sensors; and<br />

• observation office.<br />

During the planning period, it is proposed that the<br />

BOM observation office will be relocated to the<br />

South south-east sector of the airfield.<br />

6.4 Current airfield capacity<br />

The airfield has been progressively expanded<br />

and modified in response to traffic growth and<br />

changes to fleet mix and aircraft size. <strong>Sydney</strong><br />

<strong>Airport</strong> regularly accommodates operations by the<br />

full range of aircraft codes with Codes C (such<br />

as A320, B737), D (such as B767), E (such as<br />

A330, A340, B777 and B747) comprising the<br />

majority of operations, and Code F (A380). Code<br />

F international passenger services are operated<br />

from T1 by A380 aircraft with occasional freight<br />

movements by Antonov AN-124 aircraft.<br />

6.0 Airfield – <strong>Master</strong> <strong>Plan</strong> Concept<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

Runways 16R/34L and 07/25 and their supporting<br />

taxiways have been upgraded to accommodate<br />

operations by aircraft up to and including Code F<br />

category.<br />

6.5 Aircraft stand demand<br />

The aircraft stand demand for the 2029<br />

Representative Busy Day forecast is shown in<br />

Table 6.2. The stand demand for each category<br />

was determined on the basis of the largest aircraft<br />

type using a particular stand over the entire<br />

busy day. Larger stands can be configured to<br />

accommodate smaller aircraft codes - and will be<br />

the subject of detailed project planning.<br />

6.6 Airfield modelling<br />

An airfield and airspace modelling study has<br />

been carried out using Boeing’s Total <strong>Airport</strong> and<br />

Airspace Modeler (TAAM) fast time simulation.<br />

The simulation model was structured around:<br />

• the 2029 <strong>Master</strong> <strong>Plan</strong> concept for the airfield<br />

movement area layout;<br />

• the 2029 Representative Busy Day schedule;<br />

and<br />

• weather assumptions facilitating maximum<br />

runway capacity in all Runway Modes of<br />

Operation (RMO).<br />

The model was tested against a 2008 traffic and<br />

movement area configuration for calibration. Both<br />

peak period and noise sharing runway operating<br />

scenarios were modelled based on typical weather<br />

patterns. The study confirmed that the <strong>Master</strong><br />

<strong>Plan</strong> concept for the airfield layout is capable of<br />

handling the predicted traffic volumes in 2029.<br />

6.7 development concept<br />

6.7.1 Runways<br />

The existing runway system is adequate to cater<br />

for future projected traffic and is proposed to be<br />

retained in its existing configuration. The airport<br />

is subject to a legislated cap of 80 movements<br />

per hour (see Section 3.3). However the parallel<br />

runways are technically capable of handling a<br />

greater number of movements than the cap. This<br />

additional capability is utilised to facilitate ground<br />

movements of aircraft and other vehicles on the<br />

airfield whilst still allowing the movement cap to<br />

be achieved. The forecast hourly movement profile<br />

remains within this cap (see Section5.7) The<br />

<strong>Master</strong> <strong>Plan</strong> envisages the installation of a High<br />

Intensity Approach Lighting System for Runway<br />

34L with a view to upgrading Runway 34L ILS<br />

approach to Category 2.<br />

59


6.7.2 Runway End Safety Areas (RESA)<br />

Complying RESAs have been implemented at five of<br />

the six runway ends. Approval for the construction<br />

of a complying RESA on Runway 25 has been<br />

granted and work is currently in progress and is due<br />

to be completed by in 2010.<br />

6.7.3 Taxiways<br />

The <strong>Master</strong> <strong>Plan</strong> Concept (see Figure S2) proposes<br />

a number of new taxiway elements by 2029 to<br />

support the increase in traffic and support new<br />

apron areas, including:<br />

• taxiway J extension;<br />

• taxiway C extension;<br />

• straightening of taxiway A;<br />

• new parallel taxiway east of T1;<br />

• additional northern taxiway across Runway<br />

16R; and<br />

• taxiway H extension.<br />

6.7.4 Aprons<br />

Additional apron areas are included to provide for<br />

the projected aircraft stand requirements as shown<br />

in Table 6.2. The proposed additional aprons include<br />

the completion of the apron development in the<br />

South-west sector, new apron development in the<br />

South-east and North-east sectors of the airport.<br />

The proposed future apron areas were tested<br />

as part of the TAAM airfield modelling exercise.<br />

This included testing of the towing assumptions<br />

Table 6.2 Stand demand forecasts 2029<br />

60<br />

underpinning the forecasts of contact and layover<br />

stands for international and domestic passenger<br />

aircraft.<br />

6.7.5 Airservices Australia facilities<br />

<strong>Sydney</strong> <strong>Airport</strong> and Airservices Australia,<br />

together with the aviation industry, are working<br />

cooperatively on the implementation of new<br />

technologies which, over time, are expected<br />

to result in improvements to air navigation and<br />

surveillance. The proposed airfield development<br />

concept has been planned to take advantage of<br />

these technologies as they become available.<br />

The proposed airfield development would result<br />

in the necessity to relocate some of the existing<br />

Airservices Australia facilities by 2029. SACL is<br />

in discussions with Airservices Australia regarding<br />

these issues.<br />

6.7.6 General Aviation<br />

The General Aviation industry using <strong>Sydney</strong> <strong>Airport</strong><br />

is almost exclusively limited to the premium<br />

corporate market such as business jets.<br />

Most of these aircraft types are unable to be<br />

accommodated at other airports in the <strong>Sydney</strong> Basin<br />

on a regular basis. RAAF VIP flights operate through<br />

one of the Fixed Base Operators (FBO) and are<br />

regular but low-frequency users of <strong>Sydney</strong> <strong>Airport</strong>.<br />

A dedicated GA precinct is proposed in the South<br />

south-east sector, replacing the existing facility<br />

in the North-east sector. This area is proposed to<br />

Category (Note 4) International domestic (Note 5) Freight (Note 3)<br />

Active (Note 1)<br />

Code F 17 0 0<br />

Code E 19 11 3<br />

Code C 2 36 0<br />

Subtotal 38 47 3<br />

layover (Note 2)<br />

Code F 7 0 0<br />

Code E 11 3 0<br />

Code C 0 13 0<br />

Subtotal 18 16 0<br />

Total 56 63 3<br />

Note 1: Active stands are those used for actual passenger processing. They can be contact stands (i.e. those served by an aerobridge or walk-up), or passengers<br />

can be bussed from other locations.<br />

Note 2: Layover stands are those stands where aircraft not carrying out an immediate turnaround are towed and parked, prior to being towed back to the<br />

terminal for departure.<br />

Note 3: This is the demand for freight stands occurring concurrently with passenger peak stand demand. Dedicated freight aircraft will operate from common use<br />

passenger stands.<br />

Note 4: The stand demand for each category was determined on the basis of the largest aircraft type using a stand. Larger stands should be able to<br />

accommodate smaller aircraft codes subject to detailed project planning.<br />

Note 5: Domestic stand demand includes regional aircraft types. For the purposes of land use planning and to maintain future flexibility domestic code C regional<br />

stands were sized to accommodate the largest code aircraft type.


include aircraft maintenance hangars, aircraft<br />

parking and general support facilities.<br />

6.7.7 Helicopters<br />

The <strong>Master</strong> <strong>Plan</strong> assumes that demand for<br />

helicopter air traffic will not exceed current levels<br />

over the planning period and, consequently, the<br />

existing facilities are expected to be adequate for<br />

the planning period.<br />

6.8 Emerging technologies<br />

Emerging technologies which may affect the<br />

layout of the airfield over the planning period<br />

are discussed below. The introduction of these<br />

technologies will be gradual over the planning<br />

period of the <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong>.<br />

6.8.1 GPS landing System (GlS)<br />

The Global Positioning System (GPS) is currently<br />

used for en-route and non precision terminal and<br />

instrument approach navigation. As other space<br />

based navigation systems become available the<br />

term Global Navigation Satellite System (GNSS)<br />

will come into use. In the more critical phases of<br />

flight (approach, departure and landing), GNSS<br />

requires augmentation to realise the accuracy<br />

needed for guidance. These systems are referred<br />

to as GBAS (Ground Based Augmentation) or GLS.<br />

The benefits of these systems include:<br />

• the ultimate replacement of all six ILS systems<br />

with two independent GBAS installations will<br />

allow development of significant areas of the<br />

airfield currently ‘sterilised’ due to ILS signal<br />

protection requirements;<br />

• reduced costs to airlines; and<br />

• flexible en-route structures for airlines.<br />

Newer aircraft are generally equipped with multi<br />

mode receivers (MMR) and require only slight<br />

modification to be able to take advantage of this<br />

new technology.<br />

A GBAS unit is currently operational at <strong>Sydney</strong><br />

<strong>Airport</strong> and Category 1 certification is expected<br />

by late <strong>2009</strong>.<br />

6.8.2 Multilateration systems (Multistatic<br />

dependant Surveillance or MlAT)<br />

Multilateration (MLAT) is a surveillance system<br />

that receives and locates transponder and other<br />

transmissions radiating from aircraft on various<br />

frequencies, typically 1090MHz - the frequency<br />

used by SSR, Mode S and ADSB transponders. All<br />

aircraft operating into <strong>Sydney</strong> <strong>Airport</strong> are equipped<br />

with transponders and nearly all are equipped with<br />

transponders capable of interrogation.<br />

6.0 Airfield – <strong>Master</strong> <strong>Plan</strong> Concept<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

Approval to permit MLAT to be used instead of<br />

PRM is currently being undertaken in Australia and<br />

is expected to be completed by 2010.<br />

The system can be augmented to facilitate<br />

increased coverage or to facilitate developments<br />

in the vicinity of the airport that may otherwise be<br />

impossible due to sterilisation of land by on-airport<br />

radars or unacceptable reflections from radar<br />

transmissions. MLAT receivers are also capable of<br />

receiving ADSB transmissions.<br />

6.8.3 Automatic dependant Surveillance<br />

broadcast<br />

Automatic Dependant Surveillance Broadcast<br />

(ADSB) is a system that gives aircraft the capacity<br />

to automatically broadcast aircraft position,<br />

altitude, velocity and other data continuously.<br />

Other aircraft and ATC can access the data on<br />

display screens without the need for radar. ADSB<br />

systems are being defined and standardised<br />

by ICAO and other standards organisations<br />

worldwide.<br />

Aircraft position is derived from the GNSS or<br />

internal navigation systems on board the aircraft.<br />

The ground unit is simply a receiver for the data,<br />

which is then integrated into the ATC System.<br />

ADSB units are currently being deployed to provide<br />

surveillance of airspace above 30,000 feet over<br />

the entire continent, including areas not currently<br />

provided with radar coverage.<br />

6.8.4 Required Navigation Performance<br />

Required Navigation Performance (RNP) is<br />

a statement of the navigation performance<br />

necessary for the operation of aircraft within<br />

a defined airspace. Procedures based on RNP<br />

provide for approaches to a lower minima than<br />

non-precision but typically higher than ILS. Such<br />

approaches can be conducted independent of any<br />

ground based aids. RNP approaches have been<br />

developed for Runway 16R and Runway 07 for the<br />

operation of Boeing 737 New Generation aircraft.<br />

Most modern aircraft are capable of performing<br />

RNP approaches subject to procedure development<br />

and crew training. RNP approaches will provide<br />

safety and operating benefits by providing pilots<br />

with a predictability of operations further reducing<br />

reliance on ground based aids.<br />

Such predictability will provide environmental<br />

benefits by reducing aircraft fuel burn and<br />

providing for more flexible tracking in airspace<br />

around the airport.<br />

61


7.0<br />

Terminal and Passenger<br />

Systems – <strong>Master</strong><br />

<strong>Plan</strong> Concept<br />

7.1 Introduction 65<br />

7.2 International Terminal (T1) 65<br />

7.3 Domestic and Regional Terminals (T2 and T3) 67<br />

7.4 International / Domestic Terminal precinct 67<br />

transfers


7.0 Terminal and Passenger Systems –<br />

<strong>Master</strong> <strong>Plan</strong> Concept<br />

Passenger terminals provide the first and last impressions for visitors to<br />

the airport. The terminals are the ‘front door’ to the <strong>Airport</strong> and serve as<br />

the public interface between the landside and airside elements. <strong>Sydney</strong><br />

<strong>Airport</strong>’s aim is to provide high quality terminal facilities that effectively<br />

handle the projected traffic flows and provide a quality experience for<br />

customers. To accommodate projected growth both the international<br />

and domestic terminals are proposed to be extended during the planning<br />

period.<br />

7.1 Introduction<br />

The International Terminal (T1) in the North-west<br />

sector of <strong>Sydney</strong> <strong>Airport</strong> is proposed to be further<br />

developed for international passenger operations.<br />

The Domestic and Regional Terminals (T2 and T3)<br />

in the North-east sector are proposed to be further<br />

developed and integrated for domestic and regional<br />

passenger operations. These developments are<br />

illustrated on Figure S2.<br />

Passenger terminals serve the needs of different<br />

types of users by:<br />

• processing check-in, security, border controls,<br />

aircraft boarding and disembarking, and<br />

baggage handling for travellers;<br />

• providing for passengers waiting for or<br />

transferring between flights; and<br />

• providing passenger and airport visitor facilities<br />

including food and beverage, toilets, shopping<br />

and other activities.<br />

Associated activities and infrastructure such as<br />

landside access, car parking and utilities support the<br />

operation of the terminals.<br />

Over many years, there has been substantial<br />

investment in the International and Domestic<br />

terminal precincts at <strong>Sydney</strong> <strong>Airport</strong>. Expansion<br />

of these facilities to accommodate growth of<br />

passenger traffic has resulted in each of the<br />

terminals dominating its precinct and providing a<br />

critical mass for efficient operation in each sector.<br />

The development of separate international and<br />

domestic terminals as common user facilities<br />

maximises flexibility given the uncertainty of the<br />

long term mix of airlines and airline alliances.<br />

<strong>Sydney</strong> <strong>Airport</strong> has adopted the International Air<br />

Transport Association’s (IATA) Level of Service C<br />

classification for the planning and sizing of terminal<br />

facilities it operates. This classification provides<br />

for: ‘good level of service; condition of stable flow;<br />

acceptable delays; good level of comfort’. This<br />

approach has been generally employed by <strong>Sydney</strong><br />

and other Australian airports over a number of years<br />

and is acceptable to airlines.<br />

All current known security requirements have<br />

been taken into account in the proposed terminal<br />

concepts. Any future security requirements<br />

involving screening point design, changed<br />

technology, screening facilitation or intervention<br />

rates could result in different spatial outcomes,<br />

although it is envisaged that any such different<br />

spatial outcomes would most likely be able to be<br />

accommodated within the proposed expanded<br />

footprints of the terminals.<br />

7.2 International Terminal (T1)<br />

7.2.1 Existing facilities<br />

The T1 facility was opened in 1970. Since that<br />

time, the terminal has been extensively modified<br />

and expanded and is currently being modified to<br />

provide additional facilities for passengers and new<br />

generations of aircraft. T1 is a four level structure,<br />

with vertically separated arrival and departure<br />

passenger concourses currently supporting 24<br />

aircraft gates with aerobridges and a walk up<br />

gate, together with bussed and layover stands in a<br />

number of locations on the airfield.<br />

The current total floor area is approximately<br />

254,000 square metres. Major functional elements<br />

include:<br />

• 192 departure check-in counters;<br />

• integrated outbound baggage handling and<br />

security screening system;<br />

• 54 departure passport control positions;<br />

• passenger and hand baggage screening<br />

facilities;<br />

• 62 arrival passport control positions;<br />

• 12 baggage reclaim units;<br />

• inbound baggage screening facilities; and<br />

• extensive retail and related facilities.<br />

7.2.2 Future demand<br />

The projected annual passenger demand in 2029 for<br />

the international terminal is 29.6 million (see Figure<br />

5.3) Hourly passenger flows for that year were used<br />

to assess the future terminal facility requirements.<br />

65


7.2.3 development concept<br />

The proposed development concept for the<br />

expansion of T1 (see Figure S2) is based on the<br />

following planning principles and assumptions:<br />

• process all international passengers at <strong>Sydney</strong><br />

<strong>Airport</strong> (including trans-Tasman passengers)<br />

through T1;<br />

• enhance and maximise the usefulness of<br />

existing facilities and infrastructure before<br />

promoting new facilities;<br />

• maintain an acceptable level of service for<br />

forecast aircraft types using the facility;<br />

• maintain the flexibility to accommodate<br />

smaller aircraft types on larger category<br />

stands where possible; and<br />

• where possible, centralise passenger flows<br />

and spaces to promote increased efficiencies;<br />

• recognise the need to continue to operate<br />

the terminal during planned construction<br />

phases by minimising the impact on ongoing<br />

operations;<br />

• facilitate incremental expansion;<br />

• continuation of bussing operations in peak<br />

periods;<br />

• adopt new technologies for passenger<br />

processing and security; and<br />

• provide for retail activities to meet passenger<br />

needs.<br />

Passenger processing systems<br />

The terminal concept maximises the number of<br />

contact gates possible within the North-west<br />

sector of the airport. The layout provides sufficient<br />

area to expand the terminal to provide the required<br />

processing facilities for projected peak hour<br />

operations.<br />

The concept provides for:<br />

• additional passenger and baggage processing<br />

facilities;<br />

• improved check-in systems;<br />

• centralised outwards immigration and security;<br />

• expanded baggage examination lines and a<br />

new common arrivals hall; and<br />

• provision of a new passenger transfer lounge<br />

adjacent to the new Pier A.<br />

The concept includes a rationalisation of the<br />

eastern face of T1 to provide a straight row of<br />

contact gates with an extended Pier A (to the<br />

north). The layout will facilitate internal building<br />

design with simple and logical flow paths for<br />

passengers.<br />

66<br />

This layout facilitates the development of dual<br />

taxiways between the terminal and Runway<br />

16R/34L which provides for efficient access to<br />

and from the runway.<br />

departing passengers<br />

The development concept allows departing<br />

passengers to directly access the terminal from<br />

new multi-level car parking facilities. Multiple public<br />

transport options are also provided, with interchange<br />

facilities immediately adjacent to the terminal.<br />

Provision is included for additional checkin<br />

facilities at departures level. Efficiency<br />

improvements including the introduction of new<br />

technologies and service systems are expected<br />

to occur over time, reducing the future growth in<br />

demand for new check-in counters.<br />

The concept provides for expansion of the<br />

baggage handling system.<br />

The layout provides for expanded and centralised<br />

immigration and security facilities to manage<br />

future demand, including the use of new<br />

technologies assisting border control processes.<br />

Once through security, it is planned that all<br />

passengers will proceed through a central<br />

departures and retail area.<br />

From this area, passengers will progress to their<br />

gates. The majority of new gates are proposed to<br />

be designed to meet the requirements of the A380<br />

aircraft, including multiple aerobridges. These and<br />

other larger category stands can be developed to<br />

maintain the flexibility to accommodate smaller<br />

aircraft types where feasible and if demand exists.<br />

Arriving passengers<br />

<strong>Sydney</strong> <strong>Airport</strong> will continue to be the ‘first<br />

impression’ of Australia for many international<br />

passengers arriving in this country. The terminal<br />

concept allows for facilities that meet passenger<br />

expectations.<br />

The separation of arriving and departing<br />

international passengers is planned to continue<br />

in order to meet security and border control<br />

requirements. Border control facilities are proposed<br />

to be expanded and it is expected that new border<br />

control technologies will improve efficiency and<br />

processing times.<br />

The baggage reclaim hall is proposed to be<br />

expanded with new baggage reclaim units being<br />

added to meet demand within this planning period.<br />

The majority of these are proposed to be sized for<br />

aircraft up to the A380. The system design would<br />

allow <strong>Sydney</strong> <strong>Airport</strong> to maintain the existing high<br />

standards for first and last bag delivery times.


Customs and quarantine processing facilities are<br />

also proposed to be expanded to meet forecast<br />

demand.<br />

Transfer facilities for passengers transferring<br />

between international and domestic flights are<br />

planned to be redeveloped (see Section 7.4). The<br />

landside arrivals hall is proposed to be expanded<br />

to meet the demand from ‘meeters’ and ‘greeters’<br />

awaiting international passengers as well as the<br />

demand from passengers. The arrivals hall would<br />

include such items as retail facilities, car rental and<br />

hotel information desks and currency exchange<br />

facilities.<br />

Immediately adjacent to the terminal, arriving<br />

passengers will continue to have the full choice of<br />

transport modes including railway, buses, taxis, hire<br />

cars, rental cars and public parking facilities.<br />

The terminal concept has been planned to integrate<br />

with the proposed landside developments.<br />

7.3 domestic and Regional<br />

Terminals (T2 and T3)<br />

7.3.1 Existing facilities<br />

The Domestic Terminal complex is located in the<br />

North-east sector of the airport and comprises two<br />

adjacent but currently unconnected buildings – T2<br />

and T3.<br />

The T2 Domestic Terminal, owned by <strong>Sydney</strong><br />

<strong>Airport</strong>, is a three-level structure which supports<br />

two single-level arrival/departure pier type<br />

concourses. Currently, the piers serve a total of 18<br />

contact aircraft gates and a number of stand-off<br />

bussed aircraft positions.<br />

The T3 Qantas-owned Domestic Terminal is a<br />

three-level structure which is integrated with a<br />

single-level linear and satellite type arrival/ departure<br />

passenger concourse. Currently, the concourse<br />

serves 13 contact aircraft gates with aerobridges<br />

and several stand-off bussed aircraft positions.<br />

T2 and T3 are not physically linked at terminal level,<br />

although underground pedestrian access between<br />

the terminal baggage halls is available via the links<br />

to the <strong>Airport</strong> Rail Link Domestic Terminal Station.<br />

Together, T2 and T3 have a gross floor area of<br />

approximately 100,000 square metres, 66 check-in<br />

counters, 11 baggage reclaim units. The existing<br />

terminal facilities provide good levels of service at<br />

current traffic levels.<br />

7.3.2 Future demand<br />

The projected annual passenger demand in 2029<br />

for the domestic terminals is 49.3 million (see<br />

Figure 5.3). Hourly passenger flows for that year<br />

7.0 Terminal and Passenger Systems – <strong>Master</strong> <strong>Plan</strong> Concept<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

were used to assess the future terminal facility<br />

requirements.<br />

7.3.3 development concept<br />

The development concept is to progressively link<br />

the two existing terminal cores, develop new gates<br />

along the western link and a new pier (Pier C) to the<br />

east of current Pier A in T2. The existing concourse<br />

of T3 is proposed to be extended to the east. (see<br />

Figure S2).<br />

The development concept assumes that regional<br />

flights will continue to be processed through<br />

Terminals T2 and T3.<br />

The concept also provides for the connection of<br />

the integrated terminals to a redeveloped ground<br />

transport interchange, expanded multi-level car<br />

parking facility, hotel and other commercial<br />

buildings.<br />

At the departures level, additional check-in<br />

facilities are proposed for each terminal. To ensure<br />

passengers can transfer between terminals before<br />

and after the check-in and security processes, the<br />

landside and airside concourses of each terminal are<br />

proposed to be linked at the western end.<br />

At the arrivals level, the baggage reclaim halls<br />

are proposed to be expanded to accommodate<br />

additional reclaim units. The development concept<br />

incorporates a reservation for an airside transport<br />

corridor to provide a direct airside link between<br />

the T2 and T3 apron areas. The proposed corridor<br />

would also allow for the movement of baggage<br />

between the terminals.<br />

7.4 International / domestic<br />

Terminal precinct transfers<br />

The ability to transfer passengers between the<br />

International and Domestic Terminal Precincts to<br />

achieve minimum connect times is an important<br />

aspect of efficient passenger facilitation at <strong>Sydney</strong><br />

<strong>Airport</strong>.<br />

The number of inter-terminal transfer passengers<br />

is projected to increase from 3.3 million in 2007<br />

to 7.1 million in 2029. System enhancements are<br />

proposed to ensure minimum connect times are<br />

maintained.<br />

7.4.1 Existing facilities<br />

Qantas currently provides a dedicated passenger<br />

transfer operation between the terminal precincts<br />

via an airside bus operation. Dedicated transfer<br />

lounges are provided at T1 and T3. Virgin operates<br />

a landside bus connection for passengers on Virgin<br />

Blue and Pacific Blue, Polynesian Blue or one of<br />

Virgin interline or code share partner airlines.<br />

67


Passengers not travelling with these airlines<br />

currently use the <strong>Sydney</strong> <strong>Airport</strong> TBus or public<br />

transport modes such as rail, bus or taxi to<br />

transfer between the domestic and international<br />

precincts.<br />

7.4.2 development concept<br />

A dedicated airside transport corridor is proposed<br />

between the International and Domestic terminal<br />

precincts, which will be able to accommodate<br />

busses or future alternate transfer options such as<br />

an automated people mover. Dedicated transfer<br />

lounges are proposed in each terminal precinct.<br />

A passenger transfer lounge is planned as a<br />

terminus for the transfer system between the<br />

Domestic terminals (T2 / T3) and the International<br />

Terminal T1. The existing landside pedestrian link<br />

to the <strong>Airport</strong> Rail Link Domestic Terminal station<br />

and between T2 and T3 would be maintained.<br />

In conjunction with the NSW Government<br />

and the owners of the airport rail link stations<br />

investigations will be undertaken into making<br />

better use of the existing rail link between the<br />

International and Domestic terminals.<br />

68


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69


8.0<br />

Freight – <strong>Master</strong> <strong>Plan</strong> Concept<br />

8.1 Introduction 73<br />

8.2 Existing facilities 73<br />

8.3 Current capacity 73<br />

8.4 Future demand 73<br />

8.5 Development concept 74


8.0 Freight – <strong>Master</strong> <strong>Plan</strong> Concept<br />

<strong>Sydney</strong> <strong>Airport</strong> is the air freight gateway to Australia and freight<br />

volumes are projected to double over the planning period. The <strong>Master</strong><br />

<strong>Plan</strong> concept to support this growth is the development of an aviation<br />

logistics precinct in the northern part of the airport. This precinct<br />

provides for new or expanded freight facilities as well as bypass and<br />

staging facilities to enable efficient transfer of freight between the<br />

airfield and off-airport operations.<br />

8.1 Introduction<br />

<strong>Sydney</strong> <strong>Airport</strong> handles about 50 per cent of<br />

Australia’s international airfreight traffic and 30<br />

per cent of domestic volumes. As an international<br />

hub, cargo to and from <strong>Sydney</strong> is transhipped via<br />

domestic routes. It is estimated that transhipping<br />

accounts for 27 per cent of overall tonnage.<br />

Exports from Australia are dominated by fresh,<br />

chilled or frozen perishables such as meat,<br />

seafood, fruit, vegetables, flowers, livestock<br />

and manufactured goods. International imports<br />

are typically high value manufactured products<br />

such as computer and car parts. Mail is also an<br />

important segment of the international business.<br />

Express and parcel services form a large<br />

component of the domestic and intrastate<br />

airfreight business.<br />

8.2 Existing facilities<br />

8.2.1 On-site cargo terminal operators<br />

Air freight activities occur in conjunction with<br />

international, domestic and intrastate passenger<br />

services and also in dedicated freight aircraft.<br />

A small number of dedicated domestic freight<br />

operations take place in the curfew period using<br />

approved aircraft types.<br />

There are currently five International Cargo<br />

Terminal Operators (CTOs) and two domestic<br />

CTOs operating at <strong>Sydney</strong> <strong>Airport</strong>, providing a<br />

broad range of services. The International CTOs<br />

are Qantas Freight, Toll/Dnata, Australian Air<br />

Express, Menzies and DHL. The Domestic CTOs<br />

are Australian Air Express and Toll/Dnata. The area<br />

dedicated to International and Domestic CTOs is<br />

46,950 sqm and 6,900 sqm respectively.<br />

Whilst there is some overlap in the types of<br />

services offered, essentially the CTOs operate<br />

in discrete markets. Some offer the full range<br />

of services including airside handling, storage,<br />

packing and unpacking. Some subcontract or<br />

outsource various parts of the logistics chain to<br />

others. Some operate as common carriers for<br />

parcel-type freight where others concentrate on<br />

preloaded aircraft containers from known shippers.<br />

8.2.2 Other on-site freight activities<br />

A number of passenger airlines fly dedicated<br />

freight aircraft to <strong>Sydney</strong>. An existing common<br />

user freight bypass facility is located in the<br />

International Precinct.<br />

Livestock handling facilities are provided at <strong>Sydney</strong><br />

<strong>Airport</strong> in accordance with AQIS requirements in<br />

both the International and Domestic precincts.<br />

8.2.3 Off-airport freight operations<br />

Off-site, there are around 130 forwarders and<br />

integrators located within a five kilometre radius<br />

of <strong>Sydney</strong> <strong>Airport</strong>. These operations range in<br />

scale, complexity and degree of service from major<br />

operations to small owner-operators offering very<br />

basic services.<br />

8.2.4 Freight aircraft parking<br />

International freight aircraft park in off peak<br />

periods on various apron areas which also serve<br />

passenger aircraft. The main areas used are<br />

adjacent to the international freight facilities and<br />

immediately west of the Northern Pond area<br />

adjacent to the Qantas Jet Base. Other freight<br />

aircraft are also parked in the domestic precinct<br />

and small overnight freight aircraft operations are<br />

facilitated in the GA area.<br />

8.3 Current capacity<br />

Based on average airport-wide productivity of 10<br />

tonnes per square metre per annum the capacity<br />

of existing on airport facilities is around 450,000<br />

to 500,000 tonnes per annum for international and<br />

80,000 tonnes per annum for domestic.<br />

8.4 Future demand<br />

International and domestic freight tonnages<br />

(including mail) for 2029 is forecast to increase<br />

to 910,000 and 167,000 tonnes respectively<br />

excluding transhipments.<br />

73


Total annual dedicated freight aircraft movements<br />

are forecast to grow from 7,800 in 2007 to<br />

10,400 in 2029. The majority of airfreight at<br />

<strong>Sydney</strong> <strong>Airport</strong> is carried as cargo in the holds of<br />

passenger aircraft with approximately 20 percent<br />

moved by dedicated freight aircraft.<br />

Freight terminals are expected to continue cargo<br />

operations at <strong>Sydney</strong> <strong>Airport</strong> and require an<br />

increase in size and productivity to meet the<br />

forecast demand. The <strong>Airport</strong> Logistics Zone (see<br />

Chapter 12) to the north has been identified for<br />

this purpose.<br />

8.5 development concept<br />

Existing international and domestic airfreight<br />

handling facilities on <strong>Sydney</strong> <strong>Airport</strong> are currently<br />

operating near capacity. This has stimulated<br />

a number of airfreight handling operators to<br />

locate terminals off-airport to the north of the<br />

airport. This trend is projected to continue to<br />

accommodate the forecast substantial increase in<br />

freight volumes.<br />

In the medium term it is expected that freight<br />

will continue to be handled from a number of the<br />

current on-airport terminals. As the International<br />

Passenger Terminal is expanded to the north (see<br />

Chapter 7), part of the current international freight<br />

terminal site could be redeveloped for interim use<br />

as a freight bypass and staging facility pending the<br />

longer term development as detailed below.<br />

Longer term, the areas zoned for <strong>Airport</strong> Logistics<br />

are available for the development of on-airport<br />

freight and freight support facilities. The <strong>Master</strong><br />

<strong>Plan</strong> proposes direct landside and airside vehicular<br />

access to the logistics areas (see Chapter 10).<br />

Also, on-airport freight bypass and staging<br />

facilities are proposed to be established near the<br />

current Qantas Jet Base to support off-airport<br />

freight operators. These facilities would be located<br />

between the International and Domestic Precincts<br />

and could also be supported by some smaller<br />

satellite facilities within the main terminal precincts<br />

for products such as time sensitive express freight.<br />

74


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75


9.0<br />

Aviation Support<br />

Facilities and utilities –<br />

<strong>Master</strong> <strong>Plan</strong> Concept<br />

9.1 Aviation fuel 79<br />

9.2 Aircraft maintenance 80<br />

9.3 Ground support equipment 81<br />

9.4 Flight catering 81<br />

9.5 Utilities 81


9.0 Aviation Support Facilities and utilities –<br />

<strong>Master</strong> <strong>Plan</strong> Concept<br />

There are a range of aviation support activities at <strong>Sydney</strong> <strong>Airport</strong><br />

that support the core airline business of transporting passengers and<br />

freight. Facilities to support these activities include supply, storage<br />

and distribution of aviation fuel, aircraft maintenance, ground support<br />

equipment storage and maintenance, and flight catering. Support<br />

utilities include electricity, gas, telecommunications, water supply,<br />

sewerage and stormwater drainage.<br />

9.1 Aviation fuel<br />

The safe and continuous supply of on-time<br />

and economically delivered jet fuel is a critical<br />

component of airport operations. Any disruption to<br />

the fuel supply chain can have significant flow-on<br />

effects to all aircraft movements and passengers.<br />

<strong>Sydney</strong> <strong>Airport</strong>’s aviation fuel requirements<br />

currently represent approximately 40 per cent of<br />

the national aviation fuel market.<br />

9.1.1 Existing facilities<br />

Jet fuel is supplied to <strong>Sydney</strong> <strong>Airport</strong> by two<br />

underground pipelines owned by Shell and Caltex<br />

from their respective refineries. BP and ExxonMobil<br />

supply fuel from their bulk storage terminal using<br />

the Caltex pipeline.<br />

Jet fuel supplied from these underground<br />

pipelines is stored at the Joint User Hydrant<br />

Installation (JUHI) located at the northern end<br />

of the International Precinct. The JUHI is an<br />

unincorporated joint venture currently comprising<br />

BP, Caltex, ExxonMobil, Shell and Qantas. Shell<br />

operates and manages developments for the<br />

facility on behalf of the participants.<br />

A number of the GA and helicopter operators have<br />

small refuelling storage facilities and equipment<br />

located in close proximity to their main facilities,<br />

either operated by the oil companies or by the<br />

operators themselves. Qantas also has some<br />

onsite storage at the Jet Base.<br />

Jet fuel is distributed across the <strong>Airport</strong> from the<br />

JUHI storage facility, via a number of underground<br />

pipelines, to apron hydrant outlets located adjacent<br />

to aircraft gates.<br />

`Into-plane’ dispensing is undertaken directly<br />

by the fuel companies or by other entities<br />

established by the oil companies. Specialist<br />

hydrant refuelling vehicles are used for this task<br />

and their administrative and maintenance support<br />

is accommodated as part of the JUHI facility.<br />

Bulk tanker vehicles are used for the fuelling of<br />

regional, GA aircraft and helicopters where hydrant<br />

access is not available. These mobile tankers and<br />

dispensers are parked at a number of locations on<br />

the <strong>Airport</strong> in close proximity to aircraft aprons,<br />

but receive maintenance and servicing at the JUHI<br />

facility.<br />

9.1.2 Current capacity<br />

The current Shell and Caltex supply pipelines are<br />

assumed to be capable of delivering a combined<br />

capacity of 8.8 million litres per day. The current<br />

storage capacity at the JUHI facility is 28.2 million<br />

litres contained in five bulk tanks. In practice,<br />

the operational reserves will be less than this<br />

total capacity as not all tanks can be ‘on line’<br />

at any given time. This limitation is the result<br />

of fuel quality control procedures and required<br />

separation of fuel receival and supply actions.<br />

The arrangements provide for two to three days<br />

reserve capacity at current consumption rates.<br />

9.1.3 Future demand and development<br />

concept<br />

The forecast increase in aircraft movements,<br />

coupled with a general increase in aircraft<br />

size across the fleet, will result in the need<br />

for additional supply and pump capacity and<br />

augmentation in storage.<br />

9.1.4 Pipeline supply<br />

Caltex is upgrading the capacity of the supply<br />

pipeline between Botany and <strong>Sydney</strong> <strong>Airport</strong>. To<br />

provide additional capacity an additional pipeline<br />

may be constructed.<br />

9.1.5 Storage<br />

Storage is currently catered for in the existing<br />

JUHI facility. This site could physically fit another<br />

two large tanks, possibly requiring the relocation<br />

of existing GSE facilities including refueller parking<br />

areas, workshops and support buildings.<br />

79


The current JUHI storage facility can remain in its<br />

current location in the medium to longer term, until<br />

the development of T1 requires its relocation. In<br />

the interim, the existing JUHI site will be retained<br />

and developed to meet forecast demands. <strong>Sydney</strong><br />

<strong>Airport</strong> and JUHI are working together to determine<br />

the most effective solution for the provision and<br />

storage of fuel.<br />

For the longer term, offsite storage opportunities are<br />

possible. Offsite storage would provide flexibility<br />

in storage volumes, system redundancy and other<br />

issues.<br />

9.1.6 Hydrant system<br />

The expansion of the apron areas and additional and<br />

modified aircraft gates may require augmentation<br />

of the on-airport hydrant distribution pipelines. This<br />

may extend to the provision of fuel to some of<br />

the international stands particularly in the Southwest<br />

sector and at the Northern Pond to enable<br />

fuelling of aircraft operating from remote gates. The<br />

existing apron hydrant systems are proposed to be<br />

extended incrementally to serve the expanded T2<br />

and T3 gates.<br />

9.1.7 JuHI maintenance and tanker parking<br />

areas<br />

If additional fuel storage tanks are installed at the<br />

existing JUHI site the vehicle maintenance and<br />

administrative buildings and the tanker parking<br />

areas may need to be relocated. The administrative<br />

and maintenance facilities could be relocated to<br />

the South-east Sector adjacent to the SACL <strong>Airport</strong><br />

Operations and Maintenance Depot. Dedicated<br />

tanker parking and refilling depots would be<br />

provided near T2/T3 to facilitate efficient aircraft<br />

refuelling.<br />

9.2 Aircraft maintenance<br />

9.2.1 Range of maintenance facilities<br />

The provision of facilities to conduct aircraft<br />

maintenance is an important component of<br />

operating a safe and efficient airline business.<br />

Mandatory provisions apply to many aspects of<br />

aircraft maintenance.<br />

There are three main types of aircraft maintenance<br />

activities:<br />

• line/station maintenance – this occurs during<br />

transits and turnarounds and can be performed<br />

at the aircraft gate;<br />

• base maintenance – this requires ground-time<br />

in a hangar with simple access docking, or at a<br />

gate away from the terminal. Some non-routine<br />

maintenance and supplemental checks can be<br />

80<br />

carried out at an aircraft parking position in<br />

favourable weather conditions. Ground-time<br />

periods can range between 20 and 36 hours;<br />

and<br />

• heavy maintenance – this requires significant<br />

ground-time in a hangar with extensive docking<br />

capability. Ground-time periods can range<br />

between 6 to 50 days depending on the type of<br />

heavy maintenance being performed.<br />

In addition to hangars, there is a need for support<br />

functions such as workshops, component stores<br />

and engine run facilities.<br />

9.2.2 Existing facilities and current capacity<br />

Existing dedicated maintenance hangar facilities<br />

are all located in the North-east sector. Aircraft<br />

maintenance activities undertaken at <strong>Sydney</strong> <strong>Airport</strong><br />

consist of the first two of the categories listed<br />

above. <strong>Sydney</strong> <strong>Airport</strong> is the home base for the<br />

Qantas international and domestic network and<br />

there is significant aircraft ground-time that can be<br />

used to undertake aircraft maintenance.<br />

Qantas currently holds a long term lease (expiring<br />

within the planning period) over a large area in the<br />

northern part of the North-east sector, known as<br />

the Qantas Jet Base. The Jet Base has a range of<br />

line and base maintenance facilities, including two<br />

engine run bays adjacent to the Northern Pond.<br />

Qantas also undertakes maintenance work for other<br />

carriers.<br />

Over time, the activities performed in the Jet Base<br />

have expanded with non-essential aircraft interface<br />

activities being performed on land beyond the<br />

<strong>Airport</strong> boundary. This trend to off-airport locations<br />

will continue as demand increases for aircraft<br />

parking areas on the airfield.<br />

Aircraft maintenance is also currently undertaken<br />

in the General Aviation Precinct in conjunction<br />

with fixed base operator (FBO) functions. Regional<br />

Express also has an aircraft maintenance presence<br />

in this Area.<br />

9.2.3 development concept<br />

The development concept provides for line and base<br />

maintenance facilities in four locations:<br />

• Qantas Jet Base area – six aircraft hangar<br />

bays can be retained and redeveloped in their<br />

existing locations. A new ‘hush’ hangar is<br />

proposed to replace the existing two ground<br />

running bays. A further two aircraft hangar<br />

bays could also be developed in this area;<br />

• North-east sector – Three wide-bodied aircraft<br />

hangar bays are proposed along Ross Smith<br />

Avenue;


• South-east sector – three wide-bodied aircraft<br />

hangar bays are proposed near the existing<br />

control tower. The development of this site<br />

is constrained by existing navigation aids,<br />

radars and operational clearance surfaces.<br />

The development of large hangars is therefore<br />

dependent on the progressive removal and/<br />

or replacement of the various radars and<br />

navigation aids over the planning period; and<br />

• South south-east sector – New General<br />

Aviation facilities are proposed.<br />

9.3 Ground support equipment<br />

Ground support equipment (GSE) includes a range<br />

of vehicles and equipment used to service aircraft<br />

on the apron. GSE includes such items as aircraft<br />

tugs, aircraft refuelling vehicles, catering vehicles,<br />

cabin service vehicles, container loaders, bulk cargo<br />

loaders, container dollies and tugs, unit load devices<br />

(ULDs) and aircraft waste disposal vehicles.<br />

Storage and staging of GSE at convenient locations<br />

relative to the aprons is important for efficient<br />

turnaround of aircraft. The actual area required<br />

is dependent on the number of each aircraft type<br />

served during peak periods and is provided partly on<br />

and partly off the aircraft stand area in dedicated<br />

GSE storage areas.<br />

The <strong>Master</strong> <strong>Plan</strong> allows for approximately<br />

95,000 sqm of dedicated GSE parking areas. The<br />

introduction of FEGPU and PCA will reduce the<br />

demand for GSE.<br />

Because of the nature of GSE equipment, it is<br />

necessary to provide some on-airport maintenance<br />

facilities to avoid the equipment being taken off<br />

airport for medium and minor maintenance.<br />

9.4 Flight catering<br />

There is a continued need for flight catering<br />

facilities to support airline operations. Currently,<br />

the only on-airport flight catering facility is located<br />

to the east of T2. Unlike many aviation-related<br />

activities, there is no specific requirement for flight<br />

catering facilities to be located on-airport or with<br />

direct airside access.<br />

There are currently three large off-airport facilities.<br />

Off-airport catering facilities require airside gate<br />

access for food transport vehicles. The development<br />

concept for the <strong>Master</strong> <strong>Plan</strong> would require the<br />

current on-airport facility to be demolished to permit<br />

expansion of T2 to the east. The <strong>Master</strong> <strong>Plan</strong><br />

assumes that flight catering facilities will continue<br />

to operate in the main from off-airport locations,<br />

and access the <strong>Airport</strong> via a combination of the<br />

public road system and enhanced airside security<br />

access points.<br />

9.0 Aviation Support Facilities and utilities – <strong>Master</strong> <strong>Plan</strong> Concept<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

9.5 utilities<br />

<strong>Sydney</strong> <strong>Airport</strong> is served by a range of utilities,<br />

including electricity, gas, telecommunications,<br />

water supply, recycled water, sewerage and<br />

stormwater drainage. The <strong>Sydney</strong> Water<br />

Corporation’s Southern and Western Suburbs Ocean<br />

Outfall Sewers (SWSOOS) also traverses the airport<br />

site. As development takes place in various sectors<br />

of the <strong>Airport</strong>, utilities are proposed to be upgraded<br />

accordingly.<br />

9.5.1 Electricity<br />

<strong>Sydney</strong> <strong>Airport</strong> is connected to the electricity grid<br />

by EnergyAustralia (EA) at two locations. From<br />

these supply locations, <strong>Sydney</strong> <strong>Airport</strong> owns and<br />

maintains two 10.25kV medium voltage networks<br />

feeding the Domestic and International precincts<br />

respectively. Agreed supply capacity from EA to<br />

the <strong>Sydney</strong> <strong>Airport</strong> medium voltage systems is<br />

59.5MVA.<br />

Over the planning period, total power demand<br />

is forecast to increase from 42 MVA but is<br />

not expected to exceed 87MVA. To meet this<br />

increasing demand, negotiations with EA have<br />

indicated that a new 132kV zone substation may be<br />

required allowing an existing supply substation to<br />

be retired.<br />

The substation is proposed to be built at Ross<br />

Smith Avenue to cater for demand for all sectors<br />

of <strong>Sydney</strong> <strong>Airport</strong> except the International Precinct.<br />

This substation is proposed to be initially equipped<br />

with two 132/11kV 45MVA transformers to supply<br />

the forecast demand and is proposed to include<br />

space to add a third 45MVA transformer should<br />

future long-term growth in demand dictate.<br />

Developments in the South-east and South<br />

south-east sectors will require the installation of<br />

new electricity networks. In addition to supply<br />

augmentations during the planning period, <strong>Sydney</strong><br />

<strong>Airport</strong> proposes to continue to explore demand side<br />

management options and to monitor the feasibility<br />

of alternative supply options including co-generation<br />

as developments are considered.<br />

In accordance with CASA and ICAO requirements,<br />

<strong>Sydney</strong> <strong>Airport</strong> will continue to supply emergency<br />

standby power for aviation facilities. The current<br />

capacity of these generating systems is 12MVA<br />

across the <strong>Airport</strong>.<br />

9.5.2 water supply<br />

<strong>Sydney</strong> <strong>Airport</strong>’s water is supplied at the Domestic<br />

and International Precincts from <strong>Sydney</strong> Water<br />

mains. At both locations, tanks and pumps<br />

provide pressure and capacity for domestic and<br />

81


fire services. Over the planning period, increased<br />

development over the site will require additional or<br />

upgrading of pumps and increased storage in both<br />

the International and Domestic precincts.<br />

Limited infrastructure exists in the Southern<br />

sectors of the airport. As development occurs<br />

in these sectors, supply infrastructure will be<br />

installed.<br />

A number of options are currently being<br />

investigated to meet increasing demand. <strong>Sydney</strong><br />

<strong>Airport</strong> is finalising an Integrated Water Cycle<br />

Management Strategy Study for a range of water<br />

conservation and reuse options. The Strategy<br />

is expected to include a recycled water scheme<br />

consisting of Recycled Water Treatment <strong>Plan</strong>ts to<br />

mine sewage from the International and Domestic<br />

Precincts to supply non-potable water demands<br />

around the <strong>Airport</strong>. Initially, the scheme is<br />

proposed to supply the International Terminal for<br />

toilet flushing, irrigation and cooling tower makeup<br />

water. Ultimately, the Domestic precinct and<br />

southern sectors will be supplied with recycled<br />

water from a second Recycled Water Treatment<br />

<strong>Plan</strong>t that is proposed in the South-east sector.<br />

Groundwater extraction was investigated as a<br />

supplementary source for the proposed recycled<br />

water supply but is not considered environmentally<br />

appropriate or suitable at this time.<br />

<strong>Sydney</strong> <strong>Airport</strong> is currently reassessing the<br />

required potable water infrastructure upgrades in<br />

the light of changes to future development and<br />

the proposed recycled water supply. Options<br />

being investigated include upgrades to pumps and<br />

increased storage in both the International and<br />

Domestic precincts, potable ring main connections<br />

between sectors, and additional <strong>Sydney</strong> Water<br />

connection points. The potential ring main<br />

connections would improve security of supply to<br />

both the International precinct and the southern<br />

sectors.<br />

<strong>Sydney</strong> <strong>Airport</strong> has invested in a remote water<br />

monitoring system to assist in the management<br />

of its water reticulation network to manage water<br />

use and provide early leak detection in both the<br />

International and Domestic Precincts. This system<br />

is expected to be continually expanded over<br />

time to include a wider network and all tenanted<br />

areas. Valuable data and feedback of water<br />

efficiency measures implemented to reduce water<br />

consumption can then be obtained. As the system<br />

expands over time new ideas and technology will<br />

be explored to assist both SACL and tenants to<br />

minimise water consumption and maximise water<br />

use efficiency.<br />

82<br />

9.5.3 Sewerage<br />

Two sewerage networks currently operate at<br />

<strong>Sydney</strong> <strong>Airport</strong> in the Domestic and International<br />

precincts. These systems both involve gravity<br />

mains servicing the developed areas feeding into<br />

deep sewer pump stations. These pump stations<br />

feed into the SWSOOS, which traverses the site.<br />

As demand grows in these sectors, there will be a<br />

need to augment the existing gravity mains, and to<br />

increase the capacity of the existing sewer pump<br />

stations and rising mains. Analysis undertaken by<br />

SACL’s consultants indicate that the SWSOOS will<br />

be able to accept the increased demand.<br />

Developments in the South-east and South<br />

South-east sectors require the installation of new<br />

sewerage infrastructure reticulation networks.<br />

9.5.4 Gas<br />

Gas is supplied to facilities in the International and<br />

Domestic precincts. The airport is well supplied<br />

with a major high pressure gas main located along<br />

the perimeter. This main is expected to be capable<br />

of meeting demand over the planning period.<br />

9.5.5 Stormwater<br />

Extensive stormwater systems exist in the<br />

Domestic and International precincts. In these<br />

precincts, most of the areas that are expected<br />

to be developed during the planning period<br />

are already paved and served by stormwater<br />

networks. These networks may require local<br />

modifications as developments proceed.<br />

Development of additional aircraft parking<br />

positions at the Northern Pond area is likely to<br />

require implementation of an integrated domestic<br />

area stormwater strategy. This strategy may<br />

involve the provision of various landside on-site<br />

detention systems to control stormwater discharge<br />

to the Northern Pond.<br />

The South-east, South south-east and Southwest<br />

sectors currently have minimal stormwater<br />

infrastructure. Developments in these areas may<br />

require the installation of additional stormwater<br />

systems.<br />

SACL has recently installed several Gross Pollutant<br />

Traps and flame traps on major stormwater<br />

outlets and are also implementing the following<br />

development controls on new development to<br />

mitigate any impacts on the stormwater systems:<br />

• Roof water harvesting from new buildings<br />

(SACL-owned) where a recycled water supply<br />

is not available; and


• Enforcement of revised Water Efficiency<br />

Sustainable development guidelines for non-<br />

SACL-owned developments.<br />

9.5.6 Telecommunications<br />

Optical fibre communications networks have been<br />

installed across the airport. The external network<br />

facilitates the use of the <strong>Airport</strong> Management<br />

System, including critical operational and security<br />

functions.<br />

A second secure optical fibre network has been<br />

installed to the airside of the <strong>Airport</strong> for airfield<br />

lighting control and monitoring, interfaces with<br />

operational equipment including transmissometers<br />

and security systems.<br />

The networks are proposed to be extended into<br />

new developments as these are constructed.<br />

<strong>Sydney</strong> <strong>Airport</strong> manages the installation of<br />

telecommunications including cabling (voice,<br />

video, data), mobile telephone, wireless<br />

technology infrastructure across the <strong>Airport</strong>, and<br />

provides commercial access to third parties on the<br />

external network.<br />

9.0 Aviation Support Facilities and utilities – <strong>Master</strong> <strong>Plan</strong> Concept<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

83


10.0<br />

landside Access –<br />

<strong>Master</strong> <strong>Plan</strong> Concept<br />

10.1 Transport setting 87<br />

10.2 Transport infrastructure responsibilities 87<br />

10.3 Sustainable transport 89<br />

10.4 Strategic road planning 90<br />

10.5 International precinct 91<br />

10.6 Domestic precinct 91<br />

10.7 Logistic precinct access 92<br />

10.8 Southern sectors 92<br />

10.9 Disability access 92


10.0 landside Access – <strong>Master</strong> <strong>Plan</strong> Concept<br />

<strong>Sydney</strong> <strong>Airport</strong> is arguably the single most important piece of transport<br />

infrastructure in Australia today. As Australia’s international gateway<br />

and an integrated transport hub, the airport facilitates the exchange of<br />

freight and passengers, and all the associated benefits that flow from<br />

aviation travel. The need to ensure all users have convenient landside<br />

access to <strong>Sydney</strong> <strong>Airport</strong> is therefore vital. With existing transport<br />

infrastructure – including a rail passenger line serving two on-airport<br />

stations and public interchanges serving buses, coaches, mini-buses,<br />

taxis and limousines – non-private car access to <strong>Sydney</strong> <strong>Airport</strong> already<br />

exceeds 50% of all trips. <strong>Sydney</strong> <strong>Airport</strong> aims to improve on this, as<br />

well as work closely with governments to facilitate the timely provision<br />

of necessary upgrades to motorway and other road infrastructure.<br />

10.1 Transport setting<br />

<strong>Sydney</strong> <strong>Airport</strong>’s proximity to the <strong>Sydney</strong><br />

CBD provides <strong>Sydney</strong> and NSW with a unique<br />

advantage. Being only eight kilometres from the<br />

CBD, <strong>Sydney</strong> <strong>Airport</strong>’s location results in extremely<br />

efficient travel times to and from the airport. This is<br />

important because, as a long haul destination, most<br />

passengers have already been travelling for many<br />

hours before touching down at <strong>Sydney</strong>.<br />

10.1.1 Road network<br />

The M5 East Motorway, Eastern Distributor,<br />

Southern Cross Drive, General Holmes Drive and<br />

O’Riordan Street form the main vehicular access<br />

routes to <strong>Sydney</strong> <strong>Airport</strong>. Arterial road access to<br />

the International precinct is provided by <strong>Airport</strong><br />

Drive, Marsh Street and to the Domestic Precinct<br />

by the Qantas Drive/Joyce Drive/O’Riordan Street<br />

intersection.<br />

<strong>Airport</strong> Drive/Qantas Drive, which forms the<br />

northern boundary of the <strong>Airport</strong> and is located<br />

on airport land and maintained by <strong>Sydney</strong> <strong>Airport</strong>,<br />

forms an important element of the southern <strong>Sydney</strong><br />

arterial road network. In conjunction with provision<br />

of airport user access, <strong>Sydney</strong> <strong>Airport</strong> is committed<br />

to maintaining general public accessibility to <strong>Airport</strong><br />

Drive/Qantas Drive.<br />

10.1.2 Public transport<br />

Passengers can access <strong>Sydney</strong> <strong>Airport</strong> using the<br />

<strong>Airport</strong> Link train line, public buses, mini buses,<br />

taxis and hire cars.<br />

1 Infrastructure Australia, A Report to the Council of Australian Governments, December 2008 pages 12, 13<br />

The <strong>Airport</strong> Link services travel from International<br />

and Domestic Stations to City Circle stations within<br />

the <strong>Sydney</strong> CBD and via the <strong>Airport</strong> and East<br />

Hills Line to Campbelltown and Macarthur. The<br />

<strong>Airport</strong> Link also provides an inter-terminal transfer<br />

facility for passengers transferring between the<br />

International and Domestic terminals.<br />

Public bus routes 400 and 410 stop at <strong>Sydney</strong><br />

<strong>Airport</strong>, although only the 400 service stops at<br />

the airport’s passenger terminals. These services<br />

connect <strong>Sydney</strong> <strong>Airport</strong> to Rockdale, Burwood and<br />

Bondi Junction.<br />

Taxis are a major transport mode for access to<br />

<strong>Sydney</strong> <strong>Airport</strong>, providing for a quarter of all<br />

international and a third of all domestic passenger<br />

trips. Mini-buses link <strong>Sydney</strong> <strong>Airport</strong> to the majority<br />

of hotels nearby and further afield.<br />

Cycle routes are provided along the Alexandra<br />

Canal, on the north side of <strong>Airport</strong> Drive and via the<br />

Giovanni Brunetti Bridge. The cycle routes provide a<br />

means of access to <strong>Sydney</strong> <strong>Airport</strong>.<br />

10.2 Transport infrastructure<br />

responsibilities<br />

Infrastructure Australia 1 has described the<br />

responsibilities for the various types of transport<br />

infrastructure in Australia as follows:<br />

87


Table 10.1 Infrastructure responsibilites<br />

level of<br />

Government<br />

88<br />

Economic<br />

infrastructure<br />

Commonwealth Railways (shared)<br />

Roads (national, local) (shared)<br />

State Railways (shared)<br />

Roads (urban, rural, local)<br />

(shared)<br />

Public transport<br />

Local Roads (local) (shared)<br />

As the <strong>Airport</strong> Lessee Company for <strong>Sydney</strong><br />

<strong>Airport</strong>, SACL also owns and maintains various<br />

publicaly accessible roadways including Qantas/<br />

<strong>Airport</strong> Drive (which now forms an important<br />

element of the southern <strong>Sydney</strong> arterial road<br />

network) and Ross Smith Avenue, connecting<br />

the eastern sectors of the airport. The demand<br />

on transport infrastructure to and from <strong>Sydney</strong><br />

<strong>Airport</strong> must be looked at in the broader context of<br />

the NSW Government’s long term plan to maintain<br />

<strong>Sydney</strong>’s role as Australia’s Global City, outlined<br />

in the Metropolitan Strategy. This Strategy<br />

identifies a Global Economic Corridor stretching<br />

from Macquarie Park, through the <strong>Sydney</strong> CBD to<br />

<strong>Sydney</strong> <strong>Airport</strong> and Port Botany which it describes<br />

as the “the powerhouse of <strong>Sydney</strong> and Australia’s<br />

economy.” 2<br />

Ensuring convenient access to <strong>Sydney</strong> <strong>Airport</strong> and<br />

minimising traffic congestion on motorways and<br />

other roads around <strong>Sydney</strong> <strong>Airport</strong> is therefore<br />

important. With the publication of the <strong>Airport</strong><br />

Ground Travel <strong>Plan</strong> (AGTP) in 2006, <strong>Sydney</strong><br />

<strong>Airport</strong> has demonstrated its commitment<br />

to exploring innovative ways to improve the<br />

sustainable transport options for passengers,<br />

airport staff and visitors travelling to and from<br />

<strong>Sydney</strong> <strong>Airport</strong>. The objective of the AGTP is<br />

to “identify and target specific opportunities to<br />

promote non-car modes of access to and from<br />

<strong>Sydney</strong> <strong>Airport</strong>, and to encourage a shift to more<br />

sustainable transport modes.” Pursuing and<br />

implementing the sustainable transport options<br />

identified in the AGTP in consultation with key<br />

stakeholders will help to ease traffic congestion<br />

on the road network surrounding the airport and<br />

assist in encouraging a modal shift in favour of<br />

public transport for access to <strong>Sydney</strong> <strong>Airport</strong>.<br />

However, it is recognised that <strong>Sydney</strong> <strong>Airport</strong> can<br />

only achieve this objective in co-operation with<br />

others. As outlined by Infrastructure Australia, in<br />

NSW, the responsibility for providing transport<br />

infrastructure in the <strong>Sydney</strong> metropolitan area lies<br />

primarily with the NSW Government. During the<br />

preparation of the <strong>Master</strong> <strong>Plan</strong>, and throughout<br />

the public consultation period and beyond, <strong>Sydney</strong><br />

<strong>Airport</strong> has closely consulted with key transport<br />

infrastructure agencies of the NSW Government<br />

including the Department of Premier and Cabinet<br />

(Office of the Coordinator General), NSW Ministry<br />

of Transport, NSW Roads and Traffic Authority,<br />

CityRail and the State Transit Authority.<br />

Regional transport links to Port Botany, <strong>Sydney</strong><br />

<strong>Airport</strong> and designated growth centres, including<br />

Cooks Cove and Green Square also require<br />

improvements over the planning period to meet<br />

future needs. <strong>Sydney</strong> <strong>Airport</strong> encourages,<br />

and is working collaboratively with, the NSW<br />

Government and other stakeholders to:<br />

• improve public transport services to and from<br />

the <strong>Airport</strong>;<br />

• improve truck routes around the <strong>Airport</strong>;<br />

• increase the use of rail for Port Botany freight<br />

movements; and<br />

• improve motorway connections to <strong>Sydney</strong><br />

<strong>Airport</strong>, through regional links such as the M4<br />

Extension and improvements to the M5 East<br />

Motorway.<br />

<strong>Sydney</strong> <strong>Airport</strong>’s significant on going private<br />

investment in the nationally significant aviation<br />

and related infrastructure at <strong>Sydney</strong> <strong>Airport</strong> should<br />

be supported by parallel investment in off airport<br />

infrastructure by the NSW Government – with<br />

Australian Government support as appropriate<br />

through the Building Australia Fund. In particular,<br />

it is considered that enhanced ground transport<br />

infrastructure, including improvements to rail<br />

and road infrastructure, are needed. Such<br />

infrastructure investment will ensure that traffic<br />

congestion on the road network surrounding<br />

<strong>Sydney</strong> <strong>Airport</strong> and throughout the sub-region<br />

is minimised. Importantly, such infrastructure<br />

investment will help to ensure the benefits of<br />

growth throughout <strong>Sydney</strong>’s designated Global<br />

Economic Corridor are secured for the people of<br />

<strong>Sydney</strong>, NSW and Australia.<br />

2 NSW Government (Department of <strong>Plan</strong>ning), East Subregion: Draft Subregional Strategy (July 2007) and South Subregion: Draft Subregional Strategy (December 2007)


As indicated in Chapter 4, it is estimated that in<br />

just one year, the jobs provided or generated by<br />

<strong>Sydney</strong> <strong>Airport</strong> will deliver around $286 million<br />

in payroll tax revenue to the NSW Government,<br />

or more than $1.2 billion over the next four<br />

years. Over the 20 year planning period, the total<br />

contribution to NSW Government revenue will be<br />

several billion dollars.<br />

10.3 Sustainable transport<br />

<strong>Sydney</strong> <strong>Airport</strong>’s AGTP aims to promote noncar<br />

modes of access to and from <strong>Sydney</strong> <strong>Airport</strong><br />

and, in particular, public transport and cycling.<br />

The AGTP was the first major ground transport<br />

statement from an Australian airport and it aims<br />

to address the issue of sustainable access for<br />

passengers, visitors and staff. The AGTP has<br />

identified a range of sustainable short, medium and<br />

long term initiatives to provide all travellers with<br />

efficient modes of transportation to and from the<br />

<strong>Airport</strong>.<br />

Mode share proportions identified from research<br />

undertaken for the AGTP are presented in Figure<br />

10.1. This graphic shows that non-private car<br />

travel to the airport represents more than 50% of<br />

all trips by passengers and staff. This exceeds<br />

the <strong>Sydney</strong> average for the same classification of<br />

modes which was recorded as 31% for all trips in<br />

the 2006 Household Travel Survey3 .<br />

Figure 10.1 Mode share for access<br />

to <strong>Sydney</strong> <strong>Airport</strong><br />

Source: <strong>Airport</strong> Ground Travel <strong>Plan</strong> Scoping Study, July 2005<br />

Rental 5%<br />

Car Drop Off 15%<br />

Park Car 29%<br />

Other 1%<br />

Bus 4%<br />

Minibus 10%<br />

Train 11%<br />

Taxi 25%<br />

10.0 landside Access – <strong>Master</strong> <strong>Plan</strong> Concept<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

<strong>Sydney</strong> <strong>Airport</strong> is committed to working with<br />

the NSW Government and transport operators<br />

to develop secure, reliable, cost effective and<br />

sustainable transport options – particularly<br />

public transport and cycling – for the local<br />

community and travelling public. In planning for<br />

the International and Domestic Precincts, through<br />

the completed AGTP, <strong>Sydney</strong> <strong>Airport</strong> is committed<br />

to increasing the public transport mode share by a<br />

further five per cent by 2024.<br />

As one step to achieve this, <strong>Sydney</strong> <strong>Airport</strong><br />

aims to improve access to and enhance public<br />

transport facilities at the <strong>Airport</strong>, ensuring that<br />

each transport interchange is clean, accessible<br />

and secure to improve the quality of experience<br />

for public transport users. This will be combined<br />

with improvements to directional signage that will<br />

enhance legibility and accessibility that will in turn<br />

increase awareness of public transport services.<br />

The forecast increase in passengers using<br />

<strong>Sydney</strong> <strong>Airport</strong> (see Chapter 5), together with<br />

the projected increase in mode share by public<br />

transport, provides an opportunity for a substantial<br />

increase in the number of passengers using train<br />

services to <strong>Sydney</strong> <strong>Airport</strong>. The NSW Government<br />

‘Clearways’ program provides the opportunity to<br />

increase the number of rail services to the airport<br />

from 12 to 20 trains per hour in each direction.<br />

<strong>Sydney</strong> <strong>Airport</strong> supports the NSW Government<br />

program to improve passenger rail services to the<br />

airport.<br />

Other recommended improvements to the train<br />

services include extending off-peak operating<br />

hours to encourage use by shift staff and<br />

improving connections at Wolli Creek for upgraded<br />

Cronulla line trains which provide commuter<br />

access to a significant staff catchment area.<br />

<strong>Sydney</strong> <strong>Airport</strong> also encourages the introduction<br />

of new rail-based products such as a dedicated<br />

<strong>Airport</strong> Shuttle running directly from the <strong>Sydney</strong><br />

CBD to the <strong>Airport</strong> and improved connecting<br />

services from Western <strong>Sydney</strong> and other centres<br />

such as the Central Coast, Newcastle and<br />

Wollongong.<br />

To help maximise the use of these additional train<br />

services (especially by airport employees), <strong>Sydney</strong><br />

<strong>Airport</strong> has identified and responded to an issue<br />

of concern with respect to the <strong>Airport</strong> Rail Link,<br />

the private operator of the Green Square, Mascot,<br />

Domestic <strong>Airport</strong> and International <strong>Airport</strong> stations<br />

on CityRail’s <strong>Airport</strong> and East Hills line. <strong>Sydney</strong><br />

<strong>Airport</strong> has made a submission to the NSW<br />

3 For trips by residents in the <strong>Sydney</strong> Statistical Division on an Average Weekday (2006 Household Travel Survey Summary Report, 2008 Release, Transport Data Centre)<br />

89


Independent Pricing and Regulatory Tribunal (IPART)<br />

Review of CityRail Fares <strong>2009</strong>-2012 concerning the<br />

fare structure that applies to the users of these four<br />

stations.<br />

The fare structure for passengers using these<br />

stations, when compared to the fare structure<br />

for passengers using CityRail’s overall network,<br />

is inequitable. It price discriminates against those<br />

workers, residents and visitors who choose to use<br />

rail transport in this part of <strong>Sydney</strong> and therefore<br />

discourages rail patronage to <strong>Sydney</strong> <strong>Airport</strong> and,<br />

more generally, a part of <strong>Sydney</strong> that is experiencing<br />

strong employment and population growth. This<br />

contributes to existing traffic congestion. Reforming<br />

the fare structure for the <strong>Airport</strong> Rail Line will<br />

increase the number of people using the line and<br />

these stations. In turn, this will:<br />

• produce significant benefits for people who<br />

use the <strong>Airport</strong> and East Hills Line, and Eastern<br />

Suburbs and Illawarra Line and who live or work<br />

in the areas where the four <strong>Airport</strong> Link stations<br />

are located;<br />

• reduce congestion on busy roads such as the<br />

M5, Princes Highway, Botany Road, O’Riordan<br />

Street and General Holmes Drive;<br />

• improve air quality and reduce greenhouse gas<br />

emissions by reducing vehicle use;<br />

• avoid the human and economic costs associated<br />

with road accidents and road damage; and<br />

• ensure existing transport infrastructure is used<br />

more efficiently than is the case now.<br />

<strong>Sydney</strong> <strong>Airport</strong> supports the NSW Government<br />

strategy to provide strategic bus corridors and<br />

improve bus accessibility to both International and<br />

Domestic Precincts. Three such new corridors are<br />

proposed to provide enhanced access to <strong>Sydney</strong><br />

<strong>Airport</strong> from Miranda, Hurstville and Burwood-<br />

Campsie. The AGTP estimates that well over 50%<br />

of the people who work at <strong>Sydney</strong> <strong>Airport</strong> live in<br />

these areas and so would benefit from the provision<br />

of new bus services. In addition, <strong>Sydney</strong> <strong>Airport</strong> is<br />

currently investigating options to provide designated<br />

bus shuttles to other local centres.<br />

<strong>Sydney</strong> <strong>Airport</strong> encourages cycling by providing<br />

secure cycle parking, lockers and shower facilities.<br />

<strong>Sydney</strong> <strong>Airport</strong> is committed to working with<br />

local councils to enhance/extend cycle routes and<br />

crossings in the surrounding area.<br />

The NSW Government’s Draft East Sub-regional<br />

Strategy identifies action to increase active transport<br />

modes. TravelSmart programs provide information<br />

and education to encourage travel choices that<br />

90<br />

support sustainable travel. <strong>Sydney</strong> <strong>Airport</strong> welcomes<br />

the NSW Government’s commitment to develop and<br />

implement a TravelSmart voluntary travel behaviour<br />

program for the <strong>Airport</strong> and environs in accordance<br />

with Action D3.3.1 of the Draft East Sub-regional<br />

Strategy.<br />

<strong>Sydney</strong> <strong>Airport</strong> is committed to regular updates<br />

of the AGTP to validate the short, medium and<br />

long term initiatives. One such measure currently<br />

being considered is the introduction of an airportoriented<br />

web-based portal similar to TravelSmart for<br />

employers, employees and passengers that includes<br />

trip planning information and resources.<br />

10.4 Strategic road planning<br />

The recently released Draft City of <strong>Sydney</strong><br />

Subregional Strategy acknowledged the role of<br />

<strong>Sydney</strong> <strong>Airport</strong> and Port Botany as economic<br />

gateways and the need for metropolitan-wide<br />

transport connections.<br />

At a metropolitan scale, the NSW Government will<br />

work with local government and the Australian<br />

Government to plan connections between the<br />

<strong>Sydney</strong> metropolitan region and its surrounding<br />

regions of the Hunter, Illawarra, Blue Mountains and<br />

the Central Coast, and the economic gateways of<br />

<strong>Sydney</strong> <strong>Airport</strong> and Port Botany (NSW Department<br />

of <strong>Plan</strong>ning 2008).<br />

The Foreshore Road/General Holmes Drive/M5<br />

East Motorway road link, which borders and<br />

passes under part of the <strong>Airport</strong>, forms part of the<br />

national road network recognised by the Australian<br />

Government’s Auslink program. The National Land<br />

Transport (AusLink) Network is a single integrated<br />

network of land transport linkages of strategic<br />

national importance, which is funded by Australian,<br />

State and Territory Governments.<br />

<strong>Sydney</strong> <strong>Airport</strong> is currently engaged in discussion<br />

with the NSW Government’s Roads and Traffic<br />

Authority on external road planning issues. <strong>Plan</strong>ning<br />

and investigations by the NSW Government have<br />

commenced on the M4 Motorway Extension and<br />

the M5 East Transport Corridor Study. <strong>Sydney</strong><br />

<strong>Airport</strong> supports and encourages the construction<br />

of strategic road links in the region which improve<br />

access to <strong>Sydney</strong> <strong>Airport</strong> and Port Botany. These<br />

projects were short-listed for priority funding by<br />

the Infrastructure Australia report to the Council<br />

of Australian Governments in December 2008.<br />

Although these road projects are progressing, the<br />

exact timing of their completion is uncertain. More<br />

detailed consideration will be provided in future<br />

<strong>Master</strong> <strong>Plan</strong>s for <strong>Sydney</strong> <strong>Airport</strong>.


Incremental expansion may be required over<br />

the planning period for regional road access<br />

infrastructure including:<br />

• widening of Joyce Drive and General Holmes<br />

Drive between Mill Pond Road and O’Riordan<br />

Street by one lane in each direction;<br />

• widening of <strong>Airport</strong> Drive/Qantas Drive by one<br />

lane in each direction;<br />

• improving capacity at the Mill Pond Road right<br />

turn into General Holmes Drive; and<br />

• an extension of Wentworth Avenue to General<br />

Holmes Drive.<br />

The <strong>Master</strong> <strong>Plan</strong> recognises the traffic impacts on<br />

the surrounding road network that are likely to be<br />

generated by adjacent or nearby developments such<br />

as Cooks Cove, Green Square and the expansion<br />

of Port Botany, as well as the general increase in<br />

traffic arising from metropolitan growth and that<br />

associated with increased numbers of passengers<br />

using the <strong>Airport</strong>. Increases in residential and<br />

employment traffic from the growth centres<br />

will continue to increase the volume of cross<br />

regional non-airport related traffic on the key<br />

arterial roads surrounding the <strong>Airport</strong>, contributing<br />

to the potential for peak delays at key access<br />

points. <strong>Sydney</strong> <strong>Airport</strong> has therefore developed a<br />

package of measures to ameliorate the localised<br />

traffic impact and reduce congestion. However,<br />

the long term solution is the development of<br />

the necessary strategic network infrastructure<br />

described previously. As part of the <strong>Master</strong> <strong>Plan</strong><br />

review, traffic modelling of the adjacent road<br />

network indicates that, with the augmentation<br />

of the suggested regional roads, access for both<br />

airport and non-airport related vehicles can be<br />

accommodated during the peak periods.<br />

10.5 International precinct<br />

The current <strong>Master</strong> <strong>Plan</strong> review found that the<br />

strategy proposed in the <strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong><br />

<strong>Plan</strong> 03/04 will broadly meet future needs. Some<br />

increases in public bus, coach and mini bus, taxi,<br />

hire car and rental car parking facilities will be<br />

required to cater for growth in passengers to 2029.<br />

Improvements are proposed for the terminal<br />

precinct’s road access, egress and internal road<br />

networks. To facilitate the revised International<br />

Terminal layout, access roads may need to be<br />

realigned to the front of the car park/transport<br />

modules with new pedestrian links provided to the<br />

departures level.<br />

10.0 landside Access – <strong>Master</strong> <strong>Plan</strong> Concept<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

The existing taxi drop-off, holding and pickup<br />

facilities are proposed to be relocated and expanded<br />

within a multi-storey transport module in proximity<br />

to the terminal building, improving traffic flow<br />

efficiency by containing drop-off, holding areas<br />

and pick-up facilities within one structure to reduce<br />

the volume and time for circulating traffic on the<br />

precinct road network.<br />

The <strong>Master</strong> <strong>Plan</strong> proposes the consolidation of<br />

various surface car parking areas into multi-storey<br />

structures to maximise space available for aviation<br />

related uses.<br />

Three multi-storey transport structures at the<br />

International Terminal are proposed to provide for<br />

passengers (short-stay parking, long-stay parking<br />

and valet parking), rental cars, meeters and greeters<br />

facilities, limousines, employee parking, taxi<br />

facilities, mini-bus and public buses. The structures<br />

are likely to have a total capacity of approximately<br />

10,000 spaces.<br />

10.6 domestic precinct<br />

To improve traffic flows and to reduce congestion,<br />

access between the domestic precinct and the<br />

surrounding regional/arterial road system is<br />

proposed to be upgraded. This is proposed to<br />

be achieved by developing multiple entry/exit<br />

points with segregation of the main traffic flows<br />

including taxis, passenger drop-off and pick-up and<br />

passenger and staff parking. The likely points of<br />

access (illustrated in Figure S2) are:<br />

• existing Joyce Drive/O’Riordan Street<br />

intersection leading into Sir Reginald Ansett<br />

Drive – upgraded with grade separated egress<br />

from the airport onto Joyce Drive. This would<br />

primarily provide access for taxis, public<br />

transport and passenger long term parking;<br />

• existing General Holmes Drive/Lords Road<br />

intersection – upgraded to provide segregated<br />

access for passenger drop-off and pick-up. This<br />

entry would also provide access to the aircraft<br />

maintenance area and commercial areas on<br />

either side of Ross Smith Avenue; and<br />

• the Qantas Drive/Robey Street intersection is<br />

proposed to be upgraded with a new arm of the<br />

intersection leading south into the airport – this<br />

entry would also provide segregated access for<br />

passenger drop-off and pick-up as well as for<br />

staff parking.<br />

To improve the efficiency of transport movements,<br />

sections of the existing multi-storey car park in the<br />

Domestic Precinct may be replaced with a multimodal<br />

transport interchange. This interchange is<br />

proposed to include access to the Domestic Rail<br />

91


Station, public buses, taxi facilities, rental cars,<br />

limousines, valet parking and premium parking.<br />

The transport interchange may provide mid-level<br />

taxi holding facilities and ground level pickup<br />

facilities, improving passenger amenity and<br />

reducing the need for taxis to circulate within<br />

the precinct. Drop-off facilities for taxis would<br />

continue to be provided adjacent to the terminal<br />

buildings using an extended departures kerb.<br />

A new facility for picking-up and dropping-off<br />

passengers is proposed to be created close to the<br />

terminal structures with provision for a system<br />

to aid passenger connections to the terminal<br />

structure, such as a moving walkway. This facility<br />

would remove the need for private vehicles to<br />

circulate within the precinct road network while<br />

waiting for passengers.<br />

During the planning period, surface level car parks<br />

from other areas of <strong>Sydney</strong> <strong>Airport</strong> are expected<br />

to be consolidated into the domestic precinct to<br />

maximise the land available for aviation related<br />

uses (see Section 11.4). Additional multi storey<br />

car parking can be provided with provision for<br />

long and short term and staff parking. Total<br />

parking spaces in the sector are likely to grow to<br />

approximately 15,000 spaces.<br />

10.7 logistic precinct access<br />

To facilitate access to the planned <strong>Airport</strong><br />

Logistics Precinct north of <strong>Airport</strong> Drive, a new<br />

landside bridge over Alexandra Canal is proposed.<br />

A secure airside bridge may also be provided to<br />

link the airfield to this precinct.<br />

The existing signalised intersection from Qantas<br />

Drive to the Qantas Jetbase is proposed to be<br />

relocated to the west to provide landside access to<br />

the <strong>Airport</strong> Logistics Precinct.<br />

10.8 Southern sectors<br />

The <strong>Master</strong> <strong>Plan</strong> proposes bridged road<br />

connections across General Holmes Drive to<br />

improve access between the South south-east<br />

sector and South east-sector of the airport to<br />

improve connectivity for on-airport operations.<br />

10.9 disability access<br />

<strong>Sydney</strong> <strong>Airport</strong> will ensure that any new<br />

developments comply with the access<br />

requirements under the Disability Discrimination<br />

Act 1992.<br />

92


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93


11.0<br />

Commercial development –<br />

<strong>Master</strong> <strong>Plan</strong> Concept<br />

11.1 Introduction 97<br />

11.2 International precinct 97<br />

11.3 Domestic precinct 97<br />

11.4 Southern sectors 98<br />

11.5 Northern airport precinct 98


11.0 Commercial development –<br />

<strong>Master</strong> <strong>Plan</strong> Concept<br />

<strong>Sydney</strong> <strong>Airport</strong> is a crucial transport hub for <strong>Sydney</strong>. As demand for<br />

travel increases, modern economies expect and demand a range<br />

of services and facilities at these transport hubs to improve their<br />

travel experience and to support their businesses. <strong>Sydney</strong> <strong>Airport</strong><br />

will continue to support these initiatives as well as to contribute<br />

to the development of the NSW economy. Sustainable urban<br />

design principles will be a key requirement of all new commercial<br />

developments.<br />

11.1 Introduction<br />

Modern economies are highly reliant on<br />

transportation infrastructure. <strong>Sydney</strong> <strong>Airport</strong> will<br />

continue to be the most important international<br />

and domestic transportation hub in Australia and is<br />

likely to play an increasingly important role in the<br />

stimulation of economic development around<br />

the airport.<br />

It is expected that there will be growing demand<br />

to develop the areas around <strong>Sydney</strong> <strong>Airport</strong> to<br />

accommodate activities such as offices, car<br />

parks, hotels and convention centres (see Chapter<br />

4). <strong>Sydney</strong> <strong>Airport</strong> will consider commercial<br />

opportunities to complement these developments.<br />

Aviation activities require the use of the majority of<br />

<strong>Sydney</strong> <strong>Airport</strong>’s land. For remaining areas of the<br />

site, developments will be considered in accordance<br />

with the principle of ‘highest and best’ use.<br />

There are a number of commercial activities that<br />

can be located on land that may not be required<br />

for aviation activities until later in the planning<br />

period or on land not required for aviation activities.<br />

<strong>Sydney</strong> <strong>Airport</strong> will pursue development strategies<br />

that allow for delivery of the aviation needs shown<br />

in the <strong>Master</strong> <strong>Plan</strong>. This includes on going tenure<br />

reviews and the consideration and implementation<br />

of short or medium term and alternative uses.<br />

In addition to core aviation uses (such as runways<br />

and terminals), the <strong>Master</strong> <strong>Plan</strong> provides for a range<br />

of commercial land uses which not only support the<br />

airport’s function but also provide a degree of civic<br />

amenity. These uses include businesses or agencies<br />

which require facilities in close proximity to airport<br />

infrastructure such as administrative offices, airline<br />

and freight businesses, hotels, and car parking.<br />

Refer to Chapter 12 for further information on land<br />

use zonings.<br />

The airport planning and approval process,<br />

addresses regional planning context issues as well<br />

as sustainability, social and economic factors.<br />

Over the planning period, <strong>Sydney</strong> <strong>Airport</strong> will<br />

require increased emphasis on sustainable design in<br />

all commercial developments (see Section 14.2.2).<br />

11.2 International precinct<br />

Further multi-storey car parking expansions and<br />

other transport-related infrastructure will be<br />

provided as required to respond to the developing<br />

needs of the precinct and customer service<br />

demands. A variety of commercial developments are<br />

envisaged including offices, hotels, retail, service<br />

facilities and advertising signage to complement<br />

the highly active terminal forecourt of Australia’s<br />

premier gateway.<br />

The International precinct can accommodate<br />

demand for up to a total of 120,000 sqm of floor<br />

space (excluding the International Terminal), which<br />

will comprise of both the existing precinct built form<br />

and proposed future additions. It is envisaged that<br />

approximately 10,000 sqm of that floor space will<br />

be allocated for general retail purposes such as food<br />

and drink premises, convenience stores and the like.<br />

A waterfront development along the banks of the<br />

Cooks River may also occur that could incorporate<br />

pedestrian links to the adjacent approved Cooks<br />

Cove development.<br />

11.3 domestic precinct<br />

The Domestic precinct currently has a range<br />

of aviation support activities including aircraft<br />

maintenance, freight and general aviation operations<br />

being conducted mainly from leased sites. Car<br />

parking has been accommodated within multi-storey<br />

parking structures in proximity to T2 and T3.<br />

97


Terminal expansion is likely to progressively<br />

require the displacement of most existing aviation<br />

and other support functions. Further car park<br />

development to the east and north of the existing<br />

structures is proposed to meet an increased<br />

demand and to absorb support functions currently<br />

provided at-grade elsewhere in the precinct or on<br />

the airport.<br />

<strong>Plan</strong>ning provision has been made for meeting<br />

a variety of commercial demands including<br />

offices, hotels, retail, service facilities and<br />

advertising signage in this area. The precinct<br />

can accommodate demand for up to a total of<br />

120,000 sqm of commercial floor space (excluding<br />

the Domestic Terminal), which will comprise of<br />

the existing precinct built form and proposed<br />

future additions. It is envisaged that approximately<br />

15,000 sqm of that floor space will be allocated<br />

for general retail purposes such as food and drink<br />

premises, convenience stores and the like.<br />

11.4 Southern sectors<br />

The south-eastern parts of <strong>Sydney</strong> <strong>Airport</strong> (south<br />

of Runway 07/25 and east of Runway 16R/34L)<br />

form a strategic land reserve for medium to long<br />

term aviation activities This area is currently<br />

characterised by important navigation sites and<br />

low density commercial uses such as car rental<br />

support facilities and lower-cost car parking<br />

facilities. Over time, some of the navigation sites<br />

are expected to be vacated as new technology<br />

is introduced (see Chapter 6). Due to aviation<br />

development in this area, the medium to long<br />

term relocation of existing public long term and<br />

staff car parking and other vehicle storage to the<br />

International and Domestic precincts is likely to be<br />

required.<br />

It is expected that some aviation uses such<br />

as layover aircraft, GSE parking, aircraft<br />

maintenance and general aviation facilities will<br />

be established over time. Until the aviation use<br />

of this land reserve is required, these areas will<br />

remain available for commercial development.<br />

Some existing commercial uses may remain and<br />

intensify.<br />

Examples of commercial developments for these<br />

locations include road front activities addressing<br />

passer-by and traveller needs such as hotels,<br />

general retail, food outlets, vehicle service centres,<br />

advertisements and signage. Other areas could<br />

satisfy demand for uses such as aviation support,<br />

business park style offices, and light industrial.<br />

98<br />

Responding to on going local interest, <strong>Sydney</strong><br />

<strong>Airport</strong> is pursuing, convention, leisure and water<br />

access opportunities for the south-west sector.<br />

This has the potential to complement similar<br />

initiatives being considered by Rockdale City<br />

Council.<br />

11.5 Northern airport precinct<br />

Several land parcels north of the Alexandra Canal<br />

are owned by <strong>Sydney</strong> <strong>Airport</strong>. During the planning<br />

period, as a result of terminal expansions planned<br />

for the International and Domestic precincts,<br />

freight and airport logistics facilities and a number<br />

of other associated aviation and commercial<br />

support functions are proposed to be relocated to<br />

these lands.<br />

The establishment of freight and airport logistics<br />

facilities is expected to occur progressively.<br />

Examples of complementary uses proposed for<br />

the northern precinct includes light industrial,<br />

advertisement and signage, vehicle staging and<br />

parking uses.


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99


12.0<br />

land use Zoning <strong>Plan</strong><br />

12.1 Introduction 103<br />

12.2 Key planning and land use changes 103<br />

in <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

12.3 <strong>Airport</strong>s Act 1996 and associated regulations 104<br />

12.4 Land use zoning on <strong>Sydney</strong> <strong>Airport</strong> 104<br />

12.5 Zones 105<br />

12.6 Consistency with NSW statutory 111<br />

planning framework


12.0 land use Zoning <strong>Plan</strong><br />

<strong>Sydney</strong> <strong>Airport</strong>’s land use zoning proposal supports the <strong>Master</strong> <strong>Plan</strong><br />

Concept for the <strong>Airport</strong>. Land use proposals for the landside component<br />

of the <strong>Airport</strong> reflect the development objectives of the <strong>Master</strong> <strong>Plan</strong> as<br />

set out in Chapter 1. These objectives parallel the aims and objectives<br />

of section 5 of the NSW Environmental <strong>Plan</strong>ning and Assessment Act<br />

1979 to encourage sustainable management and economic use of the<br />

land resource.<br />

12.1 Introduction<br />

This <strong>Master</strong> <strong>Plan</strong> is a high-level, forward planning,<br />

strategic document which aims to provide a<br />

broad vision for the evolution of <strong>Sydney</strong> <strong>Airport</strong>.<br />

In this regard, the objective of the <strong>Master</strong> <strong>Plan</strong><br />

is to facilitate the physical growth and guide the<br />

development of <strong>Sydney</strong> <strong>Airport</strong> over the next<br />

20 years.<br />

This chapter of the <strong>Master</strong> <strong>Plan</strong> details the land<br />

use planning framework for proposed future<br />

development and operation of <strong>Sydney</strong> <strong>Airport</strong> by<br />

designating zones and identifying uses permissible<br />

with consent (as defined) within each zone. All<br />

proposed development on the airport site identified<br />

in the land use tables requires development consent.<br />

This chapter together with Appendix C demonstrates<br />

how the proposed on-site uses can be reconciled<br />

with the zones and land uses adjoining and adjacent<br />

to the <strong>Airport</strong>, identifying consistency with the NSW<br />

state planning systems, where practicable.<br />

12.2 key planning and land use<br />

changes in <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

<strong>Sydney</strong> <strong>Airport</strong> has an approximate total site area of<br />

900 hectares which is subject to the provisions of<br />

the <strong>Airport</strong>s Act 1996 and associated regulations.<br />

While there have been no major changes of direction<br />

in <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong>, some significant amendments<br />

have been made in relation to land use designation<br />

and zone rationalisation. Of particular note is the<br />

substantial reduction in the area of land being made<br />

available for interim land uses. Table 12.1 provides<br />

an overview of the land use changes.<br />

Table 12.1 land uses<br />

land uses <strong>Master</strong> <strong>Plan</strong> 03/04 <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

Area (ha) Percentage of<br />

total site area<br />

This shows that <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong> landuses, when<br />

compared to MP 03/04, have:<br />

• Increased the area of land zoned for aviation<br />

purposes from 86% to 91%;<br />

• Decreased the area of land zoned for interim,<br />

non-aviation development from 10% to 2%; and<br />

• Marginally increased land zoned for business<br />

development from 3% to 4%.<br />

The allocation of zones to land within the <strong>Airport</strong><br />

holding was based on demand from aviation land<br />

uses such as terminal extensions, aircraft stands,<br />

hangars, taxiways, and defined by operating and<br />

safety constraints such as obstacle limitation<br />

surfaces, navigational aid surfaces, and environment<br />

protection zones. Land reserved for logistics and<br />

business activities play a key role in supporting<br />

the aviation function through the development of<br />

supporting freight infrastructure, administrative<br />

facilities/offices and on-airport hotels.<br />

Residual parcels of land are reserved for interim<br />

uses or are remnant areas with minimal aviation<br />

utility, which may be used for appropriately scaled<br />

business opportunities. These residual parcels<br />

are predominantly located on the periphery of the<br />

airport and as such offer the opportunity to create a<br />

defined, soft edge to the airport as well as provide<br />

an appropriate transition zone between on-site and<br />

off-site land uses.<br />

While section 112 of the <strong>Airport</strong>s Act 1996 states<br />

that land use planning and the regulation of building<br />

works on an airport operates to the exclusion of<br />

State legislation, a conscious effort has been made<br />

to adopt, where practicable, the land use definitions<br />

Area (ha) Percentage of<br />

total site area<br />

Aviation activities (including<br />

terminal & logistics precincts)<br />

772 86% 819 91%<br />

Interim land uses 93 10% 19 2%<br />

Business activities 27 3% 33 4%<br />

Utilities environmental<br />

conservation<br />

8 1% 29 3%<br />

103


contained in the standard Local Environmental<br />

<strong>Plan</strong> now being used in NSW, in order to provide a<br />

greater degree of consistency, understanding and<br />

transparency in relation to proposed land uses on<br />

the <strong>Airport</strong>. This approach will also provide the<br />

<strong>Master</strong> <strong>Plan</strong> with long term currency.<br />

12.3 <strong>Airport</strong>s Act 1996 and<br />

associated regulations<br />

The <strong>Airport</strong>s Act 1996 (the Act) requires the<br />

<strong>Master</strong> <strong>Plan</strong> to identify <strong>Sydney</strong> <strong>Airport</strong>’s intentions<br />

for land use within the airport and related<br />

development of the leased area of the airport<br />

site where the uses and developments embrace<br />

in all cases – landside, surface access and land<br />

planning/zoning aspects.<br />

The <strong>Airport</strong>s Regulations 1997 provide land use,<br />

planning and building controls for Commonwealth<br />

leased airports. Part 5 of the Regulations state<br />

that the <strong>Master</strong> <strong>Plan</strong> must set out proposals in a<br />

similar format to that required by State or Territory<br />

legislation (as described above), specifically:<br />

‘For section 71 of the Act, an airport master<br />

plan must, in relation to the landside part of<br />

the airport, where possible, describe proposals<br />

for land use and related planning, zoning or<br />

development in an amount of detail equivalent<br />

to that required by, and using terminology<br />

(including definitions) consistent with that<br />

applying in, land use planning, zoning and<br />

development legislation in force in the State or<br />

Territory in which the airport is located’.<br />

As stated in section 12.2, the land use definitions<br />

(see Appendix D) and terminology used in NSW<br />

planning legislation have been used, where<br />

appropriate, to provide a level of detail and<br />

transparency.<br />

Additionally the <strong>Airport</strong>s Regulations 1997 specify<br />

that for subsection 71(5) of the Act a <strong>Master</strong> <strong>Plan</strong><br />

must address:<br />

‘any obligation that has passed to the relevant<br />

airport — lessee company under subsection<br />

22 (2) of the Act or subsection 26 (2) of the<br />

Transitional Act’.<br />

SACL is subject to a robust application assessment<br />

process prior to the construction of new<br />

development. The <strong>Airport</strong>s (Building Control)<br />

Regulations 1996 provides the provisions for<br />

establishing a system for approval of appropriate<br />

building activities on the airport site. Regulation<br />

2.05 of the <strong>Airport</strong>s (Building Control) Regulations<br />

1996 requires an application for approval<br />

of a building activity to include a statement<br />

104<br />

describing how the proposed building activity<br />

is consistent with both the <strong>Master</strong> <strong>Plan</strong> and the<br />

Environment Strategy. A statutory assessment<br />

of the environmental impacts created by new<br />

development is also undertaken by the <strong>Airport</strong><br />

Environment Officer (AEO). Further, an application<br />

for approval to carry out a building activity<br />

must be supported by a declaration by SACL to<br />

the effect that the proposed building activity is<br />

consistent with the <strong>Master</strong> <strong>Plan</strong> for the airport.<br />

Where proposed works are deemed to require<br />

a Major Development <strong>Plan</strong>, an environmental<br />

assessment and community consultation are<br />

undertaken prior to seeking (pursuant to section<br />

89 of the Act), approval from the Minister for<br />

Infrastructure, Transport, Regional Development<br />

and Local Government.<br />

Building activities at the airport require a building<br />

activity approval from the <strong>Airport</strong> Building<br />

Controller (ABC) who is advised by the AEO.<br />

Both the ABC and AEO are independent officers<br />

employed by the DITRDLG. In addition, a<br />

corresponding consent must also be granted by<br />

SACL. In this way all proposed developments<br />

are assessed through the same process and to<br />

determine whether the development is consistent<br />

with the <strong>Master</strong> <strong>Plan</strong>. This facilitates the<br />

independent assessment of development within<br />

the airport environment. SACL has an internal<br />

process for assessing development proposals<br />

which is described in more detail in Appendix E.<br />

12.4 land use zoning on <strong>Sydney</strong><br />

<strong>Airport</strong><br />

For the purpose of this <strong>Master</strong> <strong>Plan</strong>, <strong>Sydney</strong><br />

<strong>Airport</strong> has prepared a land use zoning plan (Figure<br />

12.1) and accompanying zoning tables to reflect<br />

appropriate land uses within the leased site and on<br />

adjacent land holdings owned by <strong>Sydney</strong> <strong>Airport</strong> to<br />

satisfy the provisions of section 71(6) of the Act<br />

which requires that the <strong>Master</strong> <strong>Plan</strong> must address<br />

the extent (if any) of consistency of its land<br />

use intentions with New South Wales planning<br />

schemes.<br />

In this regard, to satisfy section 71 of the Act<br />

and Part 5, Regulation 5.02(2) of the <strong>Airport</strong>s<br />

Regulations 1997, the NSW planning terminology<br />

and controls have been used from the Standard<br />

Instrument – Principal Local Environmental <strong>Plan</strong><br />

(NSW Department of <strong>Plan</strong>ning 2008) (known<br />

as the LEP Template), where practicable, to be<br />

as consistent as possible with, as opposed to<br />

compliant with, current NSW planning practice


The following zones and their nominated permissible<br />

uses (with consent) have been prepared having<br />

regard to:<br />

• <strong>Sydney</strong> <strong>Airport</strong>’s operational requirements, both<br />

current and future, including accessibility, and<br />

logistical requirements;<br />

• Land use compatibility, both internal and<br />

external to the site, considering the surrounding<br />

and adjoining natural and built environs; and<br />

• Commonwealth and NSW legislative framework<br />

for airport planning and land use planning as<br />

appropriate.<br />

Each of the land use zones is presented in the<br />

following section, along with a zone statement,<br />

zone objectives and the list of permissible uses<br />

under the particular zone. All proposed development<br />

on the airport site identified in the land use tables<br />

requires SACL’s consent.<br />

12.5 Zones<br />

12.5.1 land to which the land use Zone <strong>Plan</strong><br />

applies<br />

The Land Use Zones are depicted on the Land Use<br />

Zone <strong>Plan</strong> in Figure 12.1. The Land Use Zone <strong>Plan</strong><br />

identifies land within the boundaries of <strong>Sydney</strong><br />

<strong>Airport</strong>, and also identifies land holdings beyond the<br />

airport’s boundary owned by <strong>Sydney</strong> <strong>Airport</strong>. For<br />

the land holdings beyond the <strong>Airport</strong>, the zonings<br />

and permissible uses reflect those adopted by the<br />

relevant local government authority under the NSW<br />

planning system.<br />

Table 12.2 SP1 Aviation Activities and Aviation Support Facilities<br />

12.0 land use Zoning <strong>Plan</strong><br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

12.5.2 definitions<br />

The Dictionary, contained in Appendix D, defines<br />

terms for the purposes of this <strong>Master</strong> <strong>Plan</strong> and the<br />

nominated land uses based on, where practicable,<br />

definitions contained in the NSW LEP Template.<br />

However, in some instances, definitions have been<br />

altered or a new one prepared to adequately reflect<br />

airport operations.<br />

12.5.3 Zoning objectives<br />

Before SACL grants consent for any land use which<br />

is identified as being permissible within the relevant<br />

zone, it must have regard to the objectives of the<br />

relevant zone.<br />

12.5.4 Zoning of land to which this <strong>Master</strong><br />

<strong>Plan</strong> applies<br />

The following zoning provisions should be read<br />

in conjunction with the Zoning <strong>Plan</strong> (Figure 12.1)<br />

Where there are inconsistencies between current<br />

land use on <strong>Sydney</strong> <strong>Airport</strong> and the <strong>Master</strong> <strong>Plan</strong><br />

Concept as represented by the land use zonings<br />

depicted on Figure 12.1, the current land uses may<br />

continue and development of those sites and their<br />

curtilage for their current purpose shall be regarded<br />

as an additional permissible form of development on<br />

those sites.<br />

12.5.5 SP1 – Aviation Activity and Aviation<br />

Support Facility<br />

This zone (yellow on the Land Use Zoning <strong>Plan</strong>)<br />

primarily caters for aviation activities to meet<br />

aviation requirements currently and over the<br />

planning period.<br />

Objectives Permissible uses with Consent<br />

The objectives of the SP1 zone are to: advertisement<br />

Provide for aviation activities and aviation support facilities,<br />

advertising structure<br />

aircraft maintenance facility<br />

Facilitate compatible and ancillary functions within the zone provided aviation activity<br />

that development does not render the land unfit for aviation activites. aviation support facility<br />

Protect the long-term viability and operational efficiency of <strong>Sydney</strong><br />

car park<br />

<strong>Airport</strong> for its primary function,<br />

freight handling facility<br />

liquid fuel depot and distribution facility<br />

To ensure heritage items are appropriately considered and managed, navigational aids<br />

Coordinate the orderly and economic use and development of land<br />

office premises<br />

until such time as it is required for aviation activities or aviation<br />

parking space<br />

support facilities.<br />

passenger transport facility<br />

public administration building<br />

research station<br />

road<br />

service station<br />

signage<br />

temporary structure<br />

transfer corridor<br />

transport depot<br />

utility undertaking<br />

warehouse and distribution centre<br />

works depot<br />

105


Aviation activity, airfield operations and air freight<br />

volumes provide the fundamental basis for the<br />

planning of airport facilities. In this regard, the<br />

findings detailed in Chapters 5.0, 6.0 and 8.0 of<br />

this <strong>Master</strong> <strong>Plan</strong> have had significant influence on<br />

the land area that was required to be reserved for<br />

aviation activities and aviation support facilities.<br />

As such, the area (approximately 667 hectares)<br />

designated as SP1, representing 74% of the total<br />

site area, has been zoned to meet these operational<br />

requirements.<br />

In addition, development for the purposes of<br />

aviation support facilities, which maximise the<br />

efficiency of airport operations, are permissible<br />

within this zone. This includes any development<br />

that is ordinarily incidental or ancillary to<br />

development for those purposes.<br />

12.5.6 SP 2 – <strong>Airport</strong> Terminal and Support<br />

Services<br />

This zone (purple on the Land Use Zoning <strong>Plan</strong>)<br />

applies to the International and Domestic Terminal<br />

precincts.<br />

Table 12.3 SP2 <strong>Airport</strong> Terminal and Support Services<br />

106<br />

Growth of international and domestic traffic has<br />

required ongoing upgrade and expansion of the<br />

passenger terminals and their support activities<br />

(such as landside access, car parking and utilities).<br />

To accommodate the projected growth in traffic<br />

forecasts as detailed in Chapter 5.0 of the <strong>Master</strong><br />

<strong>Plan</strong> and the associated needs of the Terminal<br />

and Passenger Systems as detailed in Chapter<br />

7.0 of the <strong>Master</strong> <strong>Plan</strong>, both the international and<br />

domestic terminals are proposed to be extended<br />

during the planning period. Accordingly, the area<br />

(approximately 124 hectares) designated for SP2<br />

purposes, representing 14% of the total site area,<br />

has been zoned to meet these operational demands.<br />

Development to facilitate the provision of goods<br />

and services to meet the quality and standards that<br />

domestic and international travellers have come to<br />

reasonably expect from a world-class transport hub<br />

are also permissible in this zone.<br />

Objectives Permissible uses with Consent<br />

The objectives of the SP2 zone are to: advertisement<br />

Protect the long-term viability and operational efficiency of <strong>Sydney</strong><br />

advertising structure<br />

<strong>Airport</strong> for its primary function,<br />

amusement centre<br />

aviation activity<br />

Facilitate development of contemporary passenger terminals and aviation support facility<br />

related facilities for the handling, transfer and processing of<br />

business premises<br />

passengers that are capable of meeting the standards expected by car park<br />

domestic and international travellers as well as supporting the needs child care centre<br />

of <strong>Sydney</strong> <strong>Airport</strong>’s workforce,<br />

convenience store<br />

entertainment facility<br />

Encourage employment opportunities,<br />

food and drink premises<br />

Facilitate compatible and ancillary functions within the zone<br />

freight handling facility<br />

provided that development does not render the land unfit for aviation function centre<br />

activities.<br />

health care professional<br />

hotel or motel accommodation<br />

To ensure heritage items are appropriately considered and managed, kiosk<br />

Provide for aviation activities and support facilities.<br />

liquid fuel depot and distribution facility<br />

medical centre<br />

mixed use development<br />

navigational aids<br />

office premises<br />

parking space<br />

passenger transport facility<br />

public administration building<br />

restaurant<br />

retail premises<br />

road<br />

service station<br />

shop<br />

signage<br />

takeaway food and drink premises<br />

temporary structure<br />

tourist or visitor accommodation<br />

transfer corridor<br />

utility undertaking<br />

vehicle sales or hire premises<br />

works depot


12.5.7 SP 3 – <strong>Airport</strong> logistics<br />

This zone (orange on the Land Use Zoning <strong>Plan</strong>)<br />

applies to land for airport logistics.<br />

Freight volumes are projected to grow strongly<br />

over the planning period, as detailed in Chapter<br />

8.0 of this <strong>Master</strong> <strong>Plan</strong>. To accommodate and<br />

support the projected growth, an airport logistics<br />

zone has been created in the northern part of<br />

the airport (approximately 28 hectares) which<br />

represents 3% of the total site area.<br />

Table 12.4 SP3 <strong>Airport</strong> logistics<br />

12.0 land use Zoning <strong>Plan</strong><br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

Development to facilitate freight, logistical<br />

operations as well as other ancillary uses identified<br />

in Table 12.4 are permissible in this zone. Land<br />

located between the dashes as depicted on Figure<br />

12.1 is be reserved for the purposes of a road<br />

corridor.<br />

Objectives Permissible uses with Consent<br />

The objectives of the SP3 zone are to: advertisement<br />

Protect the long-term viability and operational efficiency of <strong>Sydney</strong><br />

advertising structure<br />

aircraft maintenance facility<br />

<strong>Airport</strong> for its primary function,<br />

animal boarding establishment<br />

Facilitate the development of freight services and airport logistics aviation activity<br />

aviation support facility<br />

Ensure development is compatible, where practicable, with<br />

business premises<br />

surrounding land uses in this area,<br />

car park<br />

Facilitate compatible and ancillary functions within the zone provided child care centre<br />

that development does not render the land unfit for aviation activities, freight handling facility<br />

hotel or motel accommodation<br />

To ensure heritage items are appropriately considered and managed. industrial retail outlet<br />

industry<br />

light industry<br />

liquid fuel depot and distribution facility<br />

navigational aids<br />

office premises<br />

parking space<br />

public administration building<br />

research station<br />

road<br />

self-storage units<br />

service station<br />

signage<br />

storage premises<br />

temporary structure<br />

transfer corridor<br />

transport depot<br />

utility undertaking<br />

vehicle sales or hire premises<br />

warehouse and distribution centre<br />

works depot<br />

12.5.8 SP4 – utilities Reservation<br />

This zone (light blue on the zoning map) applies<br />

to various portions of land surrounding the main<br />

area of the airport (approximately 2 hectares),<br />

representing less than 1% of the total site area,<br />

which essentially reflects current usage (refer to<br />

Chapter 9.0 of the <strong>Master</strong> <strong>Plan</strong>).<br />

Development consistent with the provision of<br />

infrastructure and softening the visual impact of<br />

such works is permissible with consent in this<br />

zone.<br />

107


Table 12.5 SP4 utilities Reservation<br />

Objectives Permissible uses with Consent<br />

The objectives of the SP4 zone are to: advertisement<br />

To accommodate special uses off the airport site that are<br />

consistent and compatible with surrounding development and<br />

land use zones,<br />

To ensure heritage items are appropriately considered and<br />

retained where practicable.<br />

12.5.9 AR1 – Aviation Reservation<br />

This zone (pink on the Land Use Zoning <strong>Plan</strong>) is<br />

reserved both for future aviation activities and<br />

aviation support facilities and will be incrementally<br />

released for aviation purposes over the next<br />

Table 12.6 AR1 Aviation Reservation<br />

108<br />

advertising structure<br />

recreation areas<br />

road<br />

utility undertaking<br />

20 years as it becomes operationally required.<br />

However, until such time as the land is required for<br />

aviation activities or aviation support facilities, this<br />

<strong>Master</strong> <strong>Plan</strong> will facilitate the highest and best use<br />

of the land during the intervening period.<br />

Objectives Permissible uses with Consent<br />

The objectives of the AR1 zone are to: advertisement<br />

Protect the long-term viability and operational efficiency of <strong>Sydney</strong><br />

advertising structure<br />

<strong>Airport</strong> for its primary function,<br />

aviation activity<br />

aviation support facility<br />

Co-ordinate the orderly and economic use and development of land business premises<br />

until such time as it is required for aviation activities or aviation car park<br />

support facilities,<br />

child care centre<br />

Integrate compatible aviation, business and industrial activities in convenience store<br />

accessible locations,<br />

educational establishment<br />

entertainment facility<br />

Encourage appropriate employment opportunities in accessible<br />

food and drink premises<br />

locations,<br />

freight handling facility<br />

Ensure that development will not render the land unfit for aviation function centre<br />

activities or aviation support facilities when it is required for these health care professional<br />

purposes,<br />

industrial retail outlet<br />

industry<br />

To ensure heritage items are appropriately considered and managed.<br />

kiosk<br />

landscape and garden supplies<br />

light industry<br />

liquid fuel depot and distribution facility<br />

medical centre<br />

mixed use development<br />

navigational aids<br />

office premises<br />

parking space<br />

passenger transport facility<br />

public administration building<br />

research station<br />

restaurant<br />

retail premises<br />

road<br />

self-storage units<br />

service station<br />

shop<br />

signage<br />

storage premises<br />

takeaway food and drink premises<br />

temporary structure<br />

tourist or visitor accommodation<br />

transfer corridor<br />

transport depot<br />

utility undertaking<br />

vehicle sales and hire premises<br />

warehouse and distribution centre<br />

wholesale supplies<br />

works depot


The area designated (approximately 19 hectares) for<br />

this purpose has been informed by the operational<br />

requirements of the airport for the planning period,<br />

as detailed in Chapters 5.0 to 10.0 inclusively and<br />

Chapter 13.0. This is a reduction of approximately<br />

75 hectares from the <strong>Master</strong> <strong>Plan</strong> 03/04, for land<br />

uses of this nature and now only represents 2% of<br />

the total site area.<br />

In this regard, there are a number of commercial<br />

activities that can be located on that land in the<br />

interim. SACL will pursue development strategies<br />

that allow for the necessary controls to ensure<br />

delivery of the aviation needs detailed throughout<br />

the <strong>Master</strong> <strong>Plan</strong>. This includes ongoing tenure<br />

reviews and the consideration and implementation<br />

of temporary and alternative uses.<br />

The non-aviation land uses identified in this zone are<br />

essentially land uses that are permitted with consent<br />

on a short to medium term basis.<br />

Particular Assessment Requirements<br />

Before development consent is granted within this<br />

zone for a use that is for non-aviation purposes, the<br />

consent authority must firstly be satisfied that the<br />

development of the kind being proposed will not<br />

render the land unfit for imminent aviation purposes<br />

and that appropriate provisions are in place to<br />

ensure that the land can be vacated as it becomes<br />

essential for aviation activities or aviation support<br />

facilities.<br />

12.5.10 b1 – business development<br />

This zone, (light green on the Land Use Zoning<br />

<strong>Plan</strong>), is dedicated to on-site business development.<br />

The operational requirements of the airport over<br />

the planning period have been detailed throughout<br />

the <strong>Master</strong> <strong>Plan</strong> and have been adequately provided<br />

for in the <strong>Master</strong> <strong>Plan</strong>’s zone plan. In this regard,<br />

the operating capacity of the <strong>Airport</strong> will not<br />

be compromised by the provision of a business<br />

development zone.<br />

Seven parcels of land, occurring primarily on the<br />

periphery of the airport holding (approximately 27<br />

hectares in total), have been identified as residual<br />

for any number of reasons, including but not limited<br />

to, matters such as:<br />

• Airfield access and connectivity – physical<br />

separation via roads, passenger terminals, built<br />

form and the like;<br />

• Navigation aids surfaces;<br />

• Obstacle Limitation Surface;<br />

• Ground access circulation of residual land; and<br />

• Depth.<br />

12.0 land use Zoning <strong>Plan</strong><br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

The respective approximate areas of these residual<br />

parcels are: 7 hectares (International Precinct), 9<br />

hectares (North-east sector along Joyce Drive), 11<br />

hectares (Southern sectors along General Holmes<br />

Drive). Collectively, the B1 zone represents 3% of<br />

the entire site area.<br />

Appropriately, this land has now been reserved<br />

for the purpose of business development to<br />

provide employment opportunities in accessible<br />

locations, support the local workforce and locate<br />

suitable businesses along significant corridors. In<br />

designating the peripheral residual parcels of land<br />

for the purposes of business development, regard<br />

has been given to landside access issues contained<br />

in Chapter 10.0 of this <strong>Master</strong> <strong>Plan</strong>. Generally, it is<br />

envisaged that the B1 zone will be accessed via an<br />

internal road network (to the airport), with existing<br />

access and egress points utilised, where possible.<br />

The development of these areas for business<br />

purposes and resulting floor space will be restricted<br />

by operational aviation requirements in conjunction<br />

with physical constraints associated with<br />

development. Such constraints include:<br />

• Building height<br />

• Building separation<br />

• Landscaping<br />

• Internal circulation areas and parking<br />

• Obstacle limitation surface requirements<br />

• Air navigation services requirements<br />

• Access and egress points.<br />

Particular Assessment Requirements<br />

Before development consent is granted within this<br />

zone, the consent authority must firstly be satisfied<br />

that the development of the kind being proposed<br />

will not adversely impact on any aviation activity or<br />

aviation support facility, either existing or proposed<br />

during the planning period.<br />

109


Table 12.7 b1 business development<br />

Objectives Permissible uses with Consent<br />

The objectives of the B1 zone are to advertisement<br />

To enable a mix of business, retail and industrial uses in locations<br />

that are close to and that support the viability of the airport,<br />

To integrate suitable and compatible land uses in accessible<br />

locations so as to maximise public transport patronage and<br />

encourage cycling,<br />

To encourage employment opportunities and promote businesses<br />

along main roads,<br />

Enable a limited range of other land uses that will provide facilities<br />

and services to meet the day-to-day needs of local workforce,<br />

To ensure heritage items are appropriately considered and<br />

managed.<br />

To maximise, where possible the use of existing access and egress<br />

points.<br />

12.5.11 b2 – Enviro-business Park<br />

This zone (dark green on the Land Use Zoning<br />

<strong>Plan</strong>) caters for environmentally sensitive business<br />

uses on land close to the environmentally<br />

significant Mill and Engine Ponds and their<br />

connection with the Mill Stream. The B2 zone<br />

has an approximate area of 7 hectares which<br />

represents 1% of the total site area.<br />

Development in this zone is generally of a kind<br />

that is sensitive to the environmental values of the<br />

land and adjacent lands. Development permissible<br />

110<br />

advertising structure<br />

business premises<br />

car park<br />

child care centre<br />

convenience store<br />

educational establishment<br />

food and drink premises<br />

freight handling facility<br />

function centre<br />

health care professional<br />

hotel or motel accommodation<br />

kiosk<br />

landscape and garden supplies<br />

light industry<br />

marina<br />

medical centre<br />

mixed use development<br />

office premises<br />

parking space<br />

passenger transport facility<br />

public administration building<br />

research station<br />

restaurant<br />

retail premises<br />

road<br />

self-storage units<br />

service station<br />

shop<br />

signage<br />

storage premises<br />

takeaway food and drink premises<br />

temporary structure<br />

tourist or visitor accommodation<br />

transfer corridor<br />

transport depot<br />

utility undertaking<br />

vehicle sales and hire premises<br />

warehouse and distribution centre<br />

wholesale supplies<br />

in this zone must have only a minor impact on the<br />

environment when all appropriate measures to<br />

avoid, reduce or minimise its impact on the locality<br />

have been implemented.<br />

When any development is operational, it will<br />

not pose a significant risk to the health of the<br />

immediately adjoining biophysical environment.<br />

Due to the environmentally sensitive nature of this<br />

land, proposed development will be required to<br />

comply with applicable environmental legislation<br />

and the current <strong>Sydney</strong> <strong>Airport</strong> Environment<br />

Strategy.


Table 12.8 b2 Enviro-business Park<br />

Objectives Permissible uses with Consent<br />

The objectives of the B2 zone are to: animal boarding establishment<br />

Provide for a limited range of sustainable development,<br />

particularly for business purposes, that will not compromise the<br />

ecological, cultural or scientific value of this land or adjacent<br />

land including the Mill and Engine Ponds and the Mill Stream,<br />

Ensure buildings achieve design excellence having particular<br />

regard to the surrounding natural and built environment and the<br />

associated sensitivities,<br />

Encourage appropriate employment opportunities in accessible<br />

locations,<br />

Enable a limited range of other land uses that will provide<br />

facilities and services to meet the day-to-day needs of local<br />

workforce,<br />

Incorporate appropriate environmental management principles<br />

and controls into development proposals,<br />

To ensure heritage items are appropriately considered and<br />

managed.<br />

12.5.12 EC1 – Environmental Conservation<br />

This zone (dark blue on the Land Use Zoning<br />

<strong>Plan</strong>) applies to the environmental values of the<br />

Engine Ponds, Mill Pond and Mill Stream as they<br />

form part of the Botany Wetland System and the<br />

wider aquatic environment of Botany Bay. The<br />

EC1 zone represents 3% of the total site area<br />

(approximately 27 hectares). As a result of the<br />

presence of the parallel runway in conjunction<br />

Table 12.9 EC1 Environmental Conservation<br />

business premises<br />

environmental facility<br />

environmental protection works<br />

food and drink premises<br />

office premises<br />

parking space<br />

recreation area<br />

sewage reticulation system<br />

signage<br />

utility undertaking<br />

12.0 land use Zoning <strong>Plan</strong><br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

with tidal influences, the Mill Stream requires<br />

ongoing maintenance to control the accumulation<br />

of sediment and facilitate natural flow and flushing<br />

processes.<br />

Particular Assessment Requirements<br />

For the purposes of this zone, advertisements and<br />

advertising structures are only to be erected along<br />

the road side.<br />

Objectives Permissible uses with Consent<br />

The objectives of the EC1 zone are to: advertisement<br />

Protect the ecological and scenic values of the waterways in<br />

this area,<br />

Maintain the health and natural flows of the waterway,<br />

advertising structure<br />

environmental protection works<br />

kiosk<br />

parking space<br />

Enable maintenance dredging of the Mill Stream and related recreation area<br />

activities to maintain water depths and to ensure sedimentation utility undertaking<br />

accumulation is managed and controlled,<br />

To ensure heritage items are appropriately considered and<br />

managed.<br />

waterway and foreshore management activities<br />

12.6 Consistency with NSw<br />

Statutory planning framework<br />

The NSW land use planning framework is set<br />

by the Environmental <strong>Plan</strong>ning and Assessment<br />

Act 1979 (EP&A Act) and the Environmental<br />

<strong>Plan</strong>ning and Assessment Regulation 2000 (EP&A<br />

Regulation). Under the EP&A Act, Parts 3 to 5<br />

regulate development and land use planning in<br />

NSW from preparation of environmental planning<br />

instruments to development and environmental<br />

assessment procedures.<br />

12.6.1 development objectives<br />

The ‘Development Objectives’ for <strong>Sydney</strong> <strong>Airport</strong><br />

are consistent with the objects of the EP&A Act,<br />

in that environmentally responsible development,<br />

based on sustainability principles is encouraged<br />

as is the promotion and co-ordination of the<br />

orderly and economic use and development of<br />

land. The preparation of Major Development<br />

<strong>Plan</strong>’s (MDPs) for ‘major airport developments’ on<br />

<strong>Sydney</strong> <strong>Airport</strong> includes an environmental impact<br />

assessment, considering all potential impacts on<br />

111


the environment. Appendix E provides an outline<br />

of the Development Assessment process at<br />

<strong>Sydney</strong> <strong>Airport</strong>, which is similar to the processes<br />

for assessing development under the EP&A Act.<br />

12.6.2 State Environmental <strong>Plan</strong>ning Policies<br />

State Environmental <strong>Plan</strong>ning Policies (SEPPs)<br />

are prepared under Part 3 of the EP&A Act and<br />

deal with issues significant to NSW. SEPPs are<br />

administered by the Minister for <strong>Plan</strong>ning as<br />

statutory environmental planning instruments<br />

that require consideration in the development<br />

assessment and environmental assessment<br />

processes.<br />

In the preparation of this <strong>Master</strong> <strong>Plan</strong>, regard was<br />

given to the SEPPs identified that would apply<br />

to <strong>Sydney</strong> <strong>Airport</strong> if it were governed by state<br />

legislation (refer to Appendix C1). The proposed<br />

land uses and the process for gaining approval<br />

for development at <strong>Sydney</strong> <strong>Airport</strong> are generally<br />

consistent with provisions of these relevant<br />

SEPPs.<br />

12.6.3 Regional Environmental <strong>Plan</strong>s<br />

Regional Environmental <strong>Plan</strong>s (REPs) are prepared<br />

under Part 3 of the EP&A Act and provide the<br />

framework for comprehensive planning by local<br />

government. REPs deal with issues affecting<br />

various regions of NSW, such as urban growth,<br />

commercial centres, extractive industries,<br />

recreational needs and heritage conservation.<br />

During the preparation of this <strong>Master</strong> <strong>Plan</strong>, REPs<br />

that would be applicable to <strong>Sydney</strong> <strong>Airport</strong> if<br />

the site were subject to NSW legislation were<br />

identified and reviewed to demonstrate the <strong>Master</strong><br />

<strong>Plan</strong>’s consistency with such provisions.<br />

12.6.4 Section 117 Ministerial directions<br />

Under section 117(2) of the EP&A Act, the<br />

NSW Minister for <strong>Plan</strong>ning is authorised to<br />

direct a public authority, a local council or an<br />

environmental planning instrument to follow the<br />

Local <strong>Plan</strong>ning Directions issued by the Minister.<br />

These directions generally apply to all local<br />

councils, unless a direction is area specific.<br />

The current Local <strong>Plan</strong>ning Directions, issued<br />

on 19 July 2007, have been considered for the<br />

purpose of this <strong>Master</strong> <strong>Plan</strong> (refer to Appendix<br />

C). If <strong>Sydney</strong> <strong>Airport</strong> were subject to NSW<br />

planning provisions, the following s117 Ministerial<br />

Directions would have to be applied specifically to<br />

the land use zoning provisions of the <strong>Master</strong> <strong>Plan</strong>:<br />

112<br />

1. Employment and Resources<br />

• Business and Industrial Zones (refers to<br />

Direction 1.1)<br />

2. Environment and Heritage<br />

• Environmental Protection Zones (refers to<br />

Direction 2.1)<br />

• Coastal Protection (refers to Direction 2.2)<br />

• Heritage Conservation (refers to Direction 2.3)<br />

3. Housing, Infrastructure and Urban<br />

Development<br />

• Integrating Land Use and Transport (refers to<br />

Direction 3.4)<br />

• Development Near Licensed Aerodromes<br />

(refers to Direction 3.5)<br />

4. Hazard and Risk<br />

• Acid Sulfate Soils (refers to Direction 4.1)<br />

5. Regional <strong>Plan</strong>ning<br />

• Second <strong>Sydney</strong> <strong>Airport</strong> Badgerys Creek (refers<br />

to Direction 5.8)<br />

6. Local <strong>Plan</strong> Making<br />

• Approval and Referral Requirements (refers to<br />

Direction 6.1)<br />

• Reserving Land for Public Purposes (refers to<br />

Direction 6.2)<br />

• Site Specific Provisions (refers to Direction<br />

6.3).<br />

The <strong>Master</strong> <strong>Plan</strong> is considered to be consistent<br />

with the above directions insofar as it:<br />

• encourages employment growth through the<br />

co-location of business and industry on site<br />

and in a suitable location which is highly<br />

accessible (Directions 1.1 and 3.4),<br />

• provides measures to protect and conserve<br />

environmentally sensitive areas and heritage<br />

items (Directions 2.1, 2.2 and 2.3),<br />

• integrates land use and supports the increased<br />

use of public transport (Directions 1.1 and<br />

3.4),<br />

• ensures appropriate obstacle clearances areas<br />

are adhered to and ensures the effective and<br />

safe operation of the aerodrome by appropriate<br />

on-site zoning and land use (Direction 3.5),<br />

• does not include provisions for concurrence,<br />

consultation or referral for development


applications (MDP included) unless so<br />

prescribed, has not identified designated/major<br />

developments and does not include restrictive<br />

planning controls (direction 6.1).<br />

• permits the creation of ‘recreation areas’<br />

within the B2 Enviro-Business Park zone and<br />

SP4 Utilities Reservation zone (Direction 6.2).<br />

Having regard to the above, the <strong>Master</strong> <strong>Plan</strong> has<br />

given appropriate consideration to the current<br />

s117 Directions. The proposed land use zones and<br />

associated planning provisions for <strong>Sydney</strong> <strong>Airport</strong><br />

are generally consistent with each of the identified<br />

Directions.<br />

12.6.5 Standard Instrument – local<br />

Environmental <strong>Plan</strong><br />

On 21 September 2005, the NSW Minister for<br />

<strong>Plan</strong>ning announced the introduction of a Standard<br />

Instrument – Principal Local Environmental <strong>Plan</strong><br />

(LEP Template) for all local government areas<br />

within the state of NSW. These LEP Templates are<br />

expected to be enacted by the end of 2010. Of<br />

particular relevance for the <strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong><br />

<strong>Plan</strong> are the LEP Templates for the Botany Bay,<br />

Marrickville and Rockdale LGAs as these LGAs<br />

either apply to part of the land on <strong>Sydney</strong> <strong>Airport</strong><br />

as well as land that is either adjoining or adjacent<br />

to the airport.<br />

For the preparation of this <strong>Master</strong> <strong>Plan</strong>, contact<br />

was made with each of the LGAs concerned to<br />

obtain an understanding of potential future zoning<br />

amendments proposed for the adjoining lands.<br />

Each of the councils indicated that no significant<br />

zoning amendments were proposed for the land<br />

adjoining or adjacent to <strong>Sydney</strong> <strong>Airport</strong>. More<br />

specifically, Marrickville Council advised that the<br />

12.0 land use Zoning <strong>Plan</strong><br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

‘Northern Lands’ (which is zoned as the ‘<strong>Airport</strong><br />

Logistics’ zone under the <strong>Master</strong> <strong>Plan</strong>) will remain<br />

industrial zoned land. City of Botany Bay advised<br />

that the zones in the vicinity of <strong>Sydney</strong> <strong>Airport</strong> will<br />

essentially remain unchanged.<br />

As shown on Figure 12.2, the land use zones for<br />

<strong>Sydney</strong> <strong>Airport</strong> on the periphery of the airport site<br />

took into consideration the future zones likely to<br />

be implemented in the adjoining LGAs in order to<br />

offer a degree of consistency between the zones<br />

and land uses on <strong>Sydney</strong> <strong>Airport</strong> with those of the<br />

surrounding lands.<br />

12.6.6 Consistency with local Environmental<br />

<strong>Plan</strong>s<br />

Local Environmental <strong>Plan</strong>s (LEPs) are prepared<br />

under Part 3 of the EP&A Act and provide the local<br />

planning provisions and developments controls for<br />

a local government area.<br />

As noted above, the <strong>Sydney</strong> <strong>Airport</strong> site is located<br />

within the LGAs of Botany Bay, Rockdale and<br />

Marrickville as shown in Figure 12.2.<br />

A review of the land use provisions of the <strong>Master</strong><br />

<strong>Plan</strong> and applicable LEPs was undertaken to assess<br />

planning consistency (see Appendix C2). The<br />

<strong>Master</strong> <strong>Plan</strong> is compatible with the local planning<br />

objectives of adjacent local government areas.<br />

113


Figure 12.1<br />

Land use zoning plan <strong>2009</strong> - 2029<br />

Road<br />

Reservation<br />

SACL-owned land not<br />

subject to <strong>Airport</strong>s Act<br />

<strong>Master</strong> <strong>Plan</strong> requirements<br />

This drawing has been prepared to illustrate the <strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> and is not intended<br />

to serve any other purpose. The drawing must be read in conjunction with the <strong>Master</strong> <strong>Plan</strong>.


MARRICKVILLE<br />

Local Environmental <strong>Plan</strong> 2001<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

ROCKDALE CITY<br />

Local Environmental <strong>Plan</strong> 2000<br />

CITY OF BOTANY BAY<br />

Local Environmental <strong>Plan</strong> 1995<br />

Figure 12.2<br />

Existing zones around <strong>Sydney</strong> <strong>Airport</strong>


13.0<br />

Safety Management and<br />

Airspace Protection<br />

13.1 Safety management 119<br />

13.2 Security 119<br />

13.3 Airspace protection 119<br />

13.4 <strong>Airport</strong>s (Protection of Airspace) Regulations 1996 120<br />

13.5 Engine-out procedures 120<br />

13.6 Navigation aids and radar restricted surfaces 120<br />

13.7 Restrictions to external lighting 120<br />

13.8 Stack and vent efflux issues 121<br />

13.9 Bird hazards 121


13.0 Safety Management and<br />

Airspace Protection<br />

Ensuring <strong>Sydney</strong> <strong>Airport</strong> is a safe and secure operating environment<br />

is a high priority. From providing essential security infrastructure,<br />

protecting the airspace, and providing a comprehensive safety<br />

management system, <strong>Sydney</strong> <strong>Airport</strong> is committed to preserving<br />

the ability of the airport to grow and continue to operate safely and<br />

efficiently with respect to the existing runway infrastructure.<br />

13.1 Safety management<br />

Air transport is an extremely safe form of<br />

transportation – the probability of an incident<br />

during any single operation is extremely low.<br />

<strong>Sydney</strong> <strong>Airport</strong> is committed to maintaining a safe,<br />

secure and reliable airport operating environment.<br />

<strong>Sydney</strong> <strong>Airport</strong> operates under a Safety<br />

Management System (SMS) which is required<br />

by Regulation 139.250 of the Civil Aviation<br />

Safety Regulations 1998. The Civil Aviation<br />

Safety Authority (CASA) has acknowledged that<br />

the SMS outlines the processes for effectively<br />

managing safety. This <strong>Master</strong> <strong>Plan</strong> was reviewed<br />

in accordance with <strong>Sydney</strong> <strong>Airport</strong>’s SMS with<br />

particular regard to issues such as security<br />

and risk. The proposed on-airport land uses are<br />

considered to be appropriate.<br />

No legislation or guidelines exist at a<br />

Commonwealth or NSW State level governing<br />

permissible land uses with respect to aircraft<br />

crash risk. On airport, issues relating to crash risk<br />

are considered by <strong>Sydney</strong> <strong>Airport</strong> in the approval<br />

process when assessing proposed developments.<br />

Off-airport, land use zoning falls within the<br />

jurisdiction of the surrounding local government<br />

areas. Although no special arrangements have been<br />

put in place by these authorities, <strong>Sydney</strong> <strong>Airport</strong><br />

will continue to work with them on a case by case<br />

basis.<br />

13.2 Security<br />

In relation to security controls and outcomes to<br />

achieve regulatory requirements, security measures<br />

that are developed and applied are intelligence<br />

lead and risk based to ensure compliance with<br />

the airport Transport Security Program. SACL<br />

undertakes security risk assessments based on<br />

the threat level established by Government and<br />

as articulated in the aviation security risk context<br />

statements issued from time to time.<br />

The level of physical security and procedures that<br />

are implemented by <strong>Sydney</strong> <strong>Airport</strong> such as fences,<br />

access control systems, CCTV, and the like are<br />

designed, constructed and delivered against the<br />

threat level and risk assessment to achieve the<br />

desired security outcome.<br />

There is no legislation at a Commonwealth or State<br />

level governing physical security standards for<br />

airports. Where applicable, Australian or overseas<br />

security standards are considered, subject matter<br />

experts are consulted and all developments are<br />

subject to an internal security review.<br />

13.3 Airspace protection<br />

The protection of the immediate airspace around<br />

airports is essential in ensuring and maintaining<br />

a safe operating environment and to provide for<br />

future growth. For this reason, it is necessary to<br />

restrict some types of development and land uses<br />

in the vicinity of airports. This is to guarantee that<br />

designated airspace segments remain obstacle-free,<br />

thereby contributing to the safety, efficiency and<br />

regularity of aircraft operations.<br />

Since <strong>Sydney</strong> <strong>Airport</strong> is able to control on<br />

airport development activities, the primary focus<br />

of airspace protection is in off-airport areas<br />

and developments under the control of other<br />

authorities. Airspace protection therefore involves<br />

aspects of land use planning and development<br />

control, which need to be managed cooperatively<br />

with external responsible authorities.<br />

The drawings of the Obstacle Limitation Surfaces<br />

(OLS) and Procedures for Air Navigation Services –<br />

Aircraft Operations Surfaces (PANS-OPS) surfaces<br />

depicted in Figures 13.1 to 13.6 and described<br />

below give heights (to Australian Height Datum –<br />

AHD) above which developments both on and off<br />

airport need to consider issues relating to obstacle<br />

height. Detailed drawings of all of these surfaces<br />

are available from SACL.<br />

13.3.1 Obstacle limitation Surfaces<br />

The OLS are a series of surfaces in the airspace<br />

surrounding an airport. They are established<br />

in accordance with International Civil Aviation<br />

Organisation (ICAO) specifications, as adopted<br />

by Australia’s Civil Aviation Safety Authority<br />

(CASA). Australia is a signatory to the Convention<br />

on International Civil Aviation (Chicago 1944)<br />

119


from which the Manual of Standards Part 139 –<br />

Aerodromes (including OLS) was developed and<br />

subsequently adopted.<br />

The OLS defines the airspace to be protected for<br />

aircraft operating during the initial and final stages<br />

of flight, or manoeuvring in the vicinity of the<br />

airport. Figure 13.1 depicts the OLS associated<br />

with <strong>Sydney</strong> <strong>Airport</strong>.<br />

13.3.2 Procedures for Air Navigation<br />

Services – Aircraft Operations<br />

Surfaces<br />

At major airports such as <strong>Sydney</strong>, radio-navigation<br />

aids and satellite navigation enable aircraft to<br />

operate safely in poor weather conditions. PANS-<br />

OPS are established to protect those stages of<br />

takeoff, landing or manoeuvring, when aircraft are<br />

operating in non-visual (instrument) conditions.<br />

Pilots must be assured of obstacle clearance in<br />

these circumstances, although transition from or<br />

to visual conditions will still occur at some point in<br />

the flight.<br />

The ICAO standards for PANS-OPS surfaces<br />

require surfaces to be defined for each published<br />

procedure, for aircraft operating in accordance with<br />

that procedure. The PANS-OPS surfaces should not<br />

be infringed in any circumstances. The PANS-OPS<br />

surfaces at <strong>Sydney</strong> <strong>Airport</strong> are relatively complex<br />

because of the number of published instrument<br />

procedures. Figures 13.2 to 13.6 give simplified<br />

depictions of <strong>Sydney</strong> <strong>Airport</strong>’s PANS-OPS surfaces.<br />

13.4 <strong>Airport</strong>s (Protection of<br />

Airspace) Regulations 1996<br />

Under the <strong>Airport</strong>s (Protection of Airspace)<br />

Regulations 1996, a system has been established<br />

for the protection of airspace at and around<br />

regulated airports, such as <strong>Sydney</strong> <strong>Airport</strong>, in the<br />

interests of the safety, efficiency or regularity of<br />

existing or future air transport operations. The<br />

Regulations define ‘prescribed airspace’ for an<br />

airport, which includes the airspace above any part<br />

of either an OLS or a PANS-OPS surface. These<br />

regulations apply to both on-airport and off-airport<br />

developments.<br />

The Regulations stipulate that for ‘controlled<br />

activities’, specific approval is required from<br />

the DITRDLG. ‘Controlled activities’ include<br />

constructing or altering a building, or any other<br />

activity that causes a thing attached to or in<br />

physical contact with the ground to intrude into<br />

the ‘prescribed airspace’. This includes cranes and<br />

other temporary structures.<br />

120<br />

The Regulations require that proponents of<br />

proposed ‘controlled activities’ provide <strong>Sydney</strong><br />

<strong>Airport</strong> with the details of the proposal, which are<br />

then assessed against the OLS and PANS-OPS<br />

and navigation aid protection criteria (see Section<br />

13.6). Where it will affect the safety, efficiency or<br />

regularity of air transport at <strong>Sydney</strong> <strong>Airport</strong>, SACL<br />

will oppose any proposals infringing the OLS and/<br />

or PANS-OPS surfaces. In considering development<br />

proposals, local government authorities should be<br />

cognisant of the restrictions imposed by the Act<br />

and Regulations.<br />

13.5 Engine-out procedures<br />

Under Civil Aviation Order CAO 20.7.1B, operators<br />

of aircraft having an all-up weight in excess of<br />

5,700kg are required to consider obstacle clearance<br />

requirements in the event of an engine failure. The<br />

specific procedures applicable to meeting these<br />

requirements are a matter for the aircraft operator<br />

concerned. Unless specifically requested by an<br />

operator, <strong>Sydney</strong> <strong>Airport</strong>’s airspace protection<br />

role does not extend to protecting CAO 20.7.1B<br />

surfaces, except where they are protected by<br />

an equivalent or more limiting OLS or PAN-OPS<br />

requirement.<br />

13.6 Navigation aids and radar<br />

restricted surfaces<br />

Airservices Australia operates a number of radio<br />

navigation aids that provide guidance to aircraft<br />

operating in poor weather conditions. Airservices<br />

Australia also operates a number of surveillance<br />

systems which provide surveillance of aircraft in<br />

the air and aircraft and vehicles operating on the<br />

ground at <strong>Sydney</strong> <strong>Airport</strong>.<br />

To meet the necessary performance requirements,<br />

airspace restrictions are established for each<br />

item of equipment and procedure. Unlike OLS<br />

and PANS-OPS, it may be possible under some<br />

circumstances (subject to detailed modelling<br />

and analysis) to permit infringements of the<br />

protective surfaces, without degradation in system<br />

performance. Protection of the navigation aid and<br />

radar restricted surfaces is a mandated requirement<br />

of CASR 139 and CASR 171.<br />

13.7 Restrictions to external lighting<br />

CASA has the power under the Civil Aviation<br />

Regulations 1988 to control ground lights where<br />

they have the potential to cause confusion or<br />

distraction from glare to pilots in the air. To assist<br />

lighting designers and installation contractors in<br />

the vicinity of airports, CASA has established<br />

guidelines on the location and permitted intensities


of ground lights within a six kilometre radius<br />

of airports. External advertising, sports field<br />

floodlighting and street lighting are some of the<br />

more likely lighting sources requiring consideration.<br />

Figure 13.6 shows the lighting intensity guidelines<br />

with respect to <strong>Sydney</strong> <strong>Airport</strong>’s runways.<br />

The intensity of external lighting, the intensity of<br />

reflected sunlight, and smoke, dust or particulate<br />

matter may also be considered ‘controlled<br />

activities’ under the <strong>Airport</strong>s (Protection of<br />

Airspace) Regulations 1996, and therefore subject<br />

to the regulatory regime described in this chapter.<br />

13.8 Stack and vent efflux issues<br />

Air turbulence can result from ground activities.<br />

Where these exceed 4.3 metres per second, the<br />

emission of steam or other gas may be considered<br />

‘controlled activities’ under the <strong>Airport</strong>s (Protection<br />

of Airspace) Regulations 1996. Industrial activities<br />

such as manufacturing and co-generation plants<br />

adjacent to airports are the types of industries that<br />

can produce these effects.<br />

13.9 bird hazards<br />

<strong>Sydney</strong> <strong>Airport</strong> is required to monitor and control<br />

the presence of birds on or in the vicinity of the<br />

airport in accordance with CASA regulations. The<br />

practices and procedures to manage bird hazards<br />

are set out in <strong>Sydney</strong> <strong>Airport</strong>’s Bird and Animal<br />

Hazard Management Program.<br />

13.0 Safety Management and Airspace Protection<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

121


Figure 13.1<br />

Obstacle Limitation Surfaces (OLS)<br />

Current and Future OLS<br />

This drawing has been prepared to illustrate the <strong>Sydney</strong> <strong>Airport</strong><br />

<strong>Master</strong> <strong>Plan</strong> and is not intended to serve any other purpose.<br />

The drawing must be read in conjunction with the <strong>Master</strong> <strong>Plan</strong>.


<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

Figure 13.2<br />

Current and Future PANS-OPS Surfaces<br />

Basic ILS


Figure 13.3<br />

Current and Future PANS-OPS Surfaces<br />

LLZ / DME Final Approach Segments<br />

This drawing has been prepared to illustrate the <strong>Sydney</strong> <strong>Airport</strong><br />

<strong>Master</strong> <strong>Plan</strong> and is not intended to serve any other purpose.<br />

The drawing must be read in conjunction with the <strong>Master</strong> <strong>Plan</strong>.


<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

Figure 13.4<br />

Current and Future PANS-OPS Surfaces<br />

Circling Procedures


Figure 13.5<br />

Current and Future PANS-OPS Surfaces<br />

VOR / DME Final Approach Segments<br />

This drawing has been prepared to illustrate the <strong>Sydney</strong> <strong>Airport</strong><br />

<strong>Master</strong> <strong>Plan</strong> and is not intended to serve any other purpose.<br />

The drawing must be read in conjunction with the <strong>Master</strong> <strong>Plan</strong>.


<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

Figure 13.6<br />

Current and Future<br />

Restricted Light Zones


14.0<br />

Sustainability, Climate Change<br />

and Environmental<br />

Management<br />

14.1 Environmental management framework 131<br />

14.2 Management of environmental issues 131<br />

14.3 Environmental issues related to <strong>Master</strong> 146<br />

<strong>Plan</strong> concept<br />

14.4 Environmental initiatives and management at 147<br />

<strong>Sydney</strong> <strong>Airport</strong>


14.0 Sustainability, Climate Change and<br />

Environmental Management<br />

<strong>Sydney</strong> <strong>Airport</strong> is committed to the sustainable operation of the <strong>Airport</strong><br />

and to effective action on climate change. Environmental management<br />

at <strong>Sydney</strong> <strong>Airport</strong> focuses on a cooperative approach with regulatory<br />

agencies and other airport stakeholders to support and ensure<br />

compliance with relevant environmental standards.<br />

14.1 Environmental management<br />

framework<br />

Environmental Management at <strong>Sydney</strong> <strong>Airport</strong><br />

is carried out in accordance with the following<br />

legislation:<br />

• <strong>Airport</strong>s Act 1996 Part 5 and Part 6 (<strong>Airport</strong>s<br />

Act);<br />

• <strong>Airport</strong>s (Environment Protection) Regulations<br />

1997; and<br />

• Environment Protection and Biodiversity<br />

Conservation Act 1999 (EPBC Act).<br />

Under the terms of the <strong>Sydney</strong> <strong>Airport</strong> lease<br />

agreement, and in accordance with Part 6 of the<br />

<strong>Airport</strong>s Act 1996, SACL is required to prepare and<br />

implement an <strong>Airport</strong> Environment Strategy (AES),<br />

which is effective for a five year term. After this<br />

period, the Strategy must be reviewed and a new<br />

AES developed. The AES and SACL’s policy are key<br />

documents for ensuring that the forecast growth<br />

and development of <strong>Sydney</strong> <strong>Airport</strong> envisaged in<br />

the <strong>Master</strong> <strong>Plan</strong> is undertaken in a environmentally<br />

responsible manner. The AES provides the full<br />

details of SACL’s environmental objectives and<br />

commitments that are summarised in the <strong>Master</strong><br />

<strong>Plan</strong>. The current AES is for the period of 2005 to<br />

2010. In <strong>2009</strong>, SACL will commence the process of<br />

developing the 2010-2015 AES.<br />

In accordance with the principles of AS/NZS<br />

ISO 14001, <strong>Sydney</strong> <strong>Airport</strong> is in the process of<br />

improving its Environmental Management System<br />

(EMS). The EMS provides the system by which<br />

long term and daily environmental management<br />

can be planned, implemented and reviewed, in a<br />

cycle of continuous improvement. The cornerstone<br />

of the EMS is the AES, which provides strategic<br />

policies, objectives and targets for environmental<br />

management of the <strong>Airport</strong> within the EMS<br />

framework. This includes monitoring progress,<br />

reviewing performance and implementing corrective<br />

actions for the strategic actions outlined in the AES.<br />

The Department of Infrastructure, Transport,<br />

Regional Development and Local Government<br />

(DITRDLG) is the regulatory authority responsible<br />

for administering legislation at <strong>Sydney</strong> <strong>Airport</strong>.<br />

An <strong>Airport</strong> Environment Officer (AEO) has been<br />

appointed by the Department to oversee <strong>Sydney</strong><br />

<strong>Airport</strong> and the implementation of the environmental<br />

aspects of the legislation. As the airport lessee<br />

company, <strong>Sydney</strong> <strong>Airport</strong> also has a role in<br />

environmental regulation of airport tenants. All<br />

<strong>Airport</strong> tenants with the potential for impact on the<br />

environment are required to develop Environmental<br />

Management <strong>Plan</strong>s and report to <strong>Airport</strong><br />

management on their actions annually.<br />

14.2 Management of environmental<br />

issues<br />

<strong>Airport</strong>s Act 1996 requirements<br />

The <strong>Airport</strong>s Act 1996 requires a master plan to<br />

specify a range of environmental matters including:<br />

• <strong>Sydney</strong> <strong>Airport</strong>’s assessment of environmental<br />

issues that might reasonably be expected to<br />

be associated with the implementation of the<br />

master plan [section 71(2)(f)]; and<br />

• <strong>Sydney</strong> <strong>Airport</strong>’s plans for dealing with these<br />

environmental issues, including plans for<br />

ameliorating or preventing environmental<br />

impacts [section 71(2)(g)].<br />

A master plan must also specify the following<br />

matters concerning aircraft noise:<br />

• an Australian Noise Exposure Forecast (ANEF)<br />

for the areas surrounding the airport [section<br />

71(2)(d)];<br />

• flight paths at the airport [section 71(2)(da)];<br />

and<br />

• <strong>Sydney</strong> <strong>Airport</strong>’s plans, developed following<br />

consultations with the airlines that use the<br />

airport and local government bodies in the<br />

vicinity of the airport, for managing aircraft<br />

noise intrusion in areas forecast to be subject<br />

to exposure above the 30 ANEF levels [section<br />

71(2)(e)];<br />

131


<strong>Sydney</strong> <strong>Airport</strong>’s assessment of environmental<br />

issues associated with implementing this <strong>Master</strong><br />

<strong>Plan</strong> over the planning period, its plans for dealing<br />

with these issues (including plans for ameliorating<br />

or preventing environmental impacts) and the<br />

additional requirements concerning aircraft noise are<br />

discussed in this Chapter and, as outlined above, in<br />

the <strong>Airport</strong> Environment Strategy.<br />

The environmental issues summarised in this<br />

section are categorised as follows:<br />

• noise (from aircraft operations and groundbased<br />

activities);<br />

• sustainability and climate change;<br />

• air quality;<br />

• surface water quality;<br />

• soil and groundwater quality (contaminated<br />

sites);<br />

• flora and fauna;<br />

• heritage; and<br />

• resource use (water, energy, raw materials and<br />

waste management).<br />

14.2.1 Noise<br />

Aircraft noise and mitigation strategies<br />

Environmental noise (also called community noise)<br />

includes noise generated by road, rail and air<br />

Table 14.1 Aircraft noise: roles and responsibilities<br />

132<br />

traffic, as well as that generated by industries,<br />

construction activity and, more generally, across<br />

neighbourhoods. The main sources of environmental<br />

noise are related to transportation, particularly road<br />

traffic (estimated to contribute around 73 percent of<br />

noise) followed by aircraft (estimated to contribute<br />

around 17 percent of noise) 1 .<br />

Aircraft noise and its effects on human health<br />

and well being have been extensively studied in<br />

Australia and around the world. Relationships<br />

between exposure to excessive aircraft noise and<br />

annoyance, sleep disturbance, hearing impairment,<br />

reduced productivity, children’s learning and other<br />

health impacts have been documented 2 .<br />

<strong>Sydney</strong> <strong>Airport</strong> acknowledges these aircraft noise<br />

related impacts. It is committed to working with<br />

others in the aviation industry to mitigate impacts,<br />

especially in areas in the vicinity of the airport or<br />

under flight paths.<br />

As explained in Table 14.1, managing aircraft<br />

noise related matters is the joint concern of<br />

the International Civil Aviation Organisation,<br />

governments, airports, airlines, aircraft<br />

manufacturers and regulators. While each has a<br />

differing responsibility, collectively, they play a<br />

crucial role in effectively managing and minimising<br />

the impacts of aircraft noise.<br />

Organisation Summary of responsibilities concerning aircraft noise<br />

mitigation<br />

International Civil Aviation Organisation<br />

and the Australian Government<br />

Australian Government (Department<br />

of Infrastructure, Transport, Regional<br />

Development and Local Government)<br />

Australian Government (Airservices<br />

Australia)<br />

• The International Civil Aviation Organisation (ICAO), a United Nations<br />

Specialised Agency, is the global forum for civil aviation. ICAO works<br />

to achieve its vision of safe, secure and sustainable development of<br />

civil aviation through cooperation amongst its member States, of which<br />

Australia is one.<br />

• Much of ICAO’s effort to address aircraft noise over the past 30 years<br />

has been aimed at reducing noise at source. Aeroplanes and helicopters<br />

built today are required to meet the strict noise certification standards<br />

adopted by the Council of ICAO. These are contained in Annex 16 —<br />

Environmental Protection, Volume I — Aircraft Noise to the Convention<br />

on International Civil Aviation.<br />

• Advises the Australian Government on the policy and regulatory<br />

framework for airports and the aviation industry and administers the<br />

<strong>Airport</strong>s Act 1996.<br />

• Enforces <strong>Sydney</strong> <strong>Airport</strong>’s aircraft movement cap and jet curfew and<br />

the granting of curfew dispensations.<br />

• Administers the aircraft noise insulation program.<br />

• Provides support for the <strong>Sydney</strong> <strong>Airport</strong> Community Forum (SACF), the<br />

main consultative body for the <strong>Sydney</strong> <strong>Airport</strong> Long Term Operating<br />

<strong>Plan</strong>. SACF includes representatives from the community, local<br />

councils, the aviation industry (including <strong>Sydney</strong> <strong>Airport</strong>), and State and<br />

Federal Parliaments.<br />

• Provides air-traffic control management and related airside services to<br />

the aviation industry.<br />

• Determines aircraft flight paths into and out of <strong>Sydney</strong> <strong>Airport</strong>.


14.0 Sustainability, Climate Change and Environmental Management<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

Table 14.1 Aircraft noise: roles and responsibilities (continued)<br />

Organisation Summary of responsibilities concerning aircraft noise<br />

mitigation<br />

• Implements noise sharing through the <strong>Sydney</strong> <strong>Airport</strong> Long Term<br />

Operating <strong>Plan</strong>.<br />

• Regularly publishes data and information on actual aircraft<br />

movements, runway and track usage and noise impacts using a range<br />

of alternative noise descriptors.<br />

• Handles aircraft noise inquiries and complaints.<br />

• Operates noise monitoring equipment in suburbs around <strong>Sydney</strong><br />

<strong>Airport</strong> and regularly publishes results.<br />

• Reviews and endorses for technical accuracy the Australian Noise<br />

Exposure Forecasts developed by <strong>Sydney</strong> <strong>Airport</strong>.<br />

<strong>Sydney</strong> <strong>Airport</strong> Corporation Limited • As the airport-lessee company for <strong>Sydney</strong> <strong>Airport</strong>, (land is owned<br />

by the Australian Government) SACL manages operations at <strong>Sydney</strong><br />

<strong>Airport</strong> as a whole, and ensures the effective delivery and coordination<br />

of airport-related services and facilities.<br />

Airlines<br />

NSW Government and Local Government<br />

Authorities<br />

• Provides and maintains all necessary on-airport infrastructure – such<br />

as runways, taxiways, aprons, and aircraft parking stands – and<br />

ensures <strong>Sydney</strong> <strong>Airport</strong> complies with all necessary aviation safety<br />

standards. SACL also operates Terminal 1 (international) and Terminal<br />

2 (domestic). SACL therefore ensures the continued availability<br />

of on-airport infrastructure to facilitate aircraft noise sharing At<br />

<strong>Sydney</strong> <strong>Airport</strong>, this includes ensuring the long-term availability of<br />

the east-west runway for noise-sharing purposes and support for the<br />

introduction of the new generation quieter aircraft such as the A380,<br />

B787 and A350XWB.<br />

• Publishes as part of its <strong>Master</strong> <strong>Plan</strong>, an Australian Noise Exposure<br />

Forecast, other noise descriptors, and plans to manage aircraft noise<br />

impacts.<br />

• Ensures guidelines are in place to control noise generated by engine<br />

ground running.<br />

• A member of the <strong>Sydney</strong> <strong>Airport</strong> Community Forum.<br />

• <strong>Sydney</strong> <strong>Airport</strong> services 43 international, domestic and regional<br />

airlines. All have modern aircraft fleets that meet the required ICAO<br />

and Australian Government noise-related standards and regulations.<br />

• Many airlines using <strong>Sydney</strong> <strong>Airport</strong> have placed orders for the new<br />

generation of quieter, cleaner and more fuel efficient aircraft such as<br />

the A380, B787 and A350XWB. These are expected to be operating<br />

at <strong>Sydney</strong> <strong>Airport</strong> within the planning period. For example, the Qantas<br />

Group anticipates operating 20 A380s and up to 115 B787s in its fleet.<br />

• In recent years, newer aircraft are being acquired such as the B737-<br />

800 (operated by Qantas and Virgin Blue) and the A320 (operated by<br />

Jetstar) which are much quieter than the older noisier aircraft they are<br />

replacing.<br />

• The NSW Government and Local Government Authorities regulate land<br />

use planning and development in the vicinity of <strong>Sydney</strong> <strong>Airport</strong>.<br />

• The NSW Government has issued a ministerial direction to local<br />

councils under section 117(2) of the Environmental <strong>Plan</strong>ning and<br />

Assessment Act 1979 to guide land use planning and development<br />

decisions near airports, including <strong>Sydney</strong> <strong>Airport</strong>. The direction aims,<br />

in part, to ensure that development for residential purposes or human<br />

occupation, if situated on land within the Australian Noise Exposure<br />

Forecast (ANEF) contours of between 20 and 25, incorporates<br />

appropriate building features so that the development is not adversely<br />

affected by aircraft noise.<br />

1 NSW State of the Environment Report (1993)<br />

2 For example, see enHealth Council 2004, The Health Effects of Environmental Noise – Other Than Hearing Loss,<br />

Australian Environmental Health Council, Canberra.<br />

133


In <strong>Sydney</strong>, aircraft noise has been a longstanding<br />

issue. Therefore, in close cooperation with the<br />

key organisations listed above, <strong>Sydney</strong> <strong>Airport</strong><br />

remains committed to playing its part in effectively<br />

managing and minimising the impacts of aircraft<br />

noise, especially in communities in the vicinity<br />

of the airport and under flight paths, where<br />

these impacts can be higher than in other parts<br />

of <strong>Sydney</strong>. These areas are not limited to those<br />

forecast to be subject to noise exposure above 30<br />

ANEF levels.<br />

The plans, actions and strategies for managing<br />

and reducing the impacts of aircraft noise in<br />

areas around <strong>Sydney</strong> <strong>Airport</strong> fall into two broad<br />

categories:<br />

• those undertaken directly by SACL as the<br />

airport-lessee company for <strong>Sydney</strong> <strong>Airport</strong>.<br />

These issues are either directly within SACL’s<br />

control or are issues for which it is primarily<br />

responsible; and<br />

• those undertaken by other stakeholders,<br />

including by government or by the aviation<br />

industry more broadly. These issues are either<br />

not directly within SACL’s control or are issues<br />

for which it is not primarily responsible.<br />

The various plans, actions and strategies to<br />

manage, ameliorate or prevent the impacts of<br />

aircraft noise in communities around <strong>Sydney</strong> <strong>Airport</strong><br />

are dealt with below.<br />

Facilitating implementation of the Long Term<br />

Operating <strong>Plan</strong> (LTOP) for <strong>Sydney</strong> <strong>Airport</strong><br />

The Long Term Operating <strong>Plan</strong> (LTOP) for <strong>Sydney</strong><br />

<strong>Airport</strong>, which is implemented by Airservices<br />

Australia, was developed in 1996 following an<br />

extensive community consultation process. It<br />

provides 31 recommendations to be followed<br />

by Airservices Australia when implementing the<br />

Australian Government’s noise sharing strategy<br />

for <strong>Sydney</strong> <strong>Airport</strong>. Under the LTOP, when making<br />

runway selections each day, Airservices Australia<br />

must ensure that, subject to safety and weather<br />

conditions:<br />

• as many flights as practicable come and go<br />

using flight paths over water or non-residential<br />

areas.<br />

• the rest of the air traffic is shared over other<br />

communities as fairly as possible.<br />

• Runway Modes change throughout the day so<br />

individual areas have some break (or respite)<br />

from aircraft noise on most days.<br />

134<br />

Since 1998, Airservices Australia has implemented,<br />

and continues to implement, the LTOP. <strong>Sydney</strong><br />

<strong>Airport</strong> supports the LTOP principles and the <strong>Master</strong><br />

<strong>Plan</strong> has been developed on that basis. Table 14.2<br />

below compares runway end impact data for a<br />

number of years since the LTOP commenced with<br />

the forecast contained in the <strong>Master</strong> <strong>Plan</strong>.<br />

Table 14.2 Runway end impacts since 1998<br />

compared to 2029 forecast*<br />

Year North South East west<br />

1998 (LTOP target) 17% 55% 13% 15%<br />

1998 (actual) 28.4% 51.8% 11.4% 8.4%<br />

2000 26.6% 51.5% 14.8% 7.1%<br />

2002 27.1% 49.4% 14.0% 9.5%<br />

2004 28.3% 50.0% 12.8% 8.9%<br />

2006 28.3% 50.3% 13.8% 7.6%<br />

2023/24 (as forecast<br />

in <strong>Master</strong> <strong>Plan</strong> 03/04)<br />

30.9% 50.6% 12.6% 5.9%<br />

2029 (as forecast in<br />

<strong>Master</strong> <strong>Plan</strong> <strong>2009</strong>)#<br />

32.6% 49.4% 12.8% 5.2%<br />

* The runway end impact percentages are<br />

calculated using the same methodology used<br />

by Airservices Australia in its published monthly<br />

<strong>Sydney</strong> <strong>Airport</strong> Operational Statistics:<br />

• Movements over the North = Rwy<br />

16L(arrivals) + Rwy 16R(arrivals) + Rwy<br />

34L(departures)<br />

• Movements over the South = Rwy<br />

16L(departures) + Rwy 16R(departures)<br />

+ Rwy 34L(arrivals) + Rwy 34R(arrivals)<br />

• Movements over the East = Rwy<br />

07(departures) + Rwy 25(arrivals)<br />

+ Rwy 34R(departures)<br />

• Movements over the West = Rwy<br />

07(arrivals) + Rwy 25(departures)<br />

# These percentages were calculated using runway<br />

end impact data used to prepare the revised<br />

ANEF 2029 that was endorsed by Airservices<br />

Australia on 13 March <strong>2009</strong>.<br />

Table 14.2 shows that, as air traffic increases<br />

during the planning period, the opportunities for<br />

noise sharing will decrease, but will not totally<br />

disappear. For example, these figures show that the<br />

year in which the LTOP commenced (1998), 80.2%<br />

of all movements at <strong>Sydney</strong> <strong>Airport</strong> occurred to<br />

the north or south of the airport. The <strong>Master</strong> <strong>Plan</strong><br />

03/04 indicated that, by 2023/24, 81.5% of all<br />

movements are forecast to occur to the north or<br />

south of the airport. By 2029, this <strong>Master</strong> <strong>Plan</strong><br />

forecasts that 82.0% of all movements at <strong>Sydney</strong>


<strong>Airport</strong> will occur to the north or south of the<br />

airport, an increase of only 1.8 percentage points<br />

over three decades.<br />

While the LTOP has been and continues to be<br />

implemented by Airservices Australia, meeting its<br />

original targets has always posed a challenge. At<br />

times, and as the above table shows, they have<br />

been met, or have come close to being met in<br />

areas to the east, west and south of the <strong>Airport</strong>.<br />

However, they have not been met in areas to the<br />

north of the <strong>Airport</strong>. Meeting them will continue to<br />

be a challenge during the planning period.<br />

The noise sharing modes of runway operation each<br />

have a range of aircraft arrival rates and hourly<br />

runway capacities. By 2029, the forecast air traffic<br />

level for a typical weekday will be busier than at<br />

present. However, analysis has shown that there<br />

will still be opportunities for the use of noise sharing<br />

modes. During less busy periods in the year there<br />

will be more hours of noise sharing than on the<br />

busier weekdays. Weekends will still typically have<br />

less hourly aircraft movements than on weekdays<br />

and associated increased hours when demand will<br />

be within the capacity of the noise sharing modes.<br />

<strong>Sydney</strong> <strong>Airport</strong>, as a member of Airservices<br />

Australia’s LTOP Implementation and Monitoring<br />

Committee (IMC), will continue to support the LTOP<br />

as a means of sharing aircraft noise in areas around<br />

<strong>Sydney</strong> <strong>Airport</strong> as equitably as possible.<br />

<strong>Sydney</strong> <strong>Airport</strong> has demonstrated its support<br />

for implementation of the LTOP by ensuring the<br />

<strong>Airport</strong>’s east-west runway remains available<br />

throughout the planning period. An investment<br />

of $90 million is being made to build an enlarged<br />

runway safety area at the western end of the eastwest<br />

runway. Runway safety areas are a mandatory<br />

safety requirement set by the Civil Aviation Safety<br />

Authority and are in line with international aviation<br />

standards. The construction of this runway safety<br />

area – which is expected to be completed in 2010<br />

– will ensure the runway remains available for noise<br />

sharing purposes throughout the planning period.<br />

Accommodating the new generation of quieter aircraft<br />

SACL is actively supporting the introduction of<br />

the new generation of quieter, cleaner and more<br />

fuel efficient aircraft, including the A380, B787<br />

and A350XWB (see below). As these aircraft are<br />

much quieter than the ones they will replace, the<br />

increasing use of these aircraft by many airlines<br />

regularly using <strong>Sydney</strong> <strong>Airport</strong> will, over time, help<br />

to minimising the growth of aircraft noise impacts in<br />

areas around <strong>Sydney</strong> <strong>Airport</strong>.<br />

14.0 Sustainability, Climate Change and Environmental Management<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

To facilitate the introduction of these quieter aircraft<br />

at <strong>Sydney</strong> <strong>Airport</strong>, SACL is investing $128 million<br />

to upgrade airfield and terminal infrastructure. The<br />

projects undertaken so far have included:<br />

Airfield works<br />

• Widened pavement shoulders, fillets and<br />

flanks to the main north-south and east-west<br />

runways, various taxiways and airfield services<br />

protection;<br />

• Strengthened the airport tunnel over General<br />

Holmes Drive;<br />

• Relocated Taxiway G east of Taxiway D<br />

to accommodate the clearances necessary<br />

for the A380’s wingspan. Works included<br />

the demolition of two existing hangars and<br />

relocation of the perimeter road;<br />

• Relocated airfield navigational and visual aid<br />

equipment including taxiway lighting and<br />

signage and the installation of new inset<br />

taxiway lights; and<br />

• Remediated the Qantas Fuel Farm to allow for<br />

the relocation of the perimeter road.<br />

International Terminal<br />

• Provided contact and non-contact bays suitable<br />

for the larger A380 aircraft;<br />

• Relocated fuel points and fuel lines as<br />

necessary;<br />

• Apron works including installation of new flood<br />

lighting, strengthening of apron pavements,<br />

pavement markings, new “Nose In Guidance<br />

Systems” and signage; and<br />

• Reconfigured adjacent bays impacted by new<br />

large aircraft.<br />

Essential infrastructure upgrades to accommodate<br />

the progressive introduction of further A380<br />

aircraft (and the B787) throughout the planning<br />

period – such as the provision of additional stands<br />

at terminals and taxiways – are proposed to be<br />

undertaken as outlined in Chapter 6 and 7 of this<br />

<strong>Master</strong> <strong>Plan</strong>.<br />

These upgrades will keep <strong>Sydney</strong> <strong>Airport</strong> at the<br />

forefront of the introduction of the newer quieter<br />

aircraft into the global airline fleet, making them<br />

increasingly common in the skies over <strong>Sydney</strong>.<br />

New technology: aircraft are getting quieter<br />

The ICAO has developed standards and guidelines<br />

relating to civil aviation operations, including<br />

relating to aircraft noise. As Australia is a member<br />

of the ICAO, airports in Australia and the aircraft<br />

permitted to operate at those airports are affected<br />

by these standards, regulations and guidelines<br />

135


Figure 14.1 Significant Progress in Aircraft Noise Reduction<br />

Noise Level, EPNdB<br />

Lateral Certification Measurement<br />

which are reflected in various Australian<br />

Government laws such as the Air Navigation<br />

(Aircraft Noise) Regulations 1984. Over time,<br />

these regulations, in terms of the types of aircraft<br />

able to be operated in Australia, have become<br />

stricter as aviation technology (including jet engine<br />

and air navigation technologies) have improved.<br />

136<br />

120<br />

110<br />

100<br />

90<br />

80<br />

Source: GE Aviation<br />

Commercial Aircraft Community Noise Progress<br />

B707-300<br />

B707-100<br />

B727-100<br />

Turbojets<br />

DC8-20<br />

DC9-10<br />

B747-200<br />

B737-100<br />

DC8-61<br />

DC10-10<br />

First<br />

Generation<br />

Turbofans<br />

B737-200<br />

B747-100<br />

DC10-30<br />

A300B<br />

Noise Data Normalized to 100 klb SLS Thrust<br />

MD-80<br />

1950 1960 1970 1980 1990 2000 2010<br />

Year of Initial Service<br />

Boeing<br />

McDonnell-Douglas<br />

Airbus<br />

Bombardier<br />

Embraer<br />

A380<br />

B787-8/GEnx-1B (Est)<br />

B747-300<br />

A330 A319<br />

B747-400<br />

ERJ170<br />

CRJ700<br />

B767-200<br />

A340<br />

B777-300ER<br />

B737-300 A310<br />

B737-700<br />

B777<br />

MD11<br />

B777/GE90 A380<br />

CRJ200<br />

B787-8 (Est)<br />

Second Generation Turbofans<br />

Table 14.3 Airservices Australia Noise Monitoring data<br />

Next Generation<br />

Turbofans<br />

Aviation technology has therefore played an<br />

important role in reducing aircraft noise impacts<br />

around airports and will continue to do so<br />

throughout the planning period. Only aircraft<br />

meeting the most stringent noise requirements<br />

are permitted to operate at <strong>Sydney</strong> <strong>Airport</strong> on a<br />

regular basis. These requirements are known as<br />

location of NMT Aircraft type Arriving or departing Average lA max db(A) Reduction in noise<br />

Sydenham A380 Departing 87.7 - 4.4<br />

B747-400 Departing 92.1<br />

A380 Arriving 93.9 - 2.6<br />

B747-400 Arriving 96.5<br />

Leichhardt A380 Departing 81.7 - 3.9<br />

B747-400 Departing 85.6<br />

A380 Arriving 84.4 - 2.1<br />

B747-400 Arriving 86.5<br />

Annandale A380 Departing 71.5 - 5.5<br />

B747-400 Departing 77.0<br />

St Peters A380 Departing 73.6 - 6.7<br />

B747-400 Departing 80.3<br />

Croydon A380 Departing 76.7 - 2.3<br />

B747-400 Departing 79.0


the Chapter 4 noise standard, applicable from 1<br />

January 2006 for new aircraft and to Chapter 3<br />

aircraft for which re-certification to Chapter 4 is<br />

requested.<br />

In 1963, when the <strong>Sydney</strong> <strong>Airport</strong> curfew was<br />

introduced, the most common passenger jet aircraft<br />

was the Boeing 707 which had extremely noisy jet<br />

engines. The Boeing 727 aircraft that were in wide<br />

use until relatively recently were not much better.<br />

As a result of much improved technology, today’s<br />

aircraft are much quieter, as will the aircraft of the<br />

future (see Figure 14.1).<br />

In particular, the more recent technologies being<br />

used across all sectors of the aviation industry<br />

will reduce noise impacts in communities around<br />

airports. This is especially true for the new quieter,<br />

cleaner and more fuel efficient aircraft such as the<br />

A380. Airservices Australia has released a report<br />

showing that the A380 is between 2.3 and 6.7<br />

decibels quieter than the 747-400 when departing<br />

<strong>Sydney</strong> <strong>Airport</strong> (Airservices Australia, 2008).<br />

Airservices Australia’s data (Table 14.3) shows<br />

the results for various noise monitoring terminals<br />

(NMTs) located in suburbs around <strong>Sydney</strong><br />

<strong>Airport</strong>.<br />

Airservices Australia indicates in its report that “a<br />

three decibel reduction is regarded as a halving of<br />

an aircraft’s noise energy.”<br />

While the B787 is still under development, Boeing<br />

claims that the noise footprint of the B787 will be<br />

60% smaller than that of today’s similarly sized<br />

aircraft. This will soon become the mainstay of the<br />

Qantas Group medium widebody aircraft fleet.<br />

The A350XWB is also under development and will<br />

be operational during the planning period. A number<br />

of A350XWB customers are airlines which regularly<br />

use <strong>Sydney</strong> <strong>Airport</strong>. Airbus claims the A350XWB<br />

will be a faster, more efficient and quieter aircraft<br />

as a result of its advanced wing design – which<br />

combines aerodynamic enhancements already<br />

validated on the A380 with further improvements<br />

developed by its engineers.<br />

Other noise mitigation strategies<br />

A number of other plans, strategies and measures<br />

are implemented to manage, ameliorate or prevent<br />

aircraft noise impacts. These include:<br />

• the overnight curfew on aircraft movements<br />

(see Section 3.2);<br />

• aircraft movement limit and slot management<br />

scheme (see Section 3.3);<br />

• noise sharing arrangements (see Section 3.4),<br />

14.0 Sustainability, Climate Change and Environmental Management<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

• noise insulation program (see below);<br />

• restrictions on aircraft types permitted to use<br />

<strong>Sydney</strong> <strong>Airport</strong>;<br />

• the requirements of AS2021 – 2000 Acoustics<br />

– Aircraft Noise Intrusion –Building Siting and<br />

Construction; and<br />

• provision of information to Local Government<br />

Authorities about the ANEF contours to allow<br />

them to establish appropriate land use zonings<br />

and other mechanisms to comply with AS2021-<br />

2000.<br />

The statutory context for the curfew, aircraft<br />

movement cap and principles of noise sharing<br />

arrangements is discussed in Chapter 3.<br />

Importantly, this <strong>Master</strong> <strong>Plan</strong> is based on:<br />

• no change to the curfew;<br />

• no change to aircraft flight paths; and<br />

• no change to the aircraft movement cap.<br />

Further details of the noise sharing arrangements,<br />

the insulation program, and restrictions on aircraft<br />

types permitted to use <strong>Sydney</strong> <strong>Airport</strong> are presented<br />

below.<br />

Regular monitoring of aircraft noise is carried out<br />

by Airservices Australia, which also manages an<br />

aircraft noise enquiry unit. The <strong>Sydney</strong> <strong>Airport</strong><br />

Community Forum has been established and<br />

includes SACL as a member.<br />

Aircraft flight paths<br />

This <strong>Master</strong> <strong>Plan</strong> does not include new or altered<br />

flight paths and it upholds the principles of noise<br />

sharing as applied by Airservices Australia (see<br />

Section 3.4). The current flight paths at <strong>Sydney</strong><br />

<strong>Airport</strong> are based on the principles of noise sharing<br />

as outlined in the LTOP for <strong>Sydney</strong> <strong>Airport</strong> (see<br />

Figures 14.2 and 14.3).<br />

Flight path management, aircraft noise monitoring<br />

and the availability of aircraft noise-related<br />

information to the public.<br />

The management of flight paths and monitoring of<br />

aircraft noise at <strong>Sydney</strong> <strong>Airport</strong> is undertaken by the<br />

Australian Government agency responsible for such<br />

matters, Airservices Australia.<br />

At <strong>Sydney</strong> <strong>Airport</strong>, Airservices Australia operate the<br />

Noise and Flight Path Monitoring System (NFPMS),<br />

which collects noise and flight path data 24 hours<br />

a day, seven days a week. This information is<br />

published each month by Airservices Australia in its<br />

Noise and Flight Path Monitoring reports. These are<br />

publicly accessible on their website and are used to:<br />

• determine the contribution of aircraft to overall<br />

noise exposure;<br />

137


• assess the effects of operational and<br />

administrative procedures for noise control and<br />

compliance with these procedures;<br />

• assist in planning of airspace usage;<br />

• validate noise forecasts and forecasting<br />

techniques;<br />

• assist relevant authorities in land use planning<br />

for developments on areas in the vicinity of an<br />

airport;<br />

• provide reports to, and responses to questions<br />

from various key stakeholders; and<br />

• assist in answering noise complaints about<br />

aircraft operations from the general public.<br />

Airservices Australia has also launched a new and<br />

innovative system known as WebTrak to provide<br />

the community with information on where and<br />

how high aircraft fly, as well as the noise levels of<br />

specific aircraft operations. This allows members of<br />

the public access to detailed information on aircraft<br />

operations around <strong>Sydney</strong> <strong>Airport</strong> on a daily basis.<br />

Noise descriptors<br />

<strong>Sydney</strong> <strong>Airport</strong> is committed to providing the<br />

community and other stakeholders with accurate<br />

and meaningful information on aircraft noise<br />

impacts in a form that can be easily understood.<br />

Noise descriptors are tools used to illustrate aircraft<br />

noise impacts in areas around airports. <strong>Sydney</strong><br />

<strong>Airport</strong> has provided noise descriptors in this <strong>Master</strong><br />

<strong>Plan</strong> that are in addition to those required by the<br />

legislation. They set out clearly the predicted<br />

aircraft noise exposure patterns in all areas around<br />

<strong>Sydney</strong> <strong>Airport</strong> in a way that allows an individual<br />

to assess on an objective basis how they might<br />

be affected by forecast aircraft noise. These<br />

descriptors take into account:<br />

• anticipated aircraft movement numbers;<br />

• anticipated respite hours;<br />

• anticipated noise exposure levels (which<br />

includes whether the movement is an aircraft<br />

arrival or departure, the size of the aircraft and<br />

the level of noise it generates); and<br />

• the noise sharing flight path in use.<br />

Figure 14.2 shows the predicted average daily<br />

jet flight path movements in 2029 and permits<br />

members of the public to assess where aircraft<br />

fly, how many overflights there are forecast to be<br />

at the end of the planning period (including the<br />

average daily movements and forecast daily range),<br />

the percentage of overall movements at <strong>Sydney</strong><br />

<strong>Airport</strong> that these overflights represent and the<br />

138<br />

percentage of days when there will be no aircraft<br />

movements. These flight movement charts have<br />

been in use for around 10 years and have received<br />

wide acceptance as a simple tool for reporting on<br />

the <strong>Airport</strong>’s aircraft noise exposure patterns. The<br />

forecast for 2029 can be compared with present<br />

day information published by Airservices Australia in<br />

its monthly <strong>Sydney</strong> <strong>Airport</strong> Operational Statistics.<br />

Figure 14.3 shows the predicted average daily<br />

jet aircraft respite periods in 2029 based on the<br />

number of whole clock hours when there are no<br />

aircraft movements on the particular flight paths,<br />

and reporting these as a percentage of the sum of<br />

all the clock hours in the period in question. The<br />

figure shows respite during three discrete periods,<br />

morning (6am to 7am), daytime (7am to 8pm) and<br />

evening (8pm to the start of the curfew at 11pm).<br />

This information can also be compared with present<br />

day information published by Airservices Australia in<br />

its monthly <strong>Sydney</strong> <strong>Airport</strong> Operational Statistics.<br />

Figure 14.4 shows the projected number of aircraft<br />

overflight events louder than 70 dB(A) for locations<br />

around the airport in 2029 and, for comparison,<br />

the equivalent contours in 2007. These are known<br />

as N70 contours. This is the level chosen for<br />

presentation because it is equivalent to the single<br />

event level of 60 dB(A) specified in Australian<br />

Standard AS 2021-2000 as the indoor design sound<br />

level for normal domestic areas in dwellings. An<br />

external single noise event will be attenuated by<br />

approximately 10 dB(A) by the fabric of a house<br />

with open windows. An internal noise level of 60<br />

dB(A) is the sound pressure level of a noise event<br />

that is likely to interfere with conversation or with<br />

listening to radio or television. This information can<br />

also be compared with present day information<br />

published by Airservices Australia in its quarterly<br />

Australian Noise Exposure Index Reports.<br />

The results shown in the noise descriptors described<br />

in this chapter are based on a representative busy<br />

day (refer Section 5.7). The actual outcomes on any<br />

given day may vary according to weather and actual<br />

traffic demand patterns.<br />

Australian Noise Exposure Forecast<br />

The Australian Noise Exposure Forecast (ANEF)<br />

system was developed in the 1980s and is a<br />

mathematical summation model of aircraft noise<br />

impacts. The ANEF is a computer developed aircraft<br />

noise forecast and is based on:<br />

• operating schedules for aircraft, including the<br />

forecast numbers, types and times that these<br />

aircraft would be operating in future years;


• the selection of runway operating modes,<br />

as influenced by forecast meteorological<br />

conditions and relevant air traffic management<br />

rules and procedures (in <strong>Sydney</strong> <strong>Airport</strong>’s case,<br />

the LTOP);<br />

• aircraft flight paths; and<br />

• aircraft noise levels which are forecast to be<br />

produced by the various types of aircraft on<br />

arrival and departure.<br />

The ANEF is designed to create a land use planning<br />

tool to manage noise sensitive land uses around<br />

airports. The ANEF is shown as a contour map, and<br />

provides guidance to land use planning authorities<br />

– such as local councils and the NSW Government<br />

– to make decisions on proposed land use<br />

developments in the vicinity of airports. The system<br />

underpins Australian Standard AS2021-2000<br />

Acoustics – Aircraft noise intrusion – Building siting<br />

and construction (refer to Appendix A – Glossary<br />

for ANEF definition.<br />

The 2029 ANEF for <strong>Sydney</strong> <strong>Airport</strong> is based on<br />

the representative busy day aircraft movement<br />

forecasts in Section 5.7 (see Figure 14.5) and<br />

has been reviewed by Airservices Australia for<br />

its technical accuracy. This ANEF supersedes all<br />

previous ANEFs, including that shown in the <strong>Sydney</strong><br />

<strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> 03/04 and the Preliminary<br />

Draft <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong>. Use of the representative<br />

busy day forecasts rather than an average day<br />

forecast results in a conservative ANEF because the<br />

representative day is estimated to be four per cent<br />

busier than the typical average day.<br />

Figure 14.6 compares the 2029 ANEF with the<br />

2023/24 ANEF prepared for the previous approved<br />

<strong>Master</strong> <strong>Plan</strong> 03/04. This shows that the forecast<br />

noise contours for <strong>Sydney</strong> <strong>Airport</strong> in 2029 relative<br />

to that forecast in the <strong>Master</strong> <strong>Plan</strong> 03/04 have<br />

generally reduced. This is, in part, because of<br />

the impact of aircraft in the fleet today which are<br />

quieter, a trend that will accelerate over the next 20<br />

years with the introduction of the new generation<br />

aircraft such as the A380, B787 and A350XWB.<br />

It should also be noted that the use of an updated<br />

version of the software used to model aircraft noise<br />

at an airport (known as the Integrated Noise Model)<br />

has also resulted in minor changes.<br />

As the Integrated Noise Model does not contain<br />

noise data for the A380 and B787, <strong>Sydney</strong> <strong>Airport</strong>,<br />

in consultation with Airservices Australia, has used<br />

the B747-400 and B777 to represent these aircraft<br />

types respectively. The positive impact of quieter<br />

aircraft such as the A380 and B787 has therefore<br />

not been included in the modelling for the ANEF<br />

14.0 Sustainability, Climate Change and Environmental Management<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

in this <strong>Master</strong> <strong>Plan</strong>. To indicate the likely benefits<br />

that these new quieter aircraft will bring in terms<br />

of their reduced noise footprint in areas around<br />

<strong>Sydney</strong> <strong>Airport</strong>, an Australian Noise Exposure<br />

Concept (ANEC) has also been prepared using the<br />

aircraft manufacturers’ recommendations for noise<br />

footprints. Figure 14.7a shows a comparison of<br />

the 2029 ANEC with the 2023/24 ANEF prepared<br />

for the 03/04 <strong>Master</strong> <strong>Plan</strong>. Figure 14.7b shows<br />

a comparison of the 2029 ANEC with the 2029<br />

ANEF.<br />

The 2029 ANEF does not represent current or<br />

near-term noise exposure patterns around the<br />

<strong>Airport</strong>. Similar contours, depicting the actual<br />

aircraft noise exposure levels currently experienced<br />

around an airport are known as the Australian Noise<br />

Exposure Index (ANEI) and are published quarterly<br />

by Airservices Australia in its Australian Noise<br />

Exposure Index Reports. Figure 14.8 shows the<br />

2029 ANEF for <strong>Sydney</strong> <strong>Airport</strong> overlaid with a 2007<br />

ANEI for comparative purposes.<br />

As noted above, the ANEF is fundamentally a tool<br />

for land use planning, and is used in conjuction<br />

with Australian Standard 2021-2000 to define<br />

areas where construction of certain building types<br />

is “acceptable”, “conditionally acceptable” and<br />

“unacceptable”. At ANEF values less than 20,<br />

all building types are considered “acceptable”,<br />

and hence 20 ANEF is the lowest-valued contour<br />

generally shown on ANEF charts. This does not,<br />

however, imply that aircraft noise exposure outside<br />

the 20 ANEF contour is not an issue.<br />

The ANEF is not considered to be the most<br />

appropriate noise descriptor to convey the likely<br />

impact of aircraft noise in some areas, especially<br />

those areas outside the 20 ANEF contour. The other<br />

noise descriptors shown in this section – Figure<br />

14.2 (Flight paths and predicted average daily<br />

jet aircraft movements), Figure 14.3 (Predicted<br />

average daily respite periods) and Figure 14.4<br />

(N70 Contours for 2007 and 2029) – have all been<br />

developed for this purpose.<br />

Land use planning criteria<br />

Table 14.4 shows the land use planning criteria<br />

applied within Australia and Building Site<br />

acceptability based on ANEF zones.<br />

Noise insulation<br />

The <strong>Sydney</strong> <strong>Airport</strong> Noise Amelioration Program<br />

provided a mechanism for the insulation of homes<br />

and public buildings such as schools, pre-schools,<br />

churches and health care facilities and the purchase<br />

of the most seriously affected properties. The<br />

139


program was administered by the DITRDLG with<br />

funds raised from a noise levy applied to passenger<br />

tickets for jet aircraft operating at <strong>Sydney</strong> <strong>Airport</strong>.<br />

According to the DITRDLG website all eligible<br />

properties under the Program have now been<br />

insulated. This involved the insulation of 4,083<br />

homes and 99 public buildings (schools, churches,<br />

day care centres and hospitals). In addition, 147<br />

residences have been voluntarily acquired and the<br />

land turned into a park.<br />

DITRDLG has indicated that it will continue to<br />

monitor the noise contours in <strong>Sydney</strong> for any<br />

changes. The current and future status of the<br />

<strong>Sydney</strong> <strong>Airport</strong> Noise Amelioration Program is a<br />

matter for the Australian Government.<br />

Table 14.4 building site acceptability based on ANEF Zones<br />

building type ANEF zone site<br />

140<br />

Ground-based noise<br />

Noise from ground-based activities at <strong>Sydney</strong><br />

<strong>Airport</strong> is managed separately to noise from aircraft<br />

operations. Ground-based noise is generated from a<br />

number of sources on the <strong>Airport</strong> including:<br />

• road traffic<br />

• construction and development activities<br />

• operation of audible alarm and warning systems<br />

• operation of plant and equipment<br />

• taxiing aircraft<br />

• aircraft engine ground running<br />

• operation of aircraft auxiliary power units<br />

(APUs).<br />

Acceptable Conditional unacceptable<br />

House, home unit,<br />

Less than 20 ANEF<br />

20 to 25 ANEF (Note 2) Greater than 25 ANEF<br />

flat, caravan park<br />

(Note 1)<br />

Hotel, motel, hostel Less than 25 ANEF 25 to 30 ANEF Greater than 30 ANEF<br />

Hostel, school, university Less than 20 ANEF<br />

(Note 1)<br />

20 to 25 ANEF (Note 2) Greater than 25 ANEF<br />

Hospital, nursing home Less than 20 ANEF<br />

(Note 1)<br />

20 to 25 ANEF Greater than 25 ANEF<br />

Public buildiing Less than 20 ANEF<br />

(Note 1)<br />

20 to 30 ANEF Greater than 30 ANEF<br />

Commercial building Less than 25 ANEF 25 to 35 ANEF Greater than 35 ANEF<br />

Light industrial Less than 30 ANEF 30 to 40 ANEF Greater than 40 ANEF<br />

Other industrial Acceptable in all ANEF zone<br />

Source: AS2021-2000<br />

NOTES:<br />

1. The actual location of the 20 ANEF contour is difficult to define accurately, mainly because of variation in aircraft<br />

flight paths. Because of this, the procedure of Clause 2.3.2 of AS2021-2000 may be followed for building sites<br />

outside but near to the 20 ANEF.<br />

2. Within 20 ANEF to 25 ANEF, some people may find that the land is not compatible with residential or educational<br />

uses. Land use authorities may consider that the incorporation of noise control features in the construction of<br />

residences or schools is appropriate.<br />

3. There will be cases where a building of a particular type will contain spaces used for activities which would<br />

generally be found in a different type of building (e.g. an office in an industrial building). In these cases Table 2.1<br />

of AS 2021-2000 should be used to determine site acceptability, but internal design noise levels within the specific<br />

spaces should be determined by Table 3.3 of AS2021-2000.<br />

4. This standard does not recommend development in unacceptable areas. However, where the relevant planning<br />

authority determines that any development may be necessary within existing build-up areas designed as<br />

unacceptable, it is recommended that such development should achieve the required ANR determined according to<br />

Clause 3.2 of AS2021-2000. For residences, schools, etc., the effect of aircraft noise on outdoor areas associated<br />

with the buildings should be considered.<br />

5. In no case should new development take place in greenfield sites deemed unacceptable because such development may<br />

impact airport operations.


On average, <strong>Sydney</strong> <strong>Airport</strong> receives less than eight<br />

complaints annually from the community in relation<br />

to ground-based noise. The majority of these<br />

complaints relate to aircraft engine ground-running.<br />

Ground running at the airport is carried out at the<br />

Qantas run-up bays on the northern edge of the<br />

<strong>Airport</strong> and, with permission from <strong>Sydney</strong> <strong>Airport</strong>,<br />

at eight other locations by other airlines operating<br />

from the <strong>Airport</strong>.<br />

<strong>Sydney</strong> <strong>Airport</strong> has a ground based noise<br />

management strategy. Engine ground running,<br />

which is an essential part of aircraft operations<br />

and maintenance, is regulated by a policy that<br />

includes a comprehensive set of operational rules<br />

designed to maintain safety levels, comply with<br />

relevant standards and practices, and minimise<br />

noise. The AES provides detailed information<br />

regarding management of ground-based noise.<br />

These management practices will be maintained<br />

and improved as appropriate for the future airport<br />

operations. In addition to operational rules, Qantas,<br />

as part of its plans to upgrade its Jet Base located<br />

in the <strong>Airport</strong>’s Northern Sector, is considering<br />

upgrading the attenuation measures associated with<br />

its ground running facilities.<br />

Noise impacts associated with construction<br />

activities are assessed during the development<br />

approval process (see Appendix C). Noise<br />

monitoring of individual projects is undertaken<br />

where necessary.<br />

<strong>Sydney</strong> <strong>Airport</strong> is replacing APU usage (a known<br />

source of ground-based aircraft noise) with ground<br />

power and preconditioned air at all aerobridge gates<br />

at T1 as well as retrofitting any remaining gates at<br />

T2 not already fitted with ground power.<br />

<strong>Sydney</strong> <strong>Airport</strong> is also committed to the Engine<br />

Ground Running Rules and achieving minimal<br />

complaints regarding ground based noise. This<br />

<strong>Master</strong> <strong>Plan</strong> also allows for the construction of a<br />

hush hangar, a sound insulated enclosed hangar in<br />

which ground running would take place, at <strong>Sydney</strong><br />

<strong>Airport</strong>.<br />

14.2.2 Sustainability and climate change<br />

<strong>Sydney</strong> <strong>Airport</strong>’s Commitment to sustainability<br />

<strong>Sydney</strong> <strong>Airport</strong> is committed to sustainable<br />

development and taking a proactive approach to<br />

environmental responsibility and action.<br />

As stated in the <strong>Sydney</strong> <strong>Airport</strong> Environmental<br />

Policy (2006), <strong>Sydney</strong> <strong>Airport</strong> ‘recognises its<br />

responsibility in managing <strong>Sydney</strong> <strong>Airport</strong> in a<br />

sustainable manner’ and is:<br />

14.0 Sustainability, Climate Change and Environmental Management<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

committed to… Sustainability: through adopting<br />

measures to reduce natural resource usage and<br />

minimise impact, and to consider the environmental,<br />

social and economic implications of our actions’.<br />

The policy establishes the principles for sustainable<br />

use of the <strong>Airport</strong> from which objectives,<br />

targets and action programs are developed. The<br />

Environmental Policy commits <strong>Sydney</strong> <strong>Airport</strong> to<br />

adopting world’s best practice measures to enhance<br />

environmental performance and ensure continual<br />

improvement. A summary of SACL’s sustainability<br />

initiatives is listed in Table 14.9.<br />

Climate change is now recognised as real and<br />

present; even though some uncertainty remains<br />

around the extent of change and the expected<br />

impacts. In responding to climate change, two<br />

broad categories of response strategies exist.<br />

The first response is to reduce greenhouse gas<br />

concentrations in the atmosphere in an effort to<br />

reduce the rate and overall magnitude of future<br />

climate change. The second response is the<br />

adaptation to the impacts of climate change of all<br />

sectors of society and the economy. Adaptation<br />

is the principal means by which to build resilience<br />

and reduce vulnerability within local communities<br />

and economies. It involves a combination of risk<br />

management and a range of adjustment activities.<br />

In addressing these response strategies, SACL<br />

in association with the aviation industry and in<br />

discussion with the Australian Government will<br />

look towards reducing its carbon footprint (further<br />

discussed in the Carbon Neutrality section below)<br />

and implementing appropriate climate change<br />

adaptation strategies.<br />

Global aviation industry commitment to action on<br />

climate change<br />

All industries – including aviation – contribute to<br />

the problem of climate change and all must be a<br />

part of the solution. The Intergovernmental Panel<br />

on Climate Change has estimated that aviation<br />

accounts for only around 2% of global carbon<br />

dioxide emissions. However, it is growing and is<br />

estimated to reach 3% by 2050. Nevertheless,<br />

being a relatively small contributor to overall<br />

emissions is not a licence for complacency.<br />

Aviation’s challenge is to retain the many positive<br />

economic and social benefits that aviation<br />

provides, while reducing or eliminating its negative<br />

environmental impacts. The signing in April 2008<br />

of the Global Aviation Industry Commitment to<br />

Action on Climate Change by aviation industry<br />

leaders – including <strong>Sydney</strong> <strong>Airport</strong> – is an important<br />

demonstration of aviation’s worldwide commitment<br />

to introducing technological, operational and<br />

141


efficiency advances that will reduce aviation’s<br />

contribution to climate change.<br />

<strong>Sydney</strong> <strong>Airport</strong> is committed to working with all<br />

relevant organisations across the aviation industry<br />

to target carbon-neutral growth as a step towards a<br />

carbon-free future for aviation. As noted in Section<br />

14.2, <strong>Sydney</strong> <strong>Airport</strong> has implemented a range of<br />

environmental initiatives aimed at improving the<br />

<strong>Airport</strong>’s environmental performance and reducing<br />

the <strong>Airport</strong>’s carbon footprint. <strong>Sydney</strong> <strong>Airport</strong> will<br />

continue to work with major airlines to implement<br />

the following four key strategies outlined in the<br />

Global Aviation Industry Commitment:<br />

• encourage the development and implementation<br />

of new technologies, including cleaner fuels;<br />

• further optimise the fuel efficiency of fleets and<br />

the way aircraft are flown and manage ground<br />

operations;<br />

• improve air routes, air traffic management and<br />

airport infrastructure; and<br />

• implement positive economic instruments to<br />

achieve greenhouse gas reductions wherever<br />

they are cost-effective.<br />

Managing climate change is a key challenge, not<br />

just for <strong>Sydney</strong> <strong>Airport</strong> but for all major airports.<br />

Technological innovation will drive environmental<br />

improvements at <strong>Sydney</strong> <strong>Airport</strong>. The same can<br />

be said for airlines in that the global fleet of<br />

commercial aircraft is undergoing a significant<br />

technological transformation. As a result, jet aircraft<br />

are now significantly quieter, cleaner and more<br />

fuel efficient than ever before. Being larger, the<br />

new generation of aircraft also means that more<br />

passengers can be transported per flight with less<br />

impact on the environment.<br />

Sustainable Development<br />

<strong>Sydney</strong> <strong>Airport</strong>’s Sustainable Development<br />

Policy establishes the principles for sustainable<br />

development of the <strong>Airport</strong> from which objectives,<br />

targets and action programs can then be developed.<br />

The principles will ensure that all new development<br />

proposals in relation to <strong>Sydney</strong> <strong>Airport</strong> are planned<br />

and operated in accordance with current best<br />

practice technologies and guidelines for efficient<br />

resource use. This will include using the most<br />

appropriate sustainability rating tool for driving the<br />

development of sustainable buildings at <strong>Sydney</strong><br />

<strong>Airport</strong>.<br />

Carbon Neutrality<br />

<strong>Sydney</strong> <strong>Airport</strong> has developed a Carbon Neutral<br />

strategy which aims to reduce the <strong>Airport</strong>’s<br />

carbon footprint. The first step of this strategy – a<br />

comprehensive emissions inventory and carbon<br />

142<br />

footprint of the <strong>Airport</strong> – has been completed for<br />

<strong>Sydney</strong> <strong>Airport</strong>’s business operations (excludes<br />

emissions from any airline or other third party) in<br />

accordance with the World Resources Institute’s<br />

Greenhouse Gas Protocol (2005) and ISO 14064.<br />

As shown in Table 14.5, <strong>Sydney</strong> <strong>Airport</strong>’s carbon<br />

footprint for 2007 was measured by Climate<br />

Friendly Pty Ltd to be 96,601 tonnes of carbon<br />

dioxide (CO2) equivalent with 2007 monitoring<br />

figures used to equate the year’s total equivalent<br />

tonnes of CO2 emissions. Major emitters are<br />

electricity, natural gas, other fuels, air travel<br />

and LPG. (Note: airline ground operations were<br />

not included as a major emission source in this<br />

calculation).<br />

Table 14.5 Greenhouse gas emissions by source<br />

for SACL operations, 2007<br />

Emission<br />

source<br />

Electricity 90,961<br />

Natural gas 4,599<br />

Other fuels 780<br />

Staff Air travel 260<br />

LPG 1<br />

Total 96,601<br />

Source: Climate Friendly Pty Ltd<br />

Equivalent tonnes<br />

of CO2 emissions<br />

Table 14.6 shows the total 2007 activity data<br />

(using relevant units) for each identified greenhouse<br />

gas emission source. Future comparisons and<br />

projections should take into account the activity<br />

data in relation to the total equivalent tonnes of<br />

CO2 emissions of Table 14.4. The 2007 emissions<br />

inventory and carbon footprint will be used for<br />

future monitoring comparisons and as a baseline<br />

for emissions projections for <strong>Sydney</strong> <strong>Airport</strong>’s<br />

operations.<br />

Table 14.6 Energy consumption for SACL<br />

operations, 2007<br />

Emission<br />

source<br />

Activity<br />

data<br />

Electricity 85,090 MWh<br />

Natural gas 64,595 GJ<br />

Other fuels 266,211 litres<br />

Staff Air travel 857,616 km<br />

Source: SACL Monitoring Data<br />

unit


The second step will be to pursue a range of<br />

initiatives to reduce the <strong>Airport</strong>’s direct carbon<br />

emissions and future carbon exposure. The third<br />

step is to capitalise on emerging technologies<br />

and business opportunities to further minimise<br />

direct carbon emissions and cost exposure to<br />

becoming Climate Neutral in line with the Australian<br />

Government’s proposed Emission Trading Scheme.<br />

<strong>Sydney</strong> <strong>Airport</strong> has already substantially improved<br />

the efficiencies of current operations and has<br />

already achieved many of the milestones identified<br />

in the Energy Savings and Water Savings Action<br />

<strong>Plan</strong>s. <strong>Sydney</strong> <strong>Airport</strong> will continue to develop<br />

further initiatives as part of this strategy and is<br />

currently investigating the potential for the use of<br />

alternative energy such as solar energy and cogeneration<br />

on airport developments.<br />

14.2.3 Air quality<br />

Air quality within the <strong>Airport</strong> boundary and<br />

surrounding areas is in compliance with the<br />

air quality goals established in the <strong>Airport</strong>s<br />

14.0 Sustainability, Climate Change and Environmental Management<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

(Environment Protection) Regulations. The NPI<br />

Emission Estimation Techniques for <strong>Airport</strong>s<br />

(Department of Environment, Water, Heritage and<br />

the Arts 2008a) identifies the major sources of<br />

emissions from airports as being:<br />

• aircraft operations;<br />

• airport related traffic;<br />

• ground support equipment (airside vehicles and<br />

mobile plant);<br />

• paint and solvent usage;<br />

• fuel and organic liquid storage;<br />

• boilers and space heaters;<br />

• emergency generators;<br />

• fire training and emergency simulations;<br />

• aircraft engine test cells;<br />

• refuelling operations; and<br />

• general engine testing.<br />

Air pollutants assessed are carbon monoxide<br />

(CO), oxides of nitrogen (NOX), volatile organic<br />

compounds (VOCs), particulate matter (PM10),<br />

Table 14.7 Summary of predicted emissions to air from <strong>Sydney</strong> <strong>Airport</strong>s operations (2014 and 2029)<br />

Source Emissions (kg/day)<br />

CO NOx SOx PM10 vOCs<br />

2014 2029 2014 2029 2014 2029 2014 2029 2014 2029<br />

Aircraft<br />

operation (a)<br />

6,963 8,346 8,306 10,747 830 1,082 96 113 2,002 1,944<br />

Ground support<br />

equipment (a) (c)<br />

2,851 962 353 95 9 10 15 6 102 42<br />

Auxiliary power<br />

units (a)<br />

174 157 183 200 26 26 - - 15 14<br />

Aircraft<br />

maintenance (b)<br />

5 10 607 1,125 14 26 - - 4 8<br />

Refuelling and<br />

fuel storage (b)<br />

- - - - - - - - 0.4 0.7<br />

Other fuel<br />

storage (a)<br />

- - - - - - - - 202 388<br />

Boilers (a) 7.3 7.3 8.7 8.7 0.1 0.1 0.7 0.7 0.5 0.5<br />

Generators (a) 2.9 2.9 7.6 7.6 1.6 0.4 0.4 0.4 0.4 0.4<br />

<strong>Airport</strong> related<br />

traffic (a)<br />

1,430 2,413 313 313 11 38 10 18 186 316<br />

Surface<br />

preparation and<br />

coating (a)<br />

- - - - - - - - 30 56<br />

TOTAl 11,433 11,898 9,779 12,496 891 1,184 122 138 2,543 2,770<br />

Sources:<br />

(a) Holmes Air Sciences 2008<br />

(b) DECC, 2007, Air Emissions Inventory for the Greater Metropolitan Region in New South Wales, off Road Mobile Emissions Module: Results,<br />

NSW Government, <strong>Sydney</strong>. http://www.environment.nsw.gov.au/air/airinventory.htm<br />

(c) Emission reductions for ground support equipment includes the assumption that the equipment will progressively be converted from diesel to<br />

electric motors.<br />

143


and sulphur dioxide (SO2). A summary of predicted<br />

emissions to air from <strong>Sydney</strong> <strong>Airport</strong>s operations<br />

(2014 and 2029) can be seen in Table 14.7.<br />

A number of factors have contributed to differences<br />

in the predicted emissions in the <strong>Master</strong> <strong>Plan</strong><br />

03/04 (Holmes Air Sciences, 2003) and the current<br />

predictions. In addition to the changes in the aircraft<br />

fleet, there have been significant changes since<br />

2003 to the US EPA approved aviation air emissions<br />

model – Emissions and Dispersion Modelling<br />

System (FAA, 2007) which has been used to<br />

calculate the emissions from aircraft operations,<br />

APUs and ground support equipment. As a result,<br />

the predicted emissions from aircraft operations,<br />

APUs and ground service equipment are not directly<br />

comparable between <strong>Master</strong> <strong>Plan</strong> 03/04 and this<br />

<strong>Master</strong> <strong>Plan</strong>.<br />

In relation to the estimate of emissions from other<br />

fuel storage, changes to the methodology used in<br />

the NPI Emissions Estimation Technique Manual<br />

for Fuel and Organic Liquid Storage (Department<br />

of Environment, Water, Heritage and the Arts<br />

2008b) account for the significant differences in<br />

predictions. As a result, the predicted emissions<br />

from these sources are not comparable between<br />

<strong>Master</strong> <strong>Plan</strong> 03/04 and this <strong>Master</strong> <strong>Plan</strong>.<br />

NPI provides information on the amount of<br />

air emissions within the <strong>Sydney</strong>-Wollongong-<br />

Newcastle airshed from industrial and mobile<br />

sources for 2006/07. Table 14.8 compares the<br />

NPI data in the <strong>Sydney</strong>-Wollongong-Newcastle<br />

airshed for 2006/07 with the calculated emissions<br />

from <strong>Sydney</strong> <strong>Airport</strong> for 2014 and 2029. The<br />

predicted emissions from <strong>Sydney</strong> <strong>Airport</strong> represent<br />

1.6% or less of total emissions within the <strong>Sydney</strong>-<br />

Wollongong-Newcastle airshed. The airshed<br />

emissions are likely to increase by 2014 and<br />

2029 which would result in the airport emissions<br />

contributing less to the total airshed than the<br />

figures presented in Table 14.8.<br />

Pollutant <strong>Sydney</strong> - wollongong - Newcastle<br />

NPI data 2006/07 (a)<br />

144<br />

14.2.4 Surface water quality<br />

The <strong>Airport</strong> is almost entirely surrounded by<br />

sensitive waterways, with Botany Bay to the south,<br />

Botany Wetlands (incorporating Mill and Engine<br />

Ponds) to the east, Alexandra Canal to the north<br />

and Cooks River to the west.<br />

Various activities on <strong>Sydney</strong> <strong>Airport</strong> have the<br />

potential to impact on the water quality of<br />

surrounding waterways including:<br />

• spills from aircraft servicing and maintenance;<br />

• construction and maintenance activities;<br />

• bulk liquids and hazardous materials storage;<br />

and<br />

• fire training exercises.<br />

To minimise the impact of airport operations on<br />

surface water quality in and to the above adjacent<br />

waterways <strong>Sydney</strong> <strong>Airport</strong> has continued to<br />

implement the Storm Water Management <strong>Plan</strong>.<br />

<strong>Sydney</strong> <strong>Airport</strong> also has a number of mechanisms in<br />

place for managing spills that include:<br />

• Gross pollutant traps on airport boundary;<br />

• a dedicated spill response vehicle and provision<br />

of spill control kits on all aircraft parking<br />

aprons;<br />

• pollution control flame traps on all aprons<br />

where aircraft refuelling or maintenance takes<br />

place; and<br />

• emergency stop gates on storm water<br />

discharge points.<br />

Potential water quality impacts from construction<br />

and maintenance activities are managed via activityspecific<br />

environmental management plans. All<br />

bulk liquid and hazardous materials stores must be<br />

appropriately bunded to ensure that any spills or<br />

leaks can be contained on site.<br />

Table 14.8 <strong>Sydney</strong> airshed emissions compared with <strong>Sydney</strong> <strong>Airport</strong> emissions<br />

<strong>Sydney</strong> <strong>Airport</strong> % NPI (b)<br />

(kg/day) 2014 2029<br />

CO 4,109,589 0.28 0.29<br />

NOx 821,918 1.19 1.52<br />

SO2 794,521 0.11 0.15<br />

PM10 257,534 0.05 0.05<br />

VOCs 520,548 0.49 0.53<br />

Sources:<br />

(a) NPI, 2008, NPI emissions for 2006/07 http//www.npi.gov.au/<br />

(b) Holmes Air Sciences 2008.


Fire training exercises at <strong>Sydney</strong> <strong>Airport</strong> are<br />

conducted at a purpose-built facility in the <strong>Airport</strong>’s<br />

South-east Sector. The training area is fully bunded<br />

with all effluent draining to a separator system for<br />

treatment.<br />

14.2.5 Soil and groundwater quality<br />

(contaminated sites)<br />

Due to the long history of aviation and related use<br />

of the site, <strong>Sydney</strong> <strong>Airport</strong> contains a number of<br />

areas of soil contamination associated with past<br />

activities including fuel storage and distribution. To<br />

assist in the ongoing management of these sites,<br />

<strong>Sydney</strong> <strong>Airport</strong> has developed a Contaminated Sites<br />

Strategy.<br />

Contaminated sites strategy<br />

<strong>Sydney</strong> <strong>Airport</strong> has finalised Phase 1 of its<br />

Contaminated Sites Strategy and is now well into<br />

Phase 2.<br />

Phase 1 of the Strategy involved a comprehensive<br />

four year program to investigate and assess all<br />

identified contaminated sites on <strong>Sydney</strong> <strong>Airport</strong>,<br />

and to remediate high risk contaminated sites<br />

where required. Through this program, <strong>Sydney</strong><br />

<strong>Airport</strong> has gained a detailed understanding of all<br />

of its contaminated sites and the risks they pose to<br />

human health and the environment.<br />

Through the work conducted in Phase 1, a program<br />

was developed for the ongoing management of the<br />

sites. This program is being implemented as Phase<br />

2 which has the following aims:<br />

• continue the monitoring program for known<br />

contaminated sites to fully ascertain the level<br />

of environmental risk to determine if these<br />

sites can be removed from the Contaminated<br />

Sites Register or if further management or<br />

remediation programs are required; and<br />

• develop management plans and, if necessary,<br />

remediation programs for any sites shown<br />

by the monitoring program as posing an<br />

unacceptable level of environmental and/or<br />

financial risk.<br />

The monitoring results from the Phase 2 work<br />

indicate that three of <strong>Sydney</strong> <strong>Airport</strong>’s thirteen<br />

high and medium risk contaminated sites no<br />

longer exceed applicable criteria and, as such, are<br />

proposed to be removed from the Contaminated<br />

Sites Register, with the approval of the AEO.<br />

In line with the proposed expansion of T2, <strong>Sydney</strong><br />

<strong>Airport</strong> has commenced the remediation of the<br />

former Joint Oil Storage Facility site. This site,<br />

which is currently classified as a medium/high risk<br />

site, has experienced soil contamination resulting<br />

from on-site fuel storage from the mid 1950s.<br />

14.0 Sustainability, Climate Change and Environmental Management<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

14.2.6 Flora and fauna<br />

Wetlands Enhancement Program<br />

The on going implementation of <strong>Sydney</strong> <strong>Airport</strong>’s<br />

Water Enhancement Program for the Engine Ponds<br />

aims to increase the numbers of native fish species<br />

and, more generally, improve the quality and<br />

ecological function of the wetlands themselves.<br />

<strong>Airport</strong> Landscape <strong>Plan</strong><br />

The on going implementation of the <strong>Airport</strong><br />

Landscape <strong>Plan</strong> will require the use of water<br />

efficient native species.<br />

14.2.7 Heritage<br />

<strong>Sydney</strong> <strong>Airport</strong> acknowledges that there are items<br />

of heritage value at the <strong>Airport</strong>. The heritage values<br />

of <strong>Sydney</strong> <strong>Airport</strong> are embodied in the location,<br />

form and function of its individual elements,<br />

including the arrangement of streets, buildings,<br />

runways and the ways in which these attributes<br />

reflect its history of change and growth.<br />

Each individual element on the <strong>Airport</strong> has been<br />

assessed against the Commonwealth heritage<br />

criteria of the Environment Protection and<br />

Biodiversity Conservation Act 1999 and a Heritage<br />

Management <strong>Plan</strong> is currently being developed to<br />

manage the <strong>Airport</strong>s heritage items in a sensitive<br />

manner moving forward. This plan is being<br />

developed in conjunction with the Department of<br />

Environment Water Heritage and the Arts. Items<br />

currently recognised as having potential for heritage<br />

value are shown in Figure 14.9.<br />

14.2.8 Resource use (water, energy raw<br />

materials and waste management)<br />

<strong>Sydney</strong> <strong>Airport</strong> has continued to reduce resource<br />

usage at the <strong>Airport</strong> through the implementation<br />

of its NSW Government-approved Water Savings<br />

Action <strong>Plan</strong> and Energy Savings Action <strong>Plan</strong>. The<br />

resource saving principles outlined in these plans<br />

will be applied to all upgrade and development<br />

projects and airport operation.<br />

Continued waste reduction at the <strong>Airport</strong> has been<br />

achieve through implementation of the action items<br />

under the AES as well as working with tenants<br />

to implement best practice waste management<br />

through their Environmental Management <strong>Plan</strong>s.<br />

As part of the Waste Management strategy, <strong>Sydney</strong><br />

<strong>Airport</strong> has completed development of a draft<br />

Waste Resource Recovery <strong>Plan</strong> for the <strong>Airport</strong>.<br />

The plan focuses on introducing changes that<br />

will reduce the quantity of waste to landfill and<br />

maximise recycling and waste recovery.<br />

145


14.3 Environmental issues related<br />

to <strong>Master</strong> <strong>Plan</strong> concept<br />

To ensure that the future development of <strong>Sydney</strong><br />

<strong>Airport</strong> is undertaken in a manner that is sustainable<br />

and sympathetic to the environment, a rigorous<br />

development assessment process has been<br />

established to enable <strong>Sydney</strong> <strong>Airport</strong> to comply with<br />

its obligations under the <strong>Airport</strong>s (Building Control)<br />

Regulations (see Appendix E).<br />

Although there are no major changes of direction for<br />

development of <strong>Sydney</strong> <strong>Airport</strong> presented in <strong>Master</strong><br />

<strong>Plan</strong> <strong>2009</strong>, there will be development activities over<br />

the planning period with the potential to impact on<br />

the following aspects of the environment:<br />

• water quality;<br />

• air quality;<br />

• resource use such as energy, water and<br />

construction material;<br />

• waste;<br />

• ground transport;<br />

• construction-related environmental impacts<br />

• cumulative impacts;<br />

• contaminated sites; and<br />

• heritage.<br />

Environmental impacts resulting from<br />

implementation of the <strong>Master</strong> <strong>Plan</strong> concepts will<br />

be further determined during the development<br />

approval process of individual projects, with<br />

appropriate management actions established prior<br />

to approval being given by the AEO. All proposed<br />

developments will take into consideration the<br />

procedures and requirements contained in the AES<br />

and the associated action plans and environmental<br />

management plans.<br />

<strong>Sydney</strong> <strong>Airport</strong> is committed to working with the<br />

NSW Government to develop secure, reliable, cost<br />

effective and sustainable transport options for the<br />

local community and the travelling public to and<br />

from the <strong>Airport</strong> (Refer Chapter 10).<br />

North-west Sector<br />

In the North-west Sector, expansion of T1 to<br />

the north and developments such as commercial<br />

facilities and additional car parking to the west of<br />

the terminal is proposed. Detailed planning for these<br />

developments will include consideration of existing<br />

environmental conditions, urban design issues<br />

relating to the location adjacent to the Cooks River,<br />

and ground traffic management.<br />

146<br />

Northern <strong>Airport</strong> Precinct<br />

<strong>Sydney</strong> <strong>Airport</strong> also propose to develop areas to the<br />

north of the airport for airport logistics. Detailed soil<br />

investigations and remediation have been conducted<br />

on the site in accordance with this proposed<br />

development. Developments will consider, among<br />

other matters, environmental management, traffic<br />

and access and built form. Issues to be considered<br />

will include environmental protection of the<br />

Alexandra Canal, public access, heritage, groundbased<br />

noise and height requirements.<br />

North-east Sector<br />

In the North-east Sector, <strong>Sydney</strong> <strong>Airport</strong> proposes<br />

to expand the domestic precinct towards the<br />

east to accommodate aviation and commercial<br />

development. Environmental issues to be considered<br />

in relation to these proposed developments<br />

include heritage, ground running noise, soil and<br />

groundwater contamination and ground access.<br />

<strong>Sydney</strong> <strong>Airport</strong> is aware of, and has management<br />

systems in place for, a number of contaminated<br />

sites in this precinct.<br />

Southern Sectors<br />

In the South-east Sector and the South South-east<br />

Sectors, <strong>Sydney</strong> <strong>Airport</strong> proposes to develop aircraft<br />

parking. The main environmental issues with the<br />

development of aircraft parking in this sector will<br />

be the protection of the adjacent environmentally<br />

sensitive wetlands (Engine Ponds) and identified<br />

significant heritage items.<br />

South-west Sector<br />

<strong>Sydney</strong> <strong>Airport</strong> intends to develop additional aircraft<br />

parking positions and commercial developments in<br />

the South-west Sector. <strong>Sydney</strong> <strong>Airport</strong> is aware<br />

of potential contamination issues and concerns<br />

about ground running noise and emissions to air<br />

in the sector affecting the amenity of the nearby<br />

Kyeemagh residential areas. Any development<br />

proposals for this area will specifically consider<br />

these issues as well as foreshore impacts, traffic<br />

and urban design matters.<br />

<strong>Sydney</strong> <strong>Airport</strong> is reviewing the option of developing<br />

a High Intensity Approach Lighting System (HIAL)<br />

at the end of runway 34L to enable aircraft to land<br />

more safely in adverse conditions such as fog and<br />

heavy rain. The HIAL would be located at the end of<br />

the runway and extend approximately 400 metres<br />

into Botany Bay. As the HIAL structure is proposed<br />

to be located within Botany Bay, environmental<br />

issues to be addressed will include impacts on the<br />

marine environment (particularly on seagrasses)<br />

and prevention of water quality impacts during the<br />

construction process. There is also the potential


maritime navigation hazard for recreational vessels<br />

using Botany Bay. All of the environmental issues<br />

associated with the HIAL proposal will be addressed<br />

during the development approval process.<br />

14.0 Sustainability, Climate Change and Environmental Management<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

Table 14.9 Summary of environmental initiatives at <strong>Sydney</strong> <strong>Airport</strong><br />

14.4 Environmental initiatives<br />

implemented at <strong>Sydney</strong> <strong>Airport</strong><br />

Since approval of the <strong>Master</strong> <strong>Plan</strong> 03/04 and in<br />

accordance with the <strong>Sydney</strong> <strong>Airport</strong> Environment<br />

Strategy, many environmental and energy efficiency<br />

strategies and initiatives have been implemented<br />

(see Table 14.9).<br />

Initiative and aims<br />

WATER EFFICIENCY<br />

Water Savings Action <strong>Plan</strong><br />

Implemented Actions Outcomes<br />

• To reduce existing water • <strong>Airport</strong>-wide leak detection • Water savings devices to • Saving of 30 million litres<br />

use.<br />

project completed.<br />

be installed in line with of water in 2006/07.<br />

• To require best practice • Water savings devices installed new development on<br />

water efficiency<br />

on fittings across the <strong>Airport</strong>. fittings across the <strong>Airport</strong>.<br />

measures for new • Sophisticated real-time water • Expansion of monitoring<br />

development.<br />

demand monitoring system system to include all<br />

installed.<br />

sub-meters.<br />

• Other water reuse and recycling • Data collection and review<br />

Water Recycling Project<br />

initiatives implemented.<br />

associated with the<br />

real-time water demand<br />

monitoring system<br />

installed.<br />

• To save up to 1 million • The Water Treatment <strong>Plan</strong>t is • Will recycle sewage for • Detailed engineering<br />

litres of water per day. under construction at the time reuse in toilet flushing, design of the project<br />

of writing the <strong>Master</strong> <strong>Plan</strong>. cooling towers and<br />

complete.<br />

Every Drop Counts<br />

irrigation.<br />

• Construction of the<br />

water recycling plant to<br />

commence in 2008.<br />

• <strong>Sydney</strong> <strong>Airport</strong> is a In the development approval • SACL is continuing • Water savings and<br />

signatory to <strong>Sydney</strong> process, applicants are required with its relationship<br />

water reuse in all new<br />

Water’s Every Drop to:<br />

with <strong>Sydney</strong> Water and developments.<br />

Counts program.<br />

• Investigate water saving and continually reviewing<br />

reuse options.<br />

options to improve its star<br />

• Where possible, incorporate rating under the every<br />

Water Cycle Assessment<br />

options into new developments. drop counts program.<br />

• To assess whole cycle of • Investigated stormwater • The more feasible options • Implementation<br />

water onsite.<br />

capture, storage and reuse; under the assessment commenced.<br />

water recycling; water use and will undergo detailed<br />

wastewater to sewer.<br />

investigations in order<br />

• Identified potential water<br />

to determine the most<br />

savings (such as the increased suitable options moving<br />

use of non-potable water<br />

forward to cater to<br />

on-site).<br />

<strong>Sydney</strong> <strong>Airport</strong>’s water<br />

needs during the term of<br />

the <strong>Master</strong> <strong>Plan</strong>.<br />

147


Table 14.9 Summary of environmental initiatives at <strong>Sydney</strong> <strong>Airport</strong> (continued)<br />

Initiative and aims Implemented Actions Outcomes<br />

ENERGY EFFICIENCY<br />

Energy Savings Action <strong>Plan</strong><br />

• To significantly reduce<br />

the <strong>Airport</strong>’s energy<br />

use and greenhouse gas<br />

emission.<br />

STORMWATER MANAGEMENT<br />

• To improve the quality of<br />

stormwater runoff from<br />

the <strong>Airport</strong>.<br />

BIODIVERSITY<br />

Wetlands Enhancement<br />

• To increase native fish<br />

species in the Engine<br />

Ponds.<br />

• To improve the quality<br />

and function of the<br />

wetlands.<br />

Native <strong>Plan</strong>tings<br />

• To increase native<br />

vegetation on the airport.<br />

148<br />

• Energy Information and<br />

Reporting System implemented.<br />

• Installation of walls and<br />

automatic doors to prevent<br />

loss of conditioned air to train<br />

stations.<br />

• Upgrade of road and car parking<br />

areas to efficient lighting.<br />

• Upgrade to high efficiency<br />

chillers.<br />

• Completion of trial of voltage<br />

control for lighting.<br />

• In the development approval<br />

process, applicants are required<br />

to investigate energy saving<br />

options; and, where possible,<br />

incorporate options.<br />

• Three stormwater quality<br />

improvement devices (SQID)<br />

installed in T1 car park.<br />

• Two additional SQIDs to be<br />

installed during 2008.<br />

• More SQIDs to be installed in<br />

line with development of the<br />

<strong>Airport</strong>.<br />

• Development and<br />

implementation of monitoring<br />

program.<br />

• Implementation of on going<br />

enhancement program which<br />

includes removal of fish passage<br />

barriers in the wetlands to allow<br />

movement of fish from Botany<br />

Bay into the wetland system.<br />

• Weed eradication and removal of<br />

exotic fish (carp).<br />

• Terrestrial planting around the<br />

wetland.<br />

• Approximately 71,000 native<br />

trees, shrubs and groundcover<br />

plants have been planted in<br />

<strong>Airport</strong> precincts as well as on<br />

roadsides and forecourts as part<br />

of the <strong>Airport</strong> Landscaping <strong>Plan</strong>.<br />

• Continue to require, through<br />

the development approval<br />

process, applicants to<br />

investigate energy saving<br />

options; and, where possible,<br />

incorporate options.<br />

• Solar hot water pre-heaters in<br />

T1 and T2.<br />

• Automatic boiler cut off<br />

control based on ambient<br />

temperature for up to 16<br />

boilers in T1, T2, C/Ulm and<br />

FAC House.<br />

• Automatic control of air<br />

conditioning in bus bays and<br />

automatic control of lighting in<br />

bus bays.<br />

• The re-commissioning of the<br />

AMS control system in both<br />

T1 and T2.<br />

• Control of roof space lighting.<br />

• Checking the operation<br />

of voltage reduction units<br />

installed in various lighting<br />

circuits in T2.<br />

• Continue to review and<br />

implement management<br />

and infrastructure options<br />

identified based on cost,<br />

benefits and impacts.<br />

• Review, upgrade and continue<br />

wetland enhancement<br />

program.<br />

• Manage the impact of<br />

development on vegetation<br />

including replacement and<br />

compensation strategies in line<br />

with the AES KPI of no net<br />

loss of habitat.<br />

• Reduction of total<br />

energy use at <strong>Sydney</strong><br />

<strong>Airport</strong>.<br />

• Removal of gross<br />

pollutants, sediment,<br />

oil and grease from<br />

stormwater runoff to<br />

Cooks River.<br />

Monitoring results are<br />

used to:<br />

• Target other<br />

opportunities for<br />

stormwater quality<br />

improvement.<br />

• Form a baseline<br />

for regular ongoing<br />

water monitoring.<br />

• Overall improvement<br />

of the wetland<br />

ecosystem.<br />

• Enhancement of<br />

natural flora and<br />

fauna environment.


14.0 Sustainability, Climate Change and Environmental Management<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

Table 14.9 Summary of environmental initiatives at <strong>Sydney</strong> <strong>Airport</strong> (continued)<br />

Initiative and aims Implemented Actions Outcomes<br />

BIODIVERSITY continued<br />

<strong>Sydney</strong> <strong>Airport</strong> Ground Travel <strong>Plan</strong><br />

• To find a balance • Liaison with the roads<br />

between catering<br />

authorities to investigate<br />

for demand for car<br />

provision of transit and bus<br />

parking on the <strong>Airport</strong> lanes on approaches to the<br />

and encouraging more airport.<br />

sustainable transport • Liaising with the NSW Ministry<br />

modes.<br />

for Transport to augment bus<br />

• To work with airport services to and from the airport<br />

employees, the DITRDLG, particularly cross regional<br />

the NSW Government, routes.<br />

local government and • Facilities are being provided<br />

transport providers to for cycle parking in new<br />

implement the AGTP. developments.<br />

• An AGTP committee has been<br />

set up to work through the<br />

issues / initiatives of the AGTP<br />

on airport.<br />

• SACL has introduced a program<br />

to allow staff interest free loans<br />

to enable the purchase of long<br />

term train tickets.<br />

Introducing Greener Vehicles<br />

• To reduce energy use<br />

and emissions.<br />

WASTE<br />

Waste Management and Resource Recovery<br />

• To implement waste<br />

management hierarchy<br />

of avoidance, reuse,<br />

recycling and disposal<br />

thereby reducing waste<br />

to landfill.<br />

• Acquisition of greener fleet<br />

vehicles.<br />

• Introduction of additional<br />

hybrid vehicles as conventional<br />

vehicles are replaced within the<br />

fleet.<br />

• Introduced requirements for<br />

tenants to include a Waste<br />

Management <strong>Plan</strong> when<br />

submitting/updating their<br />

operational Environment<br />

Management <strong>Plan</strong>s.<br />

• Upgraded Apron FOD bins to<br />

allow separation of waste oil<br />

from general waste.<br />

• Introduced requirements<br />

for resource recovery from<br />

construction / demolition<br />

activities.<br />

• Ongoing implementation<br />

of the initiatives outlined<br />

in the AGTP.<br />

• Maintain current practice<br />

of replacing vehicles with<br />

“greener” alternatives<br />

where practicable<br />

through SACL’s vehicle<br />

replacement program.<br />

• Identify and prioritise<br />

initiatives that will be<br />

implemented to recover<br />

more from the nonquarantine<br />

waste stream<br />

and reduce the quantity<br />

of waste that requires<br />

disposal.<br />

• Install recycling<br />

infrastructure throughout<br />

public areas of the<br />

terminals.<br />

• Install recycling facilities<br />

for commingled waste<br />

within SACL operations<br />

buildings.<br />

• Review practices relating<br />

to waste management and<br />

where possible implement<br />

practices that reduce<br />

waste to landfill.<br />

• The implementation of a<br />

waste education program<br />

for <strong>Sydney</strong> <strong>Airport</strong> staff<br />

and airport tenants.<br />

• The AGTP addresses<br />

the issue of developing<br />

sustainable access for<br />

passengers, visitors and<br />

staff visiting the airport.<br />

• Reduction of total vehicle<br />

emissions and fuel use at<br />

<strong>Sydney</strong> <strong>Airport</strong>.<br />

• While the main focus is on<br />

introducing changes that<br />

will reduce the quantity<br />

of waste, also being<br />

investigated are ways<br />

to reduce the cost of<br />

processing the waste that<br />

is generated at <strong>Sydney</strong><br />

<strong>Airport</strong>.<br />

149


Note: Track A* is Track B and C combined. Track K* shows departures (top box) and arrivals (bottom box).<br />

Figure 14.2<br />

Predicted average daily jet aircraft movement – 2029<br />

(Non-Curfew Period)<br />

This drawing has been prepared to illustrate the <strong>Sydney</strong> <strong>Airport</strong><br />

<strong>Master</strong> <strong>Plan</strong> and is not intended to serve any other purpose.<br />

The drawing must be read in conjunction with the <strong>Master</strong> <strong>Plan</strong>.


Note: Track A* is Track B and C combined. Track K* shows departures (top box) and arrivals (bottom box).<br />

This drawing has been prepared to illustrate the <strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong><br />

and is not intended to serve any other purpose. The drawing must be read<br />

in conjunction with the <strong>Master</strong> <strong>Plan</strong>.<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

Figure 14.3<br />

Predicted average daily jet aircraft respite periods – 2029<br />

(Non-Curfew Period)


Figure 14.4<br />

N70 Contours 2007 and 2029<br />

This drawing has been prepared to illustrate the <strong>Sydney</strong> <strong>Airport</strong><br />

<strong>Master</strong> <strong>Plan</strong> and is not intended to serve any other purpose.<br />

The drawing must be read in conjunction with the <strong>Master</strong> <strong>Plan</strong>.


<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

Figure 14.5<br />

2029 ANEF for <strong>Sydney</strong> <strong>Airport</strong>


Figure 14.6<br />

2029 ANEF and 2023/24 ANEF<br />

for <strong>Sydney</strong> <strong>Airport</strong><br />

This drawing has been prepared to illustrate the <strong>Sydney</strong> <strong>Airport</strong><br />

<strong>Master</strong> <strong>Plan</strong> and is not intended to serve any other purpose.<br />

The drawing must be read in conjunction with the <strong>Master</strong> <strong>Plan</strong>.


<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

Figure 14.7a<br />

2029 ANEC and 2023/24 ANEF<br />

for <strong>Sydney</strong> <strong>Airport</strong>


Figure 14.7b<br />

2029 ANEC and 2029 ANEF<br />

for <strong>Sydney</strong> <strong>Airport</strong><br />

This drawing has been prepared to illustrate the <strong>Sydney</strong> <strong>Airport</strong><br />

<strong>Master</strong> <strong>Plan</strong> and is not intended to serve any other purpose.<br />

The drawing must be read in conjunction with the <strong>Master</strong> <strong>Plan</strong>.


<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

Figure 14.8<br />

2029 ANEF and 2007 ANEI<br />

for <strong>Sydney</strong> <strong>Airport</strong>


13<br />

Figure 14.9<br />

Items of Heritage Value<br />

15<br />

14<br />

This drawing has been prepared to illustrate the <strong>Sydney</strong> <strong>Airport</strong><br />

<strong>Master</strong> <strong>Plan</strong> and is not intended to serve any other purpose.<br />

The drawing must be read in conjunction with the <strong>Master</strong> <strong>Plan</strong>.<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong>


This page has intentionally been left blank.<br />

159


15.0<br />

Implementation<br />

15.1 Implementation framework 163


15.0 Implementation<br />

The development concept outlined in this <strong>Master</strong> <strong>Plan</strong> represents<br />

current views of development expected to be realised in a staged<br />

manner, largely as a result of increased passenger and aircraft<br />

demand. Major Development <strong>Plan</strong>s are also required for designated<br />

major airport developments, as set out in the <strong>Airport</strong>s Act 1996.<br />

Such development proposals are the subject of further community<br />

consultation, environmental assessment and Ministerial approval.<br />

15.1 Implementation framework<br />

This <strong>Master</strong> <strong>Plan</strong> provides a 20 year strategic<br />

planning framework for the future development<br />

of <strong>Sydney</strong> <strong>Airport</strong>. It demonstrates the necessary<br />

flexibility to ensure that future aviation industry<br />

trends and demands are appropriately met through<br />

the provision of new or enhanced infrastructure in a<br />

timely manner.<br />

Below is a high level indicative summary of the<br />

potential phasing associated with this <strong>Master</strong> <strong>Plan</strong>.<br />

The actual timing of each of the developments will<br />

depend on the realisation of the demand triggers,<br />

SACL’s assessment of prevailing and forecast<br />

market conditions, the carrying out of any necessary<br />

environmental assessment and approvals processes<br />

and the outcome of stakeholder consultation<br />

processes.<br />

15.1.1 Now to 2014<br />

International Terminal (T1) expansion for centralised<br />

outbound processing and security screening,<br />

additional reclaims, secondary line and primary line<br />

reconfiguration and expansion of the outbound<br />

baggage handling system.<br />

Domestic Terminal (T2) expansion of Pier A for<br />

additional aircraft parking and expansion of terminal<br />

processing facilities including the baggage handling<br />

system.<br />

Apron expansion and associated taxiway works for<br />

aircraft parking in the south-west and north-east<br />

sectors of the airport.<br />

Completion of the runway end safety area (RESA).<br />

Domestic precinct road augmentation and ground<br />

transport facilities.<br />

Additional multi-storey car parking capacity within<br />

the international and domestic precinct.<br />

Commercial developments including things such<br />

as aircraft hangars, freight and catering facilities,<br />

office, hotel and other commercial facilities in<br />

various sectors of the airport.<br />

Timing of developments beyond the initial five<br />

year period is of course more indicative with less<br />

certainty when a specific demand trigger will be<br />

reached. Further, the Act provides for the final<br />

<strong>Master</strong> <strong>Plan</strong> to remain in force for five years.<br />

Consequently, this <strong>Master</strong> <strong>Plan</strong> will again be<br />

reviewed and updated in 2014.<br />

15.1.2 2014 to 2019<br />

T1 expansion to the north including development<br />

of Pier A. Development will facilitate additional<br />

terminal processing capacity and provide additional<br />

aerobridge positions for aircraft parking, including<br />

improved flexibility of handling Code F aircraft.<br />

T2 expansion to the east including development<br />

of Pier C. Development to facilitate additional<br />

terminal processing capacity and provide additional<br />

aerobridge positions for aircraft parking, including<br />

improved flexibility of handling Code E aircraft.<br />

Apron expansion and associated taxiway works<br />

for aircraft parking in the south-east sector of the<br />

airport.<br />

Road improvements to the International and<br />

Domestic precincts, including road improvements to<br />

<strong>Airport</strong>/Qantas Drive.<br />

Commercial developments including such things as<br />

aircraft hangars, freight facilities, multi-storey car<br />

parking modules (international and domestic), office<br />

and hotel developments, and other commercial<br />

facilities in various sectors of the airport.<br />

15.1.3 2019 to 2024<br />

T1 expansion to the north and west to provide<br />

additional terminal processing capacity.<br />

T2 and T3 expansion to the west, including<br />

improved integration between the two terminals and<br />

expansion of the existing Pier A. Developments will<br />

provide additional terminal processing capacity and<br />

improve connectivity between the two domestic<br />

terminals.<br />

Redevelopment of the current Qantas Jet Base to<br />

provide additional common use aircraft parking<br />

positions.<br />

163


Additional expansion of the south-east sector<br />

aircraft parking positions.<br />

Development of new taxiways to improve airport<br />

operations and improved connectivity to remote<br />

aircraft parking positions.<br />

Road developments in the International and<br />

Domestic terminal precincts to improve level of<br />

service and capacity. This includes development<br />

of multi-storey car parks to minimise at grade<br />

traffic circulation and airside transfer corridor to<br />

improve connectivity between the international<br />

and domestic terminals.<br />

Continued relocation of general and corporate<br />

aviation facilities to the South south-east sector.<br />

Commercial developments including such things<br />

as aircraft hangars, multi-storey car parking<br />

modules, office and hotel developments, and other<br />

commercial facilities in various sectors of the<br />

airport.<br />

15.1.4 2024 to 2029<br />

T1 expansion to the east and widening of Pier<br />

A. The development also provide additional<br />

aerobridge positions for aircraft parking on the<br />

western side of Pier A.<br />

Expansion of T3 to the east to facilitate additional<br />

aerobridge positions for aircraft parking and<br />

terminal capacity.<br />

Augmentation of the taxiway system in the<br />

International precinct to facilitate dual taxiways for<br />

improved airfield operation and capacity.<br />

New alignment of road systems in the International<br />

precinct due to the development of aircraft parking<br />

to the west of Pier A.<br />

Commercial developments including such things<br />

as aircraft hangars, multi-storey car parking<br />

modules, office and hotel developments, and other<br />

commercial facilities in various sectors of the<br />

airport.<br />

164


Appendix A<br />

Glossary and Aviation Terminology


Glossary and Aviation Terminology<br />

AIRCRAFT NOISE TERMS<br />

Australian Noise Exposure Concept (ANEC)<br />

A set of contours based on hypothetical aircraft operations at an airport in the future. In this master plan,<br />

ANECs have been used to model the impact of the new generation of quieter aircraft such as the A380 and<br />

B787. As ANEC maps are based on hypothetical assumptions and may not have been subject to review<br />

or endorsement, they have no official status and cannot be used for land use planning purpose. An ANEC<br />

however, can be turned into an ANEF.<br />

Australian Noise Exposure Forecast (ANEF)<br />

A set of contours showing forecast of future aircraft noise levels. The ANEF is fundamentally a tool for<br />

land use planning, and is used in Australian Standard 2021-2000 to define areas where construction of<br />

certain building types is “acceptable”, “conditionally acceptable” and “unacceptable”. At ANEF values<br />

less than 20, all building types are considered “acceptable”, and hence 20 ANEF is the lowest-valued<br />

contour generally shown on ANEF charts. ANEF maps are subject to review and endorsement by Airservices<br />

Australia.<br />

Australian Noise Exposure Index (ANEI)<br />

A set of contours calculated using ANEF techniques and based on historical data that shows the average<br />

noise exposure for a given period such as a year. Airservices Australia publishes the quarterly and annual<br />

ANEI for <strong>Sydney</strong> <strong>Airport</strong>.<br />

Flight path movement maps<br />

These maps provide an indication of where aircraft fly and how many overflights there are over a particular<br />

period.<br />

N70 contours<br />

These are one of a number of alternative noise descriptors. N70 refers to the number of noise events louder<br />

than 70 dB(A) over a particular period. The level of 70 dB(A) has been chosen because it is equivalent to the<br />

single event level of 60 dB(A) specified in the Australian Standard AS2021-2000 as the indoor design sound<br />

level for normal domestic areas in dwellings. An external single event noise level will be attenuated by<br />

approximately 10 dB(A) by the fabric of a house with the windows open. An internal noise level of 60 dB(A)<br />

is likely to interfere with conversation or with listening to radio or television. Airservices Australia publish<br />

regular N70 contour charts which will be able to be compared to the chart shown in the master plan.<br />

Respite<br />

A respite hour is a whole clock hour where there are no aircraft movements over a particular area in that<br />

hour.<br />

SODPROPS<br />

Simultaneous opposite direction parallel runway operations.<br />

A noise sharing procedure where aircraft depart and arrive over Botany Bay. Runway 16L is used for<br />

departures and Runway 34L is used for arrivals. This can only be operated in good weather conditions with<br />

low winds.<br />

AIRFIEld TERMS<br />

Aprons<br />

Aprons are defined areas for the safe parking of aircraft. The transfer of passengers and freight between<br />

aircraft and terminal facilities as well as servicing and maintenance of aircraft in between flights takes place<br />

on aprons.<br />

Stand<br />

Physical location of an aircraft parking position for either passenger or cargo aircraft.<br />

166


AIRCRAFT NOISE TERMS<br />

Australian Noise Exposure Concept (ANEC)<br />

Appendix A – Glossary and Aviation Terminology<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

A set of contours based on hypothetical aircraft operations at an airport in the future. In this master plan,<br />

ANECs have been used to model the impact of the new generation of quieter aircraft such as the A380 and<br />

B787. As ANEC maps are based on hypothetical assumptions and may not have been subject to review<br />

or endorsement, they have no official status and cannot be used for land use planning purpose. An ANEC<br />

however, can be turned into an ANEF.<br />

Australian Noise Exposure Forecast (ANEF)<br />

A set of contours showing forecast of future aircraft noise levels. The ANEF is fundamentally a tool for<br />

land use planning, and is used in Australian Standard 2021-2000 to define areas where construction of<br />

certain building types is “acceptable”, “conditionally acceptable” and “unacceptable”. At ANEF values<br />

less than 20, all building types are considered “acceptable”, and hence 20 ANEF is the lowest-valued<br />

contour generally shown on ANEF charts. ANEF maps are subject to review and endorsement by Airservices<br />

Australia.<br />

Australian Noise Exposure Index (ANEI)<br />

A set of contours calculated using ANEF techniques and based on historical data that shows the average<br />

noise exposure for a given period such as a year. Airservices Australia publishes the quarterly and annual<br />

ANEI for <strong>Sydney</strong> <strong>Airport</strong>.<br />

Flight path movement maps<br />

These maps provide an indication of where aircraft fly and how many overflights there are over a particular<br />

period.<br />

N70 contours<br />

These are one of a number of alternative noise descriptors. N70 refers to the number of noise events louder<br />

than 70 dB(A) over a particular period. The level of 70 dB(A) has been chosen because it is equivalent to the<br />

single event level of 60 dB(A) specified in the Australian Standard AS2021-2000 as the indoor design sound<br />

level for normal domestic areas in dwellings. An external single event noise level will be attenuated by<br />

approximately 10 dB(A) by the fabric of a house with the windows open. An internal noise level of 60 dB(A)<br />

is likely to interfere with conversation or with listening to radio or television. Airservices Australia publish<br />

regular N70 contour charts which will be able to be compared to the chart shown in the master plan.<br />

Respite<br />

A respite hour is a whole clock hour where there are no aircraft movements over a particular area in that<br />

hour.<br />

SODPROPS<br />

Simultaneous opposite direction parallel runway operations.<br />

A noise sharing procedure where aircraft depart and arrive over Botany Bay. Runway 16L is used for<br />

departures and Runway 34L is used for arrivals. This can only be operated in good weather conditions with<br />

low winds.<br />

AIRFIEld TERMS<br />

Aprons<br />

Aprons are defined areas for the safe parking of aircraft. The transfer of passengers and freight between<br />

aircraft and terminal facilities as well as servicing and maintenance of aircraft in between flights takes place<br />

on aprons.<br />

Stand<br />

Physical location of an aircraft parking position for either passenger or cargo aircraft.<br />

167


Gate<br />

Physical location where passengers depart/arrive at terminal to access aircraft - either directly for contact<br />

stands or via bus or walking for remote stands.<br />

Manoeuvring areas<br />

Manoeuvring areas encompass the runway and taxiway system.<br />

Movement areas<br />

Movement areas encompass the runway, taxiway and apron system (that is, the manoeuvring area plus the<br />

aprons).<br />

Precision approach runway, category I<br />

An instrument runway served by Instrument Landing Systems (ILS) or Microwave Landing Systems (MLS)<br />

and visual aids intended for operations with a decision height not lower than 60 m (200ft) and either a<br />

visibility not less than 800 m or a runway visual range not less than 550 m.<br />

Runways<br />

Runways are the defined areas provided for the landing and taking off of aircraft. <strong>Sydney</strong> <strong>Airport</strong> has<br />

three runways, which are identified by international convention by a two-part designator derived from the<br />

direction in which the aircraft is flying:<br />

• Runway 16R/34L is the main north-south runway;<br />

• Runway 16L/34R is the shorter parallel north-south runway; and<br />

• Runway 07/25 is the east-west runway.<br />

Runways 16R and 16L are used by aircraft landing or taking off towards the south. 16 approximates to a<br />

compass bearing of 160°. The R and L designators refer to Right and Left respectively when viewed from<br />

the direction in which the aircraft is flying. This serves to distinguish between the respective runways.<br />

Runway 34L is used by aircraft landing or taking off towards the north. 34 approximates to a compass<br />

bearing of 340°.<br />

Runway 34R is used by aircraft landing towards the north and taking off to the north-east and east.<br />

Runway 07 is used by aircraft landing or taking of towards the east. 07 approximates to a compass bearing<br />

of 70°.<br />

168


Appendix b<br />

Runway Modes of Operation


Runway Modes of Operation<br />

To facilitate noise sharing and respite periods. Airservices Australia<br />

has adopted a preferred runway selection system, which depending on<br />

weather and traffic utilises the Runway Modes of Operation (RMO) on<br />

specified days and times.<br />

Table b1 Preferred Runway Selection - Monday to Friday<br />

2300 to 0600 1. Curfew – departures 16R / Arrivals 34l (Mode 1)<br />

0600 to 0700 1. SOdPROPS – Departures 16l / Arrivals 34l<br />

2. Departures 34R, 25 & 34l / Arrivals 34l&R (Mode 8),<br />

or<br />

Departures 25 / Arrivals 34l&R (Mode 7), or<br />

Departures 16l&R / Arrivals 25 (Mode 5), or<br />

Departures 16l&R / Arrivals 07 (Mode 14A)<br />

3. 34 (Mode 9) or 16 (Mode 10)<br />

4. 07 (Mode 12) or 25 (Mode 13)<br />

0700 to 2245 / 2300 1. SOdPROPS - Departures 16l / Arrivals 34l<br />

2. Departures 16l&R / Arrivals 07 (Mode 14A), or<br />

Departures 34R, 25 & 34l / Arrivals 34L&R (Mode 8),<br />

or<br />

Departures 07 / Arrivals 34l&R (Mode 7), or<br />

Depatures 16l&R / Arrivals 25 (Mode 5)<br />

3. 34 (Mode 9) or 16 (Mode 10)<br />

4. 07 (Mode 12) or 25 (Mode 13)<br />

2245 to 2300 1. SOdPROPS - Departures 16l&R (Mandatory) / Arrivals 34l<br />

2. Departures 16l&R (Mandatory) / Arrivals 34l<br />

(Mode 4) unless there would be significant delays<br />

to either departing or arriving aircraft or traffic<br />

complexity requires a variation or weather conditions<br />

preclude the use of 34L<br />

3. Departures 16l&R / Arrivals 25 (Mode 5), or<br />

Departures 16l&R / Arrivals 07 (Mode 14A)<br />

4. 16 (Mode 10)<br />

2300 to 0600 1. Curfew - departures 16R / Arrivals 34l (Mode 1)<br />

170<br />

Source: Airservices Australia 2008


Table B2 Preferred Runway Selection - Saturday and Sunday<br />

Appendix b – Runway Modes of Operation<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

0600 to 0700 Saturday 1. SOdPROPS – Departures 16l / Arrivals 34l<br />

0600 to 0800 Sunday 2. Departures 16l&R / Arrivals 34l (Mode 4) unless there<br />

would be significant delays to either departing or arriving<br />

aircraft 16l traffic complexity requires a variation or<br />

weather conditions are not suitable<br />

3. Departures 16l&R / Arrivals 25 (Mode 5), or<br />

Departures 16l&R / Arrivals 07 (Mode 14A), or<br />

Departures 34R, 25 & 34l / Arrivals 34L&R<br />

(Mode 8), or<br />

Departures 25 / Arrivals 34l&R (Mode 7)<br />

4. 34 (Mode 9) or 16 (Mode 10)<br />

5. 07 (Mode 12) or 25 (Mode 13)<br />

0700 to 2200 Saturday 1. SOdPROPS - Departures 16l / Arrivals 34l<br />

0800 to 2200 Sunday 2. Departures 16l&R / Arrivals 07 (Mode 14A), or<br />

Departures 34R, 25 & 34l / Arrivals 34l&R (Mode 8), or<br />

Departures 25 / Arrivals 34l&R (Mode 7)or<br />

Departures 16l&R / Arrivals 25 (Mode 5)<br />

3. 34 (Mode 9) or 16 (Mode 10)<br />

4. 07 (Mode 12) or 25 (Mode 13)<br />

2200 to 2245 1. SOdPROPS - Departures 16l - Arrivals 34l<br />

2. Departures 16l&R / Arrivals 34l (Mode 4) unless there<br />

would be significant delays to either departing or arriving<br />

aircraft or traffic complexity requires a variation or<br />

weather conditions are not suitable<br />

3. Departures 16l&R / Arrivals 25 (Mode 5)<br />

4. Departures 16l&R / Arrivals 07 (Mode 14A)<br />

5. Departures 34R, 25 & 34l / Arrivals 34l&R (Mode 8)<br />

6. Departures 25 / Arrivals 34l&R (Mode 7)<br />

7. 34 (Mode 9) or 16 (Mode 10)<br />

8. 07 (Mode 12) or 25 (Mode 13)<br />

2245 to 2300 1. SOdPROPS - Departures 16l&R (Mandatory) /<br />

Arrivals 34l<br />

Source: Airservices Australia 2008<br />

2. Departures 16l&R / Arrivals 34l (Mode 4)<br />

The arrivals runway (34L) may be varied if there would<br />

be significant delays to either departing or arriving<br />

aircraft or traffic complexity requires a variation or<br />

weather conditions preclude the use of 34l<br />

Departures 16l&R / Arrivals 25 (Mode 5), or<br />

3. Departures 16l&R / Arrivals 07 (Mode 14A)<br />

4. 16 (Mode 10)<br />

171


RMO Notes:<br />

1. Rwy 34 and Rwy 16 Parallel Runway operations should only be considered for use if required for traffic<br />

management purposes during the following hours:<br />

• 0700 to 1100 Monday to Saturday<br />

• 0800 to 1100 Sunday<br />

• 1500 to 2000 Sunday to Friday.<br />

In order to take advantage of suitable traffic dispositions, variations to these times will occur.<br />

2. 20 knot crosswind and 5 knot downwind criteria apply to all dry runway conditions<br />

3. This is not an operational document. It has been prepared for information purposes only and is subject<br />

to change without notice.<br />

172


Source: Airservices Australia 2003<br />

This drawing has been prepared to illustrate the <strong>Sydney</strong> <strong>Airport</strong><br />

<strong>Master</strong> <strong>Plan</strong><br />

<strong>Master</strong> and is not <strong>Plan</strong> intended and is not to serve intended any to other serve purpose. any other The purpose. drawing must be read<br />

The in conjunction drawing must with be the read <strong>Master</strong> in conjunction <strong>Plan</strong>. with the <strong>Master</strong> <strong>Plan</strong>.<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

Appendix b – Runway Modes of Operation<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

Figure b1<br />

Runway Modes of Operation


Appendix C<br />

Consistency with State Environmental<br />

<strong>Plan</strong>ning Policies, Zones and<br />

Section 117 directions


Consistency with State Environmental <strong>Plan</strong>ning<br />

Policies, Zones and Section 117 directions<br />

Table C1 State Environmental <strong>Plan</strong>ning Policies<br />

State Environmental <strong>Plan</strong>ning Policy Relevance/consistency<br />

No 1 – Development Standards <strong>Sydney</strong> <strong>Airport</strong> has a comprehensive development assessment process<br />

pursuant to the aims and objectives of the <strong>Airport</strong>s Act 1996.<br />

No 4 – Development Without Consent<br />

As above<br />

and Miscellaneous Exempt and Complying<br />

Development<br />

No 19 – Urban Bushland The aim of this SEPP is to protect and preserve bushland in urban areas. The<br />

SEPP applies to the local government areas of Botany Bay, Marrickville, This<br />

SEPP applies to Wolli Creek Regional Park located within Rockdale LGA and<br />

runs from Cooks River approximately 1 km from <strong>Sydney</strong> <strong>Airport</strong>, however,<br />

this does not apply directly to the airport. The provisions of this SEPP are<br />

not applicable specifically to the airport but it was considered as the relevant<br />

local government areas are areas to which the SEPP applies.<br />

No 22 – Shops and Commercial Premises Any change of use is handled through <strong>Sydney</strong> <strong>Airport</strong>’s internal development<br />

assessment process and may also require <strong>Airport</strong> Building Controller approval.<br />

No 33 – Hazardous and Offensive<br />

Development<br />

Any proposed development of a hazardous or offensive nature on <strong>Sydney</strong><br />

<strong>Airport</strong> requires development consent. Supporting information may include<br />

a hazard analysis prepared in accordance with relevant NSW government<br />

agency requirements.<br />

No. 55 – Remediation of Land <strong>Sydney</strong> <strong>Airport</strong> has legislative requirements and internal processes to manage<br />

contaminated sites to achieve objectives similar to the aims and objectives of<br />

SEPP 55. These objectives are documented in <strong>Sydney</strong> <strong>Airport</strong>’s Environment<br />

Strategy.<br />

No 64 – Advertising and Signage Consistent with the aims of this SEPP, <strong>Sydney</strong> <strong>Airport</strong> considers issues of<br />

road safety, amenity, character and finish when assessing proposals for<br />

advertisements and signage within the airport.<br />

No 71 – Coastal Protection The aims of this SEPP is to ensure that development in the NSW coastal zone<br />

is appropriate and suitably located, to ensure that there is a consistent and<br />

strategic approach to coastal planning and management and to ensure there<br />

is a clear development assessment framework for the coastal zone.<br />

The <strong>Master</strong> <strong>Plan</strong> provides for improved public access in the area of<br />

Commonwealth Beach (Kyeemagh) which is consistent with the aims of<br />

this SEPP. Any future development in this area would also be cognisant of<br />

the need to ensure protection of the visual amenity and beach environment.<br />

The SEPP outlines development controls for the disposal of effluent and<br />

stormwater and public access to areas covered by this SEPP. The <strong>Master</strong><br />

<strong>Plan</strong> does not contemplate any physical changes around the perimeter of the<br />

runway complex where it interfaces with Botany Bay. Aviation safety and<br />

security requirements would not permit new opportunities for public access<br />

to be provided in these areas.<br />

Major Projects 2005 This SEPP ensures that the NSW Minister for <strong>Plan</strong>ning is the consent<br />

authority for major projects in NSW pursuant to the <strong>Airport</strong>s Act 1996. A<br />

Major Development <strong>Plan</strong> must be prepared for any development on <strong>Sydney</strong><br />

<strong>Airport</strong> identified as a ‘major airport development’ which must demonstrate<br />

consistency with the <strong>Master</strong> <strong>Plan</strong>. This assessment and determination<br />

process is also subject to a rigorous environmental impact assessment and<br />

approval by the relevant Federal Ministers.<br />

Infrastructure 2007 The aim of this SEPP is to facilitate development of a range of infrastructure<br />

works in NSW. The SEPP establishes a consistent planning regime for<br />

infrastructure projects and the provision of services across NSW, along<br />

with providing for consultation with relevant public authorities during the<br />

assessment process. The SEPP supports greater flexibility in the location of<br />

infrastructure and service facilities along with improved regulatory certainty<br />

and efficiency.<br />

175


Table C1 State Environmental <strong>Plan</strong>ning Policies (continued)<br />

State Environmental <strong>Plan</strong>ning Policy Relevance/consistency<br />

Draft No. 66 – Integrating Land Use and<br />

Transport<br />

176<br />

The commencement of Infrastructure SEPP repealed a number of SEPPs<br />

that would have otherwise applied to the airport site. The provisions of<br />

the applicable repealed SEPPs have been subsumed in Infrastructure SEPP,<br />

including:<br />

• SEPP No. 11 – Traffic Generating Developments<br />

• SEPP No. 31 – <strong>Sydney</strong> (Kingsford Smith) <strong>Airport</strong><br />

• SEPP No. 35 – Maintenance Dredging of Tidal Waterways<br />

• SEPP No. 43 – New Southern Railway<br />

The <strong>Master</strong> <strong>Plan</strong> is consistent with the provisions of Infrastructure SEPP<br />

insofar as the <strong>Master</strong> <strong>Plan</strong> requires a robust environmental assessment and<br />

accountability regime in requiring consent for all works undertaken on the<br />

airport site.<br />

SEPP 66 aims to ensure that urban form and the spatial use of land assist in<br />

improving accessibility to services through the provision of active and public<br />

modes of transport and the efficient movement of freight. These aims are to<br />

be achieved through strategic policy development, including master planning<br />

and the consideration of additional policy documentation. Of particular<br />

relevance to SACL is the Department of Urban Affairs and <strong>Plan</strong>ning document<br />

The Right Place for Business and Services—<strong>Plan</strong>ning Policy (Business Policy).<br />

The Business Policy aims to encourage a network of vibrant, accessible<br />

mixed use centres which are closely aligned with and accessible by public<br />

transport, walking and cycling. The Business Policy’s objectives focus on<br />

locating trip-generating development in areas that reduce reliance on cars<br />

while encouraging multi purpose, active travel and public transport trips. This<br />

is achieved through discouraging dispersed centres that are poorly served by<br />

public transport.<br />

The Business Policy is applicable to the airport as a high trip generating<br />

facility with a gross floor space in excess of 1,000m2 that includes retail,<br />

leisure, office and public services. The airport facilities are accessible from<br />

a range of public transport modes including bus, rail and aviation in addition<br />

to being located in proximity to the inner suburbs of <strong>Sydney</strong> allowing visitors<br />

and employees to access the site via bicycle.<br />

The <strong>Master</strong> <strong>Plan</strong> supports the aims of this draft SEPP by enhancing the<br />

airport’s position as a major transport and employment hub and in turn<br />

supporting the efficient and viable operation of public transport services,<br />

providing for the efficient movement of freight, improving accessibility to<br />

employment and services by walking, cycling and public transport, improving<br />

the choice of transport, and moderating private car dependence through<br />

advocating a modal shift to rail during the planning period.<br />

The retail and entertainment uses permitted in the SP2 and B1 zones are<br />

located in closer proximity to public transport and allow a mix of uses to<br />

encourage multi purpose trips. The SP3 zone encourages commercial uses<br />

that are likely to require goods to be transported via private rather than<br />

public transport due to their size. This zone is located further from public<br />

transport hubs such as the Domestic and International Terminal railway and<br />

bus stations. These uses require more floor space and are not therefore<br />

generally located in a tightly clustered arrangement. However, commercial<br />

land uses permitted by the SP3 zone are collocated with similar uses abutting<br />

the airport to create a freight and commercial hub that should attract multi<br />

purpose trips, therefore limiting the number of trips generated.<br />

Current public transport services at the airport help to integrate the airport<br />

site with surrounding suburbs and land uses, the <strong>Master</strong> <strong>Plan</strong> is therefore<br />

considered to be generally consistent with the provisions of the draft SEPP.


Appendix C – Consistency with State Environmental <strong>Plan</strong>ning Policies,<br />

Zones and Section 117 directions<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

Table C1 State Environmental <strong>Plan</strong>ning Policies continued<br />

State Environmental <strong>Plan</strong>ning Policy Relevance/consistency<br />

Temporary Structures and Places of Public<br />

Entertainment 2007<br />

Table C2 <strong>Sydney</strong> Regional Environmental <strong>Plan</strong><br />

This SEPP provides for the erection of temporary structures and the use<br />

of places for public entertainment while protecting public safety and local<br />

amenity. The SEPP supports the transfer of the regulation of places of<br />

public entertainment and temporary structures from the Local Government<br />

Act 1993 to the EP&A Act. The <strong>Master</strong> <strong>Plan</strong> considers this SEPP and has<br />

included temporary structures as a use that is permitted with consent in<br />

specified land use zones.<br />

State Environmental <strong>Plan</strong>ning Policy Relevance/consistency<br />

SREP 33 – Cooks Cove A key objective of this REP is to capitalise on the physical proximity of<br />

Cooks Cove to the airport to create trade-focussed development. The REP<br />

establishes zoning and development controls for the Cooks Cove site to<br />

facilitate a trade and technology park. The REP provides opportunities to<br />

locate employment generating activities in the area, designates public and<br />

private open space areas, improves foreshore access and provides protection<br />

for the existing wetlands. <strong>Airport</strong> operations are have been considered in the<br />

formulation of the SREP.<br />

C2 Assessment of consistency of the <strong>Master</strong> <strong>Plan</strong>’s land use zones with the<br />

lEP provisions<br />

C2.1 Introduction<br />

Local Environmental <strong>Plan</strong>s (LEPs) are prepared under Part 3 of the NSW Environmental <strong>Plan</strong>ning and<br />

Assessment Act 1979 (EP&A Act) and provide the local planning provisions and development controls for a<br />

local government area. The <strong>Sydney</strong> <strong>Airport</strong> site is located within the Botany Bay, Rockdale and Marrickville<br />

local government area (LGAs) (see Figure 12.1). The applicable LEPs and relevant associated provisions<br />

within the respective LGAs are outlined in this Appendix together with an assessment of the consistency of<br />

the <strong>Master</strong> <strong>Plan</strong>’s land use zones with the subject provisions.<br />

C2.2 definition of development on <strong>Sydney</strong> <strong>Airport</strong><br />

In relation to <strong>Sydney</strong> <strong>Airport</strong> operations and development, each of the relevant councils describes an<br />

undertaking for the purpose of air transport as either a ‘utility undertaking’ or ‘public utility undertaking’.<br />

Botany Bay and Rockdale adopt the standard definition of ‘public utility undertaking’ as outlined in the<br />

Environmental <strong>Plan</strong>ning and Assessment Model Provisions 1980 (Model Provisions) with Marrickville<br />

adopting a similar definition.<br />

The Model Provisions definition, as relevant to the airport, is as follows:<br />

“Utility undertaking” means any of the following undertakings carried on by or by authority of any<br />

Government Department or under the authority of or in pursuance of any Commonwealth or State Act:<br />

(a) railway, road transport, water transport, air transport, wharf or river undertakings,”<br />

On 30 September 2005 the Model Provisions were repealed. Despite this repeal, the Model Provisions<br />

continue to operate, pursuant to clause 93 of Schedule 6 to the EP&A Act, for the purpose of any existing<br />

environmental planning instrument that adopted those provisions, until such time as the provisions are<br />

superseded by an amending instrument. This will occur with the gazettal of the LEP Template for each of<br />

the relevant councils.<br />

Marrickville council’s definition, as relevant to the airport, is as follows:<br />

“public utility undertaking means any undertaking carried on by, or by authority of, any public authority, or<br />

in pursuance of any Commonwealth or State Act, for the purpose of:<br />

(a) railway, road or air transport, or<br />

(b) the provision of sewerage or drainage services, or<br />

(c) the supply of water, hydraulic power, electricity or gas.”<br />

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C2.3 City of botany bay<br />

C2.3.1 Botany Local Environmental <strong>Plan</strong> 1995<br />

The relevant zoning provisions of Botany Local Environmental <strong>Plan</strong> 1995 (Botany LEP), as they relate to<br />

<strong>Sydney</strong> <strong>Airport</strong> and its land use zones, are detailed below.<br />

5(a) Special uses (<strong>Airport</strong>)<br />

A significant portion of <strong>Sydney</strong> <strong>Airport</strong> falls within the LGA of Botany Bay. The Botany LEP zones the airport<br />

portion of the LGA Zone No. 5(a) Special Uses (<strong>Airport</strong>), specifically for airport use (refer to Figure 12.2).<br />

The primary objective of this zone is ‘to ensure the orderly use of land identified for <strong>Sydney</strong> (Kingsford<br />

Smith) <strong>Airport</strong>’. The land uses permitted with consent in this zone include those for the airport or those<br />

ordinarily incidental or ancillary to the airport operations. Additional uses permitted with consent under the<br />

5(a) Special Uses include building identification signs; business identification signs; car parking facilities;<br />

child care centres; community facilities; general advertising; recreational areas; recreation facilities; roads;<br />

subdivision; utility installations.<br />

This <strong>Master</strong> <strong>Plan</strong> has divided this portion of the land into five (5) separate zones to accurately reflect on-site<br />

activities. These zones include:<br />

• SP1 – Aviation Activities and Aviation Support Facilities,<br />

• SP2 – <strong>Airport</strong> Terminal and Support Services,<br />

• AR1 – Aviation Reservation,<br />

• B2 – Enviro-Business Park, and<br />

• EC1 – Environmental Conservation.<br />

The land use zones in this <strong>Master</strong> <strong>Plan</strong> make specific provision for the airport and associated activities by<br />

dividing the site into smaller zones. Each zone provides for specific types of land uses related to airport<br />

operations and other development that is considered ancillary or incidental to airport operations. The<br />

aviation related land uses within the various zones are consistent with the zoning provided for the airport<br />

within Botany Bay (5(a) Special Uses – <strong>Airport</strong>). The business, industrial and commercial land uses that are<br />

permissible with consent under the <strong>Master</strong> <strong>Plan</strong> are consistent with the 5(a) Special Uses – <strong>Airport</strong> zoning<br />

provisions under Botany LEP if a more broad and contemporary view is taken of what the purpose of an<br />

airport’ is and the land uses it can support.’ Furthermore the proposed land uses permissible under the<br />

<strong>Master</strong> <strong>Plan</strong> are generally compatible with current land uses including aviation, commercial, service industry<br />

and open space.<br />

5(a) Special uses (Railway)<br />

Adjoining the 5(a) Special Uses (<strong>Airport</strong>) along the northern and eastern perimeter of the airport is Zone 5(a)<br />

Special Uses (Railway). This rail network services Port Botany and provides a buffer between the airport and<br />

adjoining industrial zones. The primary objective is to ‘ensure the orderly use of land identified for <strong>Sydney</strong><br />

(Kingsford-Smith) <strong>Airport</strong>, Port Botany and the Botany-Sydenham goods railway line’. The uses permitted<br />

within the rail corridor are those specifically relating to rail as well as land uses ordinarily incidental or<br />

ancillary to the particular land use (railway); building identification signs; business identification signs; car<br />

parking facilities; child care centres; community facilities; general advertising; recreational areas; recreation<br />

facilities; roads; subdivision; utility installations.<br />

It is again evident, that the Council is acknowledging the presence of the airport (and Port Botany in this<br />

instance) and the importance of facilitating its ongoing operations. The <strong>Master</strong> <strong>Plan</strong> is maintaining the<br />

zoning for SP 1 (aviation activities and aviation support facility) operations adjoining the rail corridor. Also<br />

in close proximity is the SP 2 (airport terminal and support services) zone, which may be expanded during<br />

the planning period. Notwithstanding, the proposed zones will not conflict with or prevent the efficient<br />

operations of the Special uses (Railway) zone.<br />

Zone No. 4(a) Industrial<br />

This land is located south-east of the SACL landholdings and south of the Mill Pond, with the primary<br />

objective being ‘to ensure that development for industrial purposes….does not affect adversely the<br />

environment or give rise to unacceptable levels of risk in the area’. This zone allows development for the<br />

178


Appendix C – Consistency with State Environmental <strong>Plan</strong>ning Policies,<br />

Zones and Section 117 directions<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

purpose of light industry and other industrial uses, including airport related freight uses and other general<br />

facilities that are complimentary land uses, providing services to workers in the area.<br />

The northern portion of this zone abuts the EC1 zone that aims to conserve the existing environment. The<br />

EC1 zone is compatible as it provides an additional buffer between the airport and industrial land without<br />

proposing any potential conflicting land uses.<br />

This zone directly adjoins a 6(a) buffer zone before Foreshore Drive and the Mill Stream. The airport<br />

functions west of the Mill Stream are zoned for SP1 Aviation. The <strong>Master</strong> <strong>Plan</strong> is not proposing to intensify<br />

use or alter this zone. As such, this zone is not considered to be inconsistent with the land uses adjacent to<br />

this portion of the airport.<br />

4(c1) Industrial Special – <strong>Airport</strong> Related Zone (4(c1) IS)<br />

This land is located to the north-east of the airport site and is generally defined by Coward Street and<br />

Qantas Drive. The primary objective of this zone is to ‘permit the development of a wide range of uses,<br />

which have a relationship to <strong>Sydney</strong> (Kingsford Smith) <strong>Airport</strong>’. In essence, the LEP acknowledges the<br />

proximity of the airport and consequently encourages compatible land uses with the airport for this zone. In<br />

addition, this zone acts as a transition zone to more sensitive land uses further north and east. In addition,<br />

the 4(c1) adjoins 5(a) Special Uses Railway to the south, which provides a transition zone to the aviation<br />

activities located on the north of the airport site.<br />

The SP3 zone abutting the 4(c1) zone contains a number of complimentary land uses, ensuring that the<br />

zones will contribute towards an aviation related commercial / light industrial hub. The SP2 and B1 zones<br />

while not consistent with the 4(c1) zone land uses are compatible given the orientation of the built form<br />

that relates to the airport as opposed to the Botany LGA and therefore limits the potential for the more<br />

sensitive land uses to be impacted upon by the industrial use of land within the 4(c1) zone. Additionally the<br />

separation created by Joyce Drive will ensure that adverse amenity impacts are minimised.<br />

4(c2) Industrial Special – <strong>Airport</strong> Related Restricted Zone (4(c2) IS)<br />

This land is located north-east of the airport site and encompasses the 4(c1) IS zone and is contiguous<br />

with the airport site as far south as General Holmes Drive. The primary object of this zone ‘is to provide for<br />

a wide range of development and land use activities that predominantly have a relationship with <strong>Sydney</strong><br />

(Kingsford Smith) <strong>Airport</strong>, together with encouraging other non-airport related uses. A portion of the railway<br />

identified in the 5(a) Special Uses Railway Zone, transects this zone, which directly adjoins the airport site<br />

however in this instance the railway is zoned 4(c2).<br />

The <strong>Master</strong> <strong>Plan</strong> designates three separate zones within the adjoining area, those being SP1 (Aviation<br />

Activities and Support Facilities), SP2 (<strong>Airport</strong> Terminal and Support Services) and B1 (Business<br />

Development). The permissible uses with consent identified under the respective zones relate to aviation<br />

activities, aviation support facilities, passenger transport terminals and support services as well as a<br />

business development hub that is considered to be compatible or complementary to airport operations. This<br />

is considered to be consistent with the objectives and permissible uses within the 4(c2) IS zone that focuses<br />

on a mix of light industrial and commercial activities.<br />

Zone No. 2(a) Residential<br />

This land is located east of General Holmes Drive adjacent to the Mill Pond and the SACL landholding in this<br />

area, with a portion of this residential land identified as a heritage conservation area. The primary objective<br />

of Zone No 2(a) is to provide for residential development and particularly detached and semi-detached<br />

dwelling houses. The residential land adjacent to the airport is predominantly Zone 2(a) Residential.<br />

The land adjacent to Foreshore Drive zoned 6(a) Open Space & Recreation provides a significant buffer<br />

between the airport site and the residential zone to the south. This land has been zoned appropriately by<br />

Council as low density residential in recognition of the potential for land use conflicts. Council has identified<br />

through relevant controls, the mitigation measures that should be considered when locating land uses in<br />

close proximity to airport operations. This acknowledges the significance of on going aviation activities at<br />

<strong>Sydney</strong> <strong>Airport</strong>.<br />

<strong>Airport</strong> land abutting zone 2(a) in the vicinity of General Holmes Drive is zoned B1 and EC1. The permissible<br />

land uses within the EC1 zone are complimentary as they provide an additional buffer between dwellings<br />

179


and the <strong>Airport</strong>. The B1 zone is located to the west of the EC1 zone and thus further from residential land<br />

uses. The B1 zone permits a range of commercial and retail uses, which are not consistent with the 2(a)<br />

zone. However, the buffer created by the EC1 zone in addition to the relatively benign uses permitted in the<br />

B1 zone and the comprehensive transport infrastructure in place will mitigate any potential impacts of the<br />

B1 zoning on residential land use.<br />

Zone No. 2(b) Residential<br />

There are two small portions of land zoned 2(b) Residential, adjacent to the airport. One of the portions<br />

is north-east of the site (north of Joyce Drive), with industrial zoned land under the Botany LEP providing<br />

a buffer to the small SACL landholding in this area. The other portion of land is located south-east and<br />

is adjacent to Foreshore Drive and the Open Space land in this area. The primary objective of Zone No.<br />

2(b) is to provide for the development and use of housing, other than detached housing, which may<br />

include residential flat buildings, community facilities, and the like. Botany LEP however states that such<br />

uses will only be permissible in appropriate locations, which will be a consideration for Council during the<br />

development assessment process.<br />

This land has been zoned by Council as medium density residential, with the inclusion of a clause to enable<br />

Council to refuse development applications that are proposing a higher density in an inappropriate location,<br />

specifically on land in proximity to the airport. In recognition of the potential for land use conflicts, Council<br />

has identified through relevant controls, the mitigation measures that should be considered when locating<br />

land uses in proximity to airport operations, hence acknowledging the significance of on going aviation<br />

activities at <strong>Sydney</strong> <strong>Airport</strong>. The closest <strong>Airport</strong> land is zoned B1 and EC1, although the land uses are not<br />

consistent with the Council zoning they are compatible and will not degrade the areas residential character.<br />

Zone No. 3(a) General business<br />

A narrow corridor of land abutting General Holmes Drive to the north east of the <strong>Airport</strong> is zoned 3(a). The<br />

zone provides for business development and retail locations and permits a range of commercial land uses.<br />

The abutting <strong>Master</strong> <strong>Plan</strong> B1 zone is consistent with the business and commercial land uses.<br />

Zone No. 6(a) Open Space & Recreation & 6(c) Open Space – Recreation – Restricted<br />

Zone 6(a) land is located east of Foreshore Drive and acts as a buffer between the airport, Foreshore Drive<br />

and the industrial and residential land located further east of the zone. Landscaping works; parks, gardens;<br />

roads are uses permitted without consent in this zone. Building identification signs; business identification<br />

signs; child care centres; clubs; community facilities; recreation areas; recreation facilities; refreshment<br />

rooms; subdivision; utility installations are uses permitted with consent<br />

To the north-east and south-west of this zone is what is commonly referred to as the Mill Pond, Engine<br />

Pond and Mill Stream respectively, which are an extension of the Eastlakes ecosystem. This was zoned<br />

as Open Space Reservation in the previous <strong>Master</strong> <strong>Plan</strong>. However, upon review, SACL is acknowledging<br />

the environmental sensitivities of this land and as such is zoning the land as EC1 – Environmental<br />

Conservation. The EC1 zone aims to protect the ecological and scenic values of the waterway and limits<br />

land use to environmental protection works, recreation area, utility undertaking and waterway and foreshore<br />

management activities. In this regard, SACL’s land use zone of EC1 is considered to be consistent and<br />

compatible with Botany’s LEP Open Space zone.<br />

Zone 6(c) land is located to the east of Botany Road with the aim of permitting open space and recreational<br />

land uses while protecting nearby wetlands. The abutting EC1 zone focuses on environmental conservation<br />

and is therefore consistent with the 6(c) zoning.<br />

C2.4 Marrickville Council<br />

C2.4.1 Marrickville local Environmental <strong>Plan</strong> 2001<br />

The relevant zoning provisions of Marrickville Local Environmental <strong>Plan</strong> 1995 (Marrickville LEP), as they<br />

relate to <strong>Sydney</strong> <strong>Airport</strong> and its land use zones, are detailed below. Notwithstanding, it should be noted that<br />

under the Marrickville LEP public utility undertakings, which includes air transport, are permissible without<br />

consent in every zone within the LGA.<br />

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Zone No. 5 Special uses (A)<br />

Appendix C – Consistency with State Environmental <strong>Plan</strong>ning Policies,<br />

Zones and Section 117 directions<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

A small portion of <strong>Sydney</strong> <strong>Airport</strong> is located within the Marrickville local government area in the northern<br />

sector. Marrickville LEP zones this portion of <strong>Sydney</strong> <strong>Airport</strong> as Special Uses (A). The objective of this zone<br />

is ‘to identify land reserved at the request of a public authority for future acquisition for development for a<br />

public purpose for which the authority is responsible’.<br />

The zone objectives do not expressly reconcile with the operations of the airport, however air transport<br />

under the definition of public utility undertakings, is a land use that is permissible without development<br />

consent.<br />

The <strong>Master</strong> <strong>Plan</strong> proposes to zone this land as SP 1 – Aviation Activities and Aviation Support Facility and<br />

a portion of SP2 – <strong>Airport</strong> Terminal and Support Services both of which permit uses that are considered to<br />

be fundamental to airport operations. In addition, the land use zones located immediately to the north of<br />

this portion of land, on the opposite side of Qantas Drive and Alexandra Canal are 6(A) Open Space and<br />

9(A) Arterial Road Widening. The <strong>Master</strong> <strong>Plan</strong> proposes to zone this land SP3 – <strong>Airport</strong> Logistics which<br />

permit uses that are consistent with the operations of the airport and the predominantly industrial nature<br />

of this area. These uses do not permit the introduction of sensitive land uses. As the utility undertaking is<br />

permissible without consent under the Marrickville LEP, the <strong>Master</strong> <strong>Plan</strong> is not proposing to intensify the<br />

use beyond what was previously proposed and adjacent land uses are not considered to be sensitive land<br />

uses, no inconsistency is considered to arise. SACL also own a small portion of land located west of the<br />

land zoned SP3, as depicted in Figure 12.1 and which the <strong>Master</strong> <strong>Plan</strong> proposes to zone SP4 – Utilities<br />

Reservation.<br />

Freehold land<br />

<strong>Sydney</strong> <strong>Airport</strong> owns a freehold parcel of land north of <strong>Airport</strong> Drive and Alexandra Canal, which is<br />

outside the <strong>Airport</strong> boundary, as depicted in Figure 12.1. This freehold land does not fall within the<br />

Commonwealth’s landholding of the <strong>Airport</strong>. This land is therefore governed under the provisions of the<br />

NSW EP&A Act and Marrickville LEP. This land contains a mixture of zones. The same mixture of zones also<br />

applies to land which is part of the <strong>Airport</strong> site. Those zones, are reviewed in the following sections.<br />

Zone No. 4 General Industrial (A)<br />

The objectives of the zone are to ‘identify areas suitable for industrial warehousing activities, and to permit a<br />

range of support and ancillary uses’. These uses are considered to be compatible and consistent with those<br />

uses proposed on the northern section of <strong>Sydney</strong> <strong>Airport</strong> (SP1 – Aviation Activities and Aviation Support<br />

Facilities) and with those proposed on the Northern Lands (SP3 - <strong>Airport</strong> Logistics) and as such will neither<br />

reduce the amenity of the Marrickville LEP zoned land or require the imposition of more stringent operational<br />

conditions to limit emissions from this land.<br />

Zone No. 6 Open Space (A)<br />

This land is directly adjacent to Alexandra Canal and the objective of this zone is to ‘identify land appropriate<br />

for use as open space and for public recreational purposes’. In this regard, the proposed SP1 and SP2 land<br />

uses at the airport would be considered to be inconsistent with the objectives of the Open Space zone.<br />

Notwithstanding, directly adjacent is a portion of land Zone No.5 Special Uses (A) which permits expansion<br />

and intensification of airport operations. Land to the north and west of this open space has been zoned<br />

for 9 Reservations (Arterial Road & Road Widening). Essentially, this tract of open space will, in future,<br />

be enveloped by significant transport infrastructure and operations and will offer no connectivity with<br />

surrounding lands. In this regard, the ‘open space’ zoning is considered inconsistent with the surrounding<br />

zoning which is predominantly industrial. Consequently, the proposed <strong>Airport</strong> land uses will not degrade this<br />

open space.<br />

Zone No. 9 Reservations (Arterial Road & Road widening) (C)<br />

The land identified for Arterial Road purposes is located north of the airport site and the objective of this<br />

zone is to ‘identify land required by the RTA for new arterial roads, and the widening of existing arterial<br />

roads’.<br />

181


As noted above, under Marrickville LEP public utility undertakings, which includes air transport, are<br />

permissible in every zone within the LGA. For the purpose of the <strong>Master</strong> <strong>Plan</strong>, this portion of land has been<br />

identified for uses consistent with those specified for the SP3 – <strong>Airport</strong> Logistics zone for Commonwealth<br />

land.<br />

Acoustic and Height Considerations<br />

Marrickville LEP contains a provision relating to development within areas affected by aircraft related noise.<br />

This provision places specific controls on developing land within areas directly affected by aircraft noise and<br />

directs council to have regard to the guidelines provided in Australian Standard AS 2021-2000 – Acoustics<br />

– Aircraft noise intrusion – Building siting and construction, when assessing development applications.<br />

Marrickville LEP also contains a provision, requiring development consent for the erection of any structure<br />

within 10 m of Alexandra Canal.<br />

C2.5 Rockdale local Environmental <strong>Plan</strong> 2000<br />

The relevant zoning provisions of Rockdale Local Environmental <strong>Plan</strong> (Rockdale LEP), as they relate to<br />

<strong>Sydney</strong> <strong>Airport</strong> and its land use zones, are detailed below.<br />

unzoned land<br />

The airport portion of the Rockdale LGA is unzoned land. Clause 4 of the Rockdale LEP provides that the<br />

LEP does not apply to the <strong>Airport</strong>, being land which was subject to the now repealed SEPP 31. Apart from<br />

the State Environmental <strong>Plan</strong>ning Policies referred to in Appendix C1, no other planning schemes are in force<br />

in relation to the Rockdale portion of the <strong>Airport</strong>. The <strong>Master</strong> <strong>Plan</strong> has zoned this land for five (5) separate<br />

purposes. These are:<br />

• SP1 – Aviation Activities and Aviation Support Facilities,<br />

• SP2 – <strong>Airport</strong> Terminal and Support Services,<br />

• B1 – Business Development,<br />

• SP4 – Utilities Reservation, and<br />

• AR1 – Aviation Reservation.<br />

The provisions of the Rockdale LEP that relate to land adjoining <strong>Sydney</strong> <strong>Airport</strong> are discussed below.<br />

Zone No. 6(a) Existing Open Space<br />

This zone covers only part of the foreshore length of the Cooks River that is also adjacent to the airport. The<br />

objectives of this zone are to identify land that is publicly owned and/or managed by the Council and used<br />

for open space and recreational purposes. The types of uses that are permissible in the zone are recreational<br />

related uses.<br />

The <strong>Master</strong> <strong>Plan</strong> has zoned the west sector for aviation activities and aviation support facilities as well as<br />

the aviation reservation activities. A portion of the foreshore land in the south-west sector has been zoned<br />

B1 – Business Development, as this portion of land will not be required for aviation purposes.<br />

The aviation and commercial land uses permitted by the <strong>Master</strong> <strong>Plan</strong> zonings are inconsistent with the<br />

abutting 6(a) zone. However, the separation achieved by the Cooks River ensures that the proposed zonings<br />

will not degrade the open space. Furthermore the movement of air traffic is the most significant factor in any<br />

loss of amenity to the open space and this will not be changed by the <strong>Master</strong> <strong>Plan</strong>.<br />

Zone No. 2(a) low density Residential<br />

This land is located south-west of the airport site, with a narrow band of open space between it and the<br />

adjacent Cooks River foreshore. The residential zoning in this area allows only single storey medium density<br />

housing. Rockdale LEP contains a provision relating to development affected by aircraft noise and vibration.<br />

This provision places specific controls on developing land within areas directly affected by aircraft noise<br />

and directs council to ensure the guidelines provided in Australian Standard AS 2021-2000 – Acoustics –<br />

Aircraft noise intrusion – Building siting and construction, are incorporated in the design and construction of<br />

the buildings affected by the noise and vibration.<br />

182


Appendix C – Consistency with State Environmental <strong>Plan</strong>ning Policies,<br />

Zones and Section 117 directions<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

The closest land use zones to the 2(a) zoned land are SP1 and B1 zones, which are inconsistent with<br />

Rockdale LEP land uses. The SP1 zone land use will not change; therefore any impacts will be those that<br />

already exist. The physical barrier created by the Cooks River will provide a buffer between the B1 zone and<br />

the 2(a) zoned land ensuring that potential impacts such as additional noise and traffic are minimised.<br />

This zone covers only part of the foreshore length of the Cooks River that is also adjacent to the airport. The<br />

objectives of this zone are to identify land that is publicly owned and/or managed by the Council and used<br />

for open space and recreational purposes. The types of uses that are permissible in the zone are recreational<br />

related uses.<br />

The <strong>Master</strong> <strong>Plan</strong> has zoned the southwest sector for aviation activities and aviation support facilities as<br />

well as the aviation reservation activities. A portion of the foreshore land in the south-west sector has been<br />

zoned B1 – Business Development, as this portion of land will not be required for aviation purposes.<br />

Zone No. 2(a) low density Residential<br />

This land is located south-west of the airport site, but is not directly adjacent to the Cooks River foreshore.<br />

The residential zoning in this area allows only single storey medium density housing. Rockdale LEP contains<br />

a provision relating to development affected by aircraft noise and vibration. This provision places specific<br />

controls on developing land within areas directly affected by aircraft noise and directs council to ensure the<br />

guidelines provided in Australian Standard AS 2021-2000 – Acoustics – Aircraft noise intrusion – Building<br />

siting and construction, are incorporated in the design and construction of the buildings affected by the<br />

noise and vibration.<br />

The closest land use zones to the 2(a) zoned land are SP1 and B1 zones, which are inconsistent with<br />

Rockdale LEP land uses. The SP1 zone land use will not change; therefore any impacts will be those that<br />

already exist. The physical barrier created by the Cooks River will provide a buffer between the B1 zone and<br />

the 2(a) zoned land ensuring that potential impacts such as additional noise and traffic are minimised.<br />

Table C3 Consistency with relevant Section 117 directions<br />

State Environmental <strong>Plan</strong>ning<br />

Policy<br />

Relevance/consistency<br />

1. Employment and Resources<br />

1.1 Business and Industrial Zones The objectives of this direction are to encourage employment growth in suitable<br />

locations, to protect employment land in business and industrial zones, and support<br />

the viability of identified centres. The objectives of this direction are consistent with<br />

SACL’s strategic direction for the airport to provide significant employment lands as<br />

presented in the <strong>Master</strong> <strong>Plan</strong>. The State Government has indicated the need to support<br />

and strengthen the nation’s economic gateways (<strong>Sydney</strong> <strong>Airport</strong> and Port Botany) and<br />

this intent has been incorporated into the <strong>Master</strong> <strong>Plan</strong>. Accordingly, the <strong>Master</strong> <strong>Plan</strong> is<br />

generally consistent with this direction.<br />

1.2 Rural Zones Not relevant.<br />

1.3 Mining, Petroleum Production and Not relevant.<br />

Extractive Industries<br />

1.4 Oyster Aquaculture Not relevant.<br />

2. Employment and Heritage<br />

2.1 Environmental Protection Zones The objective of this direction is to protect and conserve environmentally sensitive<br />

areas. Various areas of the airport have been classified as environmentally sensitive<br />

areas and have subsequently been acknowledged in SACL’s Environment Strategy<br />

2005-2010. The environmentally sensitive areas on the airport have been identified as<br />

such on the land use zoning plan. The plan indicates environmental zones in accordance<br />

with the sensitivity of the land and only permits environmentally appropriate land uses.<br />

Accordingly, the <strong>Master</strong> <strong>Plan</strong> is generally consistent with this direction.<br />

2.2 Coastal Protection The objectives of this direction are to implement the principles of the NSW Coastal<br />

Policy. Although the airport is not within the identified Coastal Zone, as provided by the<br />

Department of <strong>Plan</strong>ning on the Greater Metropolitan Map No.s 17 and 18.<br />

183


Table C3 Consistency with relevant Section 117 directions (continued)<br />

State Environmental <strong>Plan</strong>ning<br />

Policy<br />

184<br />

Relevance/consistency<br />

2. Employment and Heritage contined<br />

2.3 Heritage Conservation The objective of this direction is to conserve items, areas, objects and places of<br />

environmental heritage significance and indigenous heritage significance. There are<br />

various local and state heritage items located on the airport.<br />

Heritage conservation is covered in the Environment Chapter 14. SACL’s Environment<br />

Strategy 2005-2010 identifies the relevant heritage legislation and standards that apply<br />

to the airport and is governed by the Commonwealth EPBC Act. SACL are required<br />

to comply with the provisions relating to heritage in the EPBC Act. Accordingly, the<br />

<strong>Master</strong> <strong>Plan</strong> is generally consistent with this direction.<br />

2.4 Recreation Vehicle Areas Not relevant.<br />

3. Housing, Infrastructure and Urban Development<br />

3.1 Residential Zones Not relevant.<br />

3.2 Caravan Parks and Manufactured Not relevant.<br />

Home Estates<br />

3.3 Home Occupations Not relevant.<br />

3.4 Integrating Land Use and<br />

The objectives of this direction are to ensure that urban structures, building forms,<br />

Transport<br />

land use locations, development designs, subdivision and street layouts achieve the<br />

following planning objectives:<br />

• ‘improving access to housing, jobs and services by walking, cycling and public<br />

transport, &<br />

• increasing the choice of available transport and reducing dependence on cars, &<br />

• reducing travel demand including the number of trips generated by development<br />

and distances, &<br />

• supporting efficient and viable operation of public transport services, &<br />

• providing for the efficient movement of freight.<br />

SACL is serviced by a public bus, rail and taxi services and as such is consistent<br />

with the objectives of this direction. The airport site integrates land use and transport<br />

effectively and is well serviced by public transport as well as facilitating space and<br />

services required for private transport modes.<br />

In addition, through the strategic co-location of facilities and services on-site the needs<br />

of the local workforce and patrons of the airport are adequately provided for hence<br />

reducing special-purpose trip generation. Accordingly, the <strong>Master</strong> <strong>Plan</strong> is generally<br />

consistent with this direction.<br />

3. Housing, Infrastructure and Urban Development<br />

3.5 Development Near Licensed<br />

Aerodromes<br />

The objectives of this direction are:<br />

• to ensure the effective and safe operation of aerodromes, and<br />

• to ensure that their operation is not compromised by development that<br />

constitutes<br />

an obstruction, hazard or potential hazard to aircraft flying in the vicinity, and<br />

• to ensure development for residential purposes or human occupation, if situated<br />

on land within the Australian Noise Exposure Forecast (ANEF) contours of<br />

between 20 and 25, incorporates appropriate mitigation measures so that the<br />

development is not adversely affected by aircraft noise.<br />

This direction ensures the effective and safe operation of aerodromes and aims to<br />

ensure development in the vicinity of aerodromes is appropriate. SACL is required<br />

to apply the Australian Standard 2021-2000 with respect to internal noise levels<br />

of proposed developments and does so as required. Accordingly, the <strong>Master</strong> <strong>Plan</strong> is<br />

generally consistent with this direction.<br />

4. Hazard and Risk<br />

4.1 Acid Sulfate Soils The objective of this direction is to avoid significant environmental impacts from the<br />

use of land that has a probability of containing acid sulfate soils. The Department of<br />

<strong>Plan</strong>ning Acid Sulfate Soils Risk Maps show that there is a risk of acid sulfate soils<br />

adjacent to the airport. The intent of this direction is to ensure that intensification of<br />

land uses does not occur on land with a probability of containing acid sulfate soils<br />

however as most of <strong>Sydney</strong> <strong>Airport</strong>’s land has been subject to extensive modification,<br />

such as land-filling and terrain flattening, the land is generally classified as ‘disturbed<br />

terrain’ and the provisions of this direction do not directly apply.


Appendix C – Consistency with State Environmental <strong>Plan</strong>ning Policies,<br />

Zones and Section 117 directions<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

Table C3 Consistency with relevant Section 117 directions (continued)<br />

State Environmental <strong>Plan</strong>ning<br />

Policy<br />

4. Hazard and Risk continued<br />

4.2 Mine Subsidence and Unstable<br />

Land<br />

4.3 Flood Prone Land Not relevant.<br />

4.4 <strong>Plan</strong>ning for Bushfire Protection Not relevant.<br />

Relevance/consistency<br />

SACL has a Contaminated Sites Strategy that has been implemented through the<br />

<strong>Sydney</strong> <strong>Airport</strong> Environment Strategy 2005-2010. Acid Sulfate Soils are identified<br />

as an environmental management issue, which requires addressing as part of new<br />

developments and excavations.<br />

Not relevant.<br />

5. Regional <strong>Plan</strong>ning<br />

5.1 Implementation of Regional<br />

Strategies<br />

Not relevant.<br />

5.2 <strong>Sydney</strong> Drinking Water<br />

Catchments<br />

Not relevant.<br />

5.3 Farmland of State and Regional<br />

Significance on the NSW Far<br />

North Coast<br />

Not relevant.<br />

5.4 Commercial and Retail<br />

Development along the Pacific<br />

Highway<br />

Not relevant.<br />

5.5 Development in the Vicinity of<br />

Ellalong, Paxton and Millfield<br />

(Cessnock LGA)<br />

Not relevant.<br />

5.6 <strong>Sydney</strong> to Canberra Corridor Not relevant.<br />

5.7 Central Coast Not relevant.<br />

5.8 Second <strong>Sydney</strong> <strong>Airport</strong><br />

The objective of this direction is to avoid incompatible development in the vicinity of<br />

Badgerys Creek<br />

any future second <strong>Sydney</strong> <strong>Airport</strong> at Badgerys Creek.<br />

This direction gives guidance to local governments seeking to rezone land in areas<br />

surrounding the proposed Second <strong>Sydney</strong> <strong>Airport</strong> site. This direction does not apply<br />

specifically to <strong>Sydney</strong> <strong>Airport</strong>.<br />

6. Local <strong>Plan</strong> Making<br />

6.1 Approval and Referral<br />

Requirements<br />

6.2 Reserving Land for Public<br />

Purposes<br />

The objective of this direction is to ensure that LEP provisions encourage the<br />

efficient and appropriate assessment of development. This direction specifically<br />

guides councils to minimise the inclusion of provisions that require the concurrence,<br />

consultation or referral of development applications to a Minster or public authority.<br />

Notwithstanding, the national significance of <strong>Sydney</strong> <strong>Airport</strong> requires ongoing<br />

consultation and concurrence with public authorities to ensure that obstacle<br />

clearance areas are sufficient and that aviation practices are not compromised.<br />

The objectives of this direction are:<br />

• ‘to facilitate the provision of public services and facilities by reserving land for<br />

public purposes, and<br />

• to facilitate the removal of reservations of land for public purposes where the<br />

land is no longer required for acquisition’.<br />

Marrickville and Rockdale Council’s have identified an Arterial Road Reservation in<br />

their LEP mapping for potential future road widening, which is consistent with the<br />

mapping provided in the <strong>Master</strong> <strong>Plan</strong>.<br />

6.3 Site Specific Provisions The objective of this direction is to discourage unnecessarily restrictive site specific<br />

planning controls. This direction is not specifically applicable to the operations of<br />

the airport or airport development proposals as the site is not strictly subject to the<br />

provisions of any State environmental planning instruments. Rather, the airport is<br />

required to demonstrate consistency, where possible with State planning legislation.<br />

In this regard, the <strong>Master</strong> <strong>Plan</strong> has not incorporated any unnecessary restrictive<br />

planning controls however, land has been appropriately zoned for operational<br />

requirements. Accordingly, the <strong>Master</strong> <strong>Plan</strong> is generally consistent with this<br />

direction.<br />

185


C3 <strong>Sydney</strong> Metropolitan Strategy<br />

Review of the <strong>Sydney</strong> Metropolitan Strategy<br />

The <strong>Sydney</strong> Metropolitan Strategy (the Metro Strategy) is the NSW Government’s long-term strategic plan<br />

to maintain <strong>Sydney</strong>’s role in the global economy and to plan for growth and change within the <strong>Sydney</strong><br />

metropolitan area for the next 25 years. The Metropolitan Strategy acknowledges that development<br />

at <strong>Sydney</strong> <strong>Airport</strong> is not currently subject to State or Local <strong>Plan</strong>ning controls and as such, specific<br />

development initiatives as they relate to the future growth and development of the airport have been<br />

limited within the Strategy. Notwithstanding, reference is made to the <strong>Airport</strong>, its typology as a specialised<br />

strategic centre and its significant location and role within the Global Economic Corridor (GEC).<br />

Economic corridors play a critical role for the metropolitan economy and the GEC in particular is a key driver<br />

of <strong>Sydney</strong>’s wealth generation and will continue to be into the future. The GEC extends from Macquarie<br />

Park via Chatswood, St Leonards, <strong>Sydney</strong>, Green Square through to <strong>Sydney</strong> <strong>Airport</strong>. Employment and<br />

economic activity are concentrated in these types of corridors.<br />

Strengthening the role of the economic corridor has been targeted through infrastructure upgrades ensuring<br />

connectivity – Eastern Distributor and the M5, Green Square Rail Link and ultimate connection with the<br />

Orbital Motor Network. Infrastructure upgrades in and around the GEC will continue to occur over the<br />

planning period.<br />

The Metro Strategy designates the airport as a Specialised Centre. This means its important role in the<br />

metropolitan economy should be promoted. In this regard, consideration should be given to the fact that<br />

the globalisation of the economy has resulted in a shift in demand for the types of goods and services to be<br />

provided in and around the airport.<br />

Subregional Strategies<br />

Subregional planning is a component of the Metro Strategy that provides the detailed level of the subregions<br />

of <strong>Sydney</strong> within the City of Cities long-term framework. <strong>Sydney</strong> <strong>Airport</strong> is identified in two subregional<br />

strategies, as the airport is located within the local government area of Botany Bay in the East Subregion<br />

and Marrickville and Rockdale in the South Subregion.<br />

draft East Subregional Strategy<br />

The draft East Subregional Strategy identifies the important role the east subregion plays in the provision<br />

of transport infrastructure through <strong>Sydney</strong> <strong>Airport</strong> and Port Botany. The Strategy outlines the significant<br />

employment opportunities and the transportation of passengers and freight, facilitating trade and<br />

cooperatively assisting to maintain <strong>Sydney</strong>’s role as a Global City.<br />

Economic Gateway<br />

<strong>Sydney</strong> <strong>Airport</strong> is identified a number of times within the key directions for the East Subregion. The first<br />

key direction is to support and strengthen the nation’s economic gateways through the protection of<br />

strategic employment lands in the area around <strong>Sydney</strong> <strong>Airport</strong> and Port Botany. The significance of <strong>Sydney</strong><br />

<strong>Airport</strong> and Port Botany and particularly their adjacency, is such that they provide the economic gateway to<br />

<strong>Sydney</strong> and the nation. The role of <strong>Sydney</strong> <strong>Airport</strong> within the GEC by providing employment and business<br />

opportunities will be strengthened through the <strong>2009</strong> <strong>Master</strong> <strong>Plan</strong>.<br />

Retail Centres<br />

A further key direction for the East Subregion is the need to support the future role of retail centres within<br />

the subregion. The Strategy identifies the importance of this particularly, given the potential further<br />

expansion of retail development within <strong>Sydney</strong> <strong>Airport</strong>. Notwithstanding this, the Strategy identifies <strong>Sydney</strong><br />

<strong>Airport</strong> and Environs as a Specialised Centre for the East Subregion, through its provision of employment<br />

opportunities, and subregional and metropolitan services. While it is important to reinforce existing retail<br />

centres, the airport and its retail services are ancillary to the operations of the airport, providing fundamental<br />

services for airport employees as well as passengers.<br />

186


Public Transport Access<br />

Appendix C – Consistency with State Environmental <strong>Plan</strong>ning Policies,<br />

Zones and Section 117 directions<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

The need to improve east-west public transport access is a further key direction identified for the East<br />

Subregion. This direction considers the importance of strengthening the east-west public transport link for<br />

commuters and exploring opportunities to strengthen the movements between subregions and bordering<br />

growth centres, such as Green Square. Green Square contains significant transport infrastructure that links<br />

<strong>Sydney</strong>’s CBD and Western <strong>Sydney</strong> with the airport, but that is currently underutilised.<br />

Mascot Industrial Area<br />

The Mascot Industrial Area is identified as being of strategic importance and should be retained for industrial<br />

purposes. This land is located north-east of the airport and is zoned predominantly <strong>Airport</strong>-related business.<br />

This land accommodates a significant amount of activity generated by the airport, such as freight and<br />

logistics. The importance of maintaining this land for airport-related purposes is emphasised, a direction<br />

that is in line with the <strong>Master</strong> <strong>Plan</strong>. Periphery land uses provide a compatible interface and an appropriate<br />

transition to aviation activities and aviation support facilities.<br />

The <strong>2009</strong> <strong>Master</strong> <strong>Plan</strong> has designated land for the purposes of Aviation Activities, Business Development,<br />

Freight and Logistics as well as interim industrial and commercial land uses adjoining the east subregion.<br />

These will support, encourage and compliment the strategic employment lands adjoining <strong>Sydney</strong> <strong>Airport</strong> as<br />

well as significantly contribute to job creation and target realisation over the planning period.<br />

South Subregional Strategy<br />

The South Subregional Strategy identifies <strong>Sydney</strong> <strong>Airport</strong> and Environs various times within the key<br />

directions and actions for the area.<br />

Employment Lands<br />

The first key direction for the South Subregion is to retain strategic employment lands, specifically the older<br />

industrial developments around the airport. This surrounding industrial land is considered key employment<br />

land, as it has good access to the airport, existing rail infrastructure and connecting arterial roads. This<br />

land is also considered key as it provides significant residential support services, light industry and the<br />

opportunity for more intensive employment land uses.<br />

The South Subregional Strategy identifies the portion of the airport site and environs that are within<br />

Marrickville LGA as a significant employment lands precinct and as such has classified it Category 1 –<br />

Land to be retained for Industrial Purposes, with its key functions being freight and logistics. Category<br />

1 classification does not prevent sites from being intensified in their use or redeveloped to meet current<br />

industrial requirements, creating additional employment and economic benefits, but it will continue to<br />

accommodate primarily industrial and related uses, within what is generally permitted under the land use<br />

zoning.<br />

Employment Growth at <strong>Sydney</strong> <strong>Airport</strong> and Environs<br />

The second key direction for the south subregion is to plan for employment growth at <strong>Sydney</strong> <strong>Airport</strong> and<br />

Environs, including Cooks Cove, Wolli Creek and Turrella, by improving connections between these areas<br />

and the airport and to protect employment lands around <strong>Sydney</strong> <strong>Airport</strong> and Port Botany. The Strategy<br />

outlines that planning needs to focus on integrating the functions between commercial centres within the<br />

airport environs, by ensuring good access to adjacent subregions.<br />

<strong>Sydney</strong> <strong>Airport</strong> – Specialised Centre<br />

The South and East Subregional Strategy’s correspondingly, identify <strong>Sydney</strong> <strong>Airport</strong> and Environs as<br />

a ‘Specialised Centre’ that plays a vital economic and employment role, generating metropolitan wide<br />

benefits. Being identified as a ‘Specialised Centre’, <strong>Sydney</strong> <strong>Airport</strong> and Environs is linked by corridors with<br />

other strategic centres, such as the <strong>Sydney</strong>’s CBD. These corridors are generally highly concentrated areas<br />

of activity.<br />

The <strong>2009</strong> <strong>Master</strong> <strong>Plan</strong> has designated land for the purposes of Aviation Activities, Business Development,<br />

Freight and Logistics as well as interim industrial and commercial land uses adjoining the east subregion.<br />

These will support, encourage and compliment the strategic employment lands adjoining <strong>Sydney</strong> <strong>Airport</strong> as<br />

well as significantly contribute to job creation and target realisation over the planning period.<br />

187


Summary<br />

The draft East and South Subregional Strategies both provide employment capacity targets for the <strong>Airport</strong><br />

and Environs. The East Subregion is expected to accommodate 14,300 jobs and the portion of <strong>Sydney</strong><br />

<strong>Airport</strong> located within Rockdale LGA, is identified to accommodate 4,000 jobs, with a total of 18,300 jobs<br />

to be provided by the <strong>Airport</strong> and Environs between 2001 and 2031.<br />

Both the East and South Subregional Strategy’s outline the need for obligatory working relationships<br />

between SACL and Commonwealth, State and local governments in order to manage growth of aviation and<br />

non-aviation activities at <strong>Sydney</strong> <strong>Airport</strong>.<br />

The significance of <strong>Sydney</strong> <strong>Airport</strong>’s role in the economy is quantified in employment and gross state<br />

product terms.<br />

“It is estimated that over 60,000 people are employed directly servicing airport – related activities<br />

with 11,000 at the airport itself....SACL reports that activity through <strong>Sydney</strong> <strong>Airport</strong> creates an annual<br />

contribution to Gross State Product of around $6.6 billion and represents six per cent of the NSW economy<br />

and two per cent of the National economy”.<br />

The Department of <strong>Plan</strong>ning is currently developing a draft City to <strong>Airport</strong> Corridor Strategy, to explore<br />

further opportunities for integrated planning of the airport, Port Botany and surrounding areas. The<br />

industrial areas of <strong>Sydney</strong> <strong>Airport</strong> and Environs, St Peters, Cooks Cove, Wolli Creek and Sydenham are<br />

State significant employment lands that provide a range of services for the major economic gateways of<br />

Australia and will need to be maintained as such.<br />

In preparation of the <strong>Master</strong> <strong>Plan</strong>, the key directions and actions as identified in the draft East Subregional<br />

Strategy and the draft South Subregional Strategy have been identified and considered and it is concluded<br />

that the <strong>Master</strong> <strong>Plan</strong> is generally consistent with the relevant components of the Metro Strategy. The<br />

Metro Strategy emphasises the significance of <strong>Sydney</strong> <strong>Airport</strong>, together with Port Botany, as being the<br />

economic gateways to the nation and with that, it is important to maintain employment lands that surround<br />

the airport, including those residual parcels on the periphery of the airport no longer required for aviation<br />

purposes.<br />

The draft East Subregional Strategy’s key directions focus on strengthening existing centres, improving<br />

infrastructure and protecting the area’s tourism. Direction 1 aims to protect the employment lands in the<br />

vicinity of the <strong>Airport</strong> / Botany Bay. The <strong>Master</strong> <strong>Plan</strong> supports this direction through the zone creation<br />

and as an extension of those zones, job creation, while not reducing employment areas. Direction 4 raises<br />

concerns in relation to the growth of out-of-centre retail at the expense of existing retail centres and notes<br />

that this could occur following growth in the <strong>Airport</strong>’s retail facilities. Furthermore it is stated that the<br />

<strong>Airport</strong> should not allow non-aviation related commercial and retail facilities to be developed due to the<br />

impact on transport and surrounding centres.<br />

The <strong>Airport</strong> is well serviced by public and private transport in the form of rail and bus lines and the<br />

M5 Motorway, consequently access to retail facilities is not believed to be a constraint. The impact of<br />

additional retail at the <strong>Airport</strong> on the viability of established centres would be considered at the development<br />

application stage. Additionally there are a range of land uses that would be provided to service the local<br />

(<strong>Airport</strong>) workforce as opposed to focusing on patronage from further afield.<br />

The draft South Subregional Strategy’s key directions focus on developing employment and commerce<br />

while upgrading infrastructure in the region. Direction 1 encourages the growth of employment particularly<br />

light industry in close proximity to the <strong>Airport</strong> and Botany Bay. Direction 2 aims to increase the number of<br />

jobs within the specialised centre incorporating the <strong>Airport</strong>. These policies support the introduction of both<br />

the SP2 and B1 zones in this section of the <strong>Airport</strong> as they will implement the necessary land use controls<br />

that will allow business to develop and thus generate employment. Additionally these business areas will<br />

contribute to the growth of the employment hub centred on the <strong>Airport</strong> / Botany Bay precinct in conjunction<br />

with the development of the light industrial area.<br />

The draft South Subregional Strategy identifies land in the Marrickville LGA abutting the northern perimeter<br />

of the <strong>Airport</strong> for industrial uses associated with freight and logistics. This use is reflected in the zoning<br />

of the northern portion of the <strong>Airport</strong> under the <strong>Master</strong> <strong>Plan</strong> as SP 3 (Freight and Logistics) that facilitates<br />

freight logistics and other industrial and light industrial uses.<br />

188


Appendix C – Consistency with State Environmental <strong>Plan</strong>ning Policies,<br />

Zones and Section 117 directions<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

The draft South Subregional Strategy notes that Kogarah may need to focus on specialist retail to<br />

distinguish itself from the centres draft South Subregional Strategy of Rockdale and Hurstville and this in<br />

turn would further distinguish it from the <strong>Airport</strong>.<br />

The <strong>2009</strong> <strong>Master</strong> <strong>Plan</strong> provides the opportunity for the creation of economic precincts that will support,<br />

complement and encourage activity on adjoining and surrounding employment lands. These economic<br />

precincts will promote business activity and employment generation and in this regard, are considered<br />

compatible with the <strong>Sydney</strong> Metropolitan Strategy and its subordinate strategies.<br />

189


Appendix d<br />

definitions


Appendix D – Definitions<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

* Denotes those definitions identical to those contained in the Standard LEP Template.<br />

* Denotes those definitions that have been marginally amended from those contained in the Standard LEP<br />

Template to appropriately reflect on-site operations.<br />

* Denotes independent definitions (including definitions from the <strong>Airport</strong>s Act 1996, State Environmental<br />

<strong>Plan</strong>ning Policy (Infrastructure) 2007).<br />

*<strong>Airport</strong> means a place used for the landing, taking off, parking, maintenance or repair of aeroplanes<br />

(including associated buildings, installations, facilities and movement areas and any heliport that is part of<br />

the airport).<br />

*Advertisement means a sign, notice, device or representation in the nature of an advertisement visible<br />

from any public place or public reserve or from any navigable water.<br />

*Advertising Structure means a structure used or to be used principally for the display of an advertisement.<br />

*Aircraft Maintenance Facility means a building or place used for the repair and fitting of accessories<br />

to aircraft or vehicles associated with airport operations, and includes work involving body building, panel<br />

building, panel beating, spray painting or chassis restoration.<br />

*Amusement Centre means a building or place (not being part of a pub or registered club) used principally<br />

for playing:<br />

(a) Billiards, pool or other like games, or<br />

(b) Electronic or mechanical amusement devices, such as pinball machines, computer or video games<br />

and the like.<br />

*Animal boarding Establishment means a building or place used for the boarding, keeping, dog training for<br />

border security purposes or caring of animals for commercial purposes, and includes an ancillary veterinary<br />

hospital.<br />

*Aviation Activity means any activity for the arrival, departure, movement or operation of aircraft and<br />

includes aircraft aprons, helipads, heliports, runways, taxiways and the like.<br />

*Aviation Support Facility means any aircraft maintenance facility, engine-run area, ground support<br />

equipment, airline catering, airline office, transport depot and associated ground-base activities necessary<br />

for the orderly and efficient operation of aviation activity.<br />

*building Identification Sign means a sign that identifies or names a building and that may include the<br />

name of a building, the street name and number of a building, and a logo or other symbol, but that does not<br />

include general advertising of products, goods or services.<br />

*business Identification Sign means a sign:<br />

(a) that indicates:<br />

(i) the name of the person or business, and<br />

(ii) a the nature of the business carried on by the person at the premises or place at which the sign<br />

is displayed, and<br />

(b) that may include the address of the premises or place and a logo or other symbol that identifies the<br />

business.<br />

but that does not include any advertising relating to a person who does not carry on business at the<br />

premises or place.<br />

*business Premises means a building or place at or on which:<br />

(a) an occupation, profession or trade (other than an industry) is carried on for the provision of services<br />

directly to members of the public on a regular basis, or<br />

(b) a service is provided directly to members of the public on a regular basis<br />

191


192<br />

(c) And may include, without limitation, premises such as banks, post offices, hairdressers, dry<br />

cleaners, food and drink premises, travel agencies, internet access facilities, medical centres,<br />

betting agencies and the like, but does not include sex service premises.<br />

*Car Park means a building or place primarily used for the purpose of parking motor vehicles, including any<br />

manoeuvring space and access thereto, whether operated for gain or not and may include valet parking<br />

services and car wash facilities/services.<br />

*Child Care Centre means a building or place used for the supervision and care of children that:<br />

(a) provides long day care, pre-school care, occasional child care or out-of-school-hours care, and<br />

(b) does not provide overnight accommodation for children other than those related to the owner or<br />

operator of the centre,<br />

but does not include:<br />

(c) a building or place used for home-based child care, or<br />

(d) an out-of-home care service provided by an agency or organisation accredited by the NSW Office of<br />

the Children’s Guardian, or<br />

(e) a baby-sitting, playgroup or child-minding service that is organised informally by the parent of the<br />

children concerned, or<br />

(f) a service provided for fewer than 5 children (disregarding any children who are related to the person<br />

providing the service) at the premises at which at least one of the children resides, being a service<br />

that is not advertised,<br />

(g) a regular child-minding service that is provided in connection with a recreational or commercial<br />

facility (such as a gymnasium), by or on behalf of the person conducting the facility, to care for<br />

children while the children’s parents are using the facility, or<br />

(h) a service that is concerned primarily with the provision of:<br />

(i) lessons or coaching in, or providing for participation in, a cultural, recreational or religious<br />

or sporting activity, or<br />

(ii) private tutoring, or<br />

(i) a school, or<br />

(j) a service provided at exempt premises (within the meaning of section 200 of the Children and<br />

Young Persons (Care and Protection) Act 1998), such as hospitals, but only if the service is<br />

established, registered or licensed as part of the institution operation on those premises.<br />

*Convenience Store means retail premises used for the purposes of selling small daily convenience goods<br />

such as foodstuffs, personal care products, newspapers and the like to provide for the day-to-day needs of<br />

people who live or work in the local area, and may include ancillary services such as a post office, bank or<br />

dry cleaning but does not include restricted premises.<br />

*development for the purposes of this <strong>Master</strong> <strong>Plan</strong> means:<br />

(a) Constructing buildings or other structures,<br />

(b) Altering the structure of buildings or other structures,<br />

(c) Undertaking, constructing or altering earthworks (whether or not in relation to buildings or other<br />

structures),<br />

(d) Undertaking, constructing or altering engineering works, electrical works or hydraulic works<br />

(whether or not in relation to buildings or other structures),<br />

(e) Demolishing, destroying, dismantling or removing:<br />

(i) Buildings or other structures, or<br />

(ii) Earthworks, or


(iii) Engineering works, or<br />

(iv) Electrical works, or<br />

(v) Hydraulic works,<br />

(f) Undertaking land clearing.<br />

*Earthworks or Engineering works means:<br />

(a) runways, taxiways and aprons,<br />

(b) surface car parks,<br />

(c) retaining walls,<br />

(d) dams,<br />

(e) roads,<br />

(f) railways,<br />

(g) pipelines,<br />

(h) tunnels.<br />

*Educational Establishment means a building or place used for education (including teaching), being:<br />

(a) a school, or<br />

Appendix D – Definitions<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

(b) a tertiary institution, including a university or a TAFE establishment that provides formal education<br />

and is constituted by or under an Act.<br />

*Entertainment Facility means a theatre, cinema, musical hall, concert hall, dance and the like, but does<br />

not include a pub, nightclub or registered club.<br />

*Environmental Facility means a building or place that provides for the recreational use or scientific study<br />

of natural systems and including walking tracks, seating, shelters, board walks, observation decks, bird<br />

hides or the like, and associated display structures.<br />

*Environmental Protection works means works associated with the rehabilitation of land towards its<br />

natural state or any work to protect land from environmental degradation, and includes bush regeneration<br />

works, wetland protection works, erosion protection works, dune restoration and the like.<br />

*Food and drink Premises means retail premises used for the preparation and retail sale o f food or drink<br />

for immediate consumption on or off the premises, and includes restaurants, cafes, take away food and<br />

drink premises, milk bars and pubs.<br />

*Freight Handling Facility means a facility used principally for the bulk handling of goods for transport<br />

by road, rail, air or sea including any facility for the loading and unloading of vehicles, aircraft, vessels or<br />

containers used to transport those goods and for the parking, holding, servicing or repair of those vehicles,<br />

aircraft or vessels or for the engines or carriages involved.<br />

*Function Centre means a building or place used for the holding of events, functions, conferences and the<br />

like, and includes convention centres, exhibition centres and reception centres, but does not include an<br />

entertainment facility.<br />

*Health Care Professional means any person registered under an Act for the purpose of providing health<br />

care.<br />

*Helipad means a place not open to the public used for the taking of and landing of helicopters.<br />

*Heliport means a place open to the public used for the taking off and landing of helicopters whether or not<br />

it includes:<br />

(a) a terminal building, or<br />

(b) facilities for the parking, storage or repair of helicopters.<br />

193


*Heritage Conservation Management <strong>Plan</strong> means a document that details the heritage significance of an<br />

item, place or heritage conservation area and identifies conservation policies and management mechanisms<br />

that are appropriate to enable that significance to be retained.<br />

*Heritage Impact Statement means a document consisting of:<br />

(a) a statement demonstrating the heritage significance of a heritage item, archaeological site, place of<br />

Aboriginal heritage significance or other heritage conservation area, and<br />

194<br />

(b) an assessment of the impact that proposed development will have on that significance, and<br />

9c) proposals for measures to minimise that impact.<br />

*Heritage Item means a building, work, archaeological site, tree, place or Aboriginal object:<br />

(a) as shown on Figure 14.9,<br />

(b) described in an inventory of heritage items that is available at the head office of <strong>Sydney</strong> <strong>Airport</strong><br />

Corporation Limited.<br />

*Heritage significance means archaeological, architectural, cultural, historical, natural or aesthetic value,<br />

scientific or social value.<br />

*Hotel or Motel Accommodation means tourist and visitor accommodation (whether or not licensed<br />

premises under the Liquor Act 1982):<br />

(a) comprising rooms or self-contained suites, and<br />

(b) that may provide meals to guests or the general public and facilities for the parking of guests’<br />

vehicles<br />

(c) but does not include backpackers’ accommodation, a boarding house, bed and breakfast<br />

accommodation or farm stay accommodation.<br />

*Industrial Retail Outlet means a building or place that:<br />

(a) is used in conjunction with an industry (including a light industry) but not in conjunction with a<br />

warehouse or distribution centre, and<br />

(b) is situated on the land on which the industry is carried out, and<br />

(c) it is used for the display or sale (whether by retail or wholesale) of only those goods that have been<br />

manufactured on the land on which the industry is carried out.<br />

*Industry means the manufacturing, production, assembling, altering, formulating, repairing, renovating,<br />

ornamenting, finishing, cleaning, washing, dismantling, transforming, processing or adapting, or the research<br />

and development of any goods, chemical substances, food, agricultural or beverage products, or articles for<br />

commercial purposes, but does not include extractive industry or a mine.<br />

*kiosk means retail premises used for the purposes of selling food, light refreshments and other small<br />

convenience items such as newspapers, films and the like.<br />

*landscape and Garden Supplies means a building or place where trees, shrubs, plants, bulbs, seeds and<br />

propagating material are offered for sale, and may include the sale of landscape supplies (including earth<br />

products or other landscape and horticulture products) and the carrying out of horticulture.<br />

*light Industry means an industry, not being a hazardous or offensive industry or involving use of<br />

hazardous or offensive storage establishment, in which the processes carried on, the transportation involved<br />

or the machinery or materials used do not interfere with the amenity of the neighbourhood by reason of<br />

noise, vibration, smell, fumes, smoke, vapour, steam, soot, ash, dust, waste water, waste products, grit or<br />

oil, or otherwise.<br />

*liquid Fuel depot and distribution Facility means storage and distribution premises that are used for<br />

the bulk storage and distribution of petrol, oil, petroleum or other inflammable liquid for aircraft and airport<br />

vehicles.


Appendix D – Definitions<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

*Marina means a permanent boat storage facility (whether located wholly on land, wholly on the waterway<br />

or partly on land and partly on the waterway) together with any associated facilities, including:<br />

a) Any facility for the construction, repair, maintenance, storage, sale of hire of boats, and<br />

b) Any facility for providing fuelling, sewage pump-out or other services for boats, and<br />

c) Any facility for launching or landing boats, such as slipways or hoists, and<br />

d) Any associated car parking, commercial, tourist or recreational or club facility that is ancillary to a boat<br />

storage facility, and<br />

e) Any associated single mooring.<br />

*Medical Centre means business premises used for the purpose of providing health services (including<br />

preventative care, diagnosis, medical or surgical treatment, counselling or alternative therapies) to outpatients<br />

only, where such services are principally provided by health care professionals, and may include the<br />

ancillary provision of other health services.<br />

*Mixed use development means a building or place comprising 2 or more different land uses, identified as<br />

permissible in the zone.<br />

*Navigational Aids means any aircraft surveillance equipment, control towers, radars, visual and non-visual<br />

navigation aids and the like.<br />

*Office Premises means a building or place used for the purpose of administrative, clerical, technical,<br />

professional or similar activities that do not include dealing with members of the public at the building or<br />

place on a direct and regular basis, except where such dealing is a minor activity (by appointment) that is<br />

ancillary to the main purpose for which the building or place is used.<br />

*Parking Space means a space dedicated for the parking of a motor vehicle, including any manoeuvring<br />

space and access to it, but does not include a car park.<br />

*Passenger Transport Facility means a building or place used for the assembly or dispersal of passengers<br />

by any form of transport, including public transport and facilities required for parking, manoeuvring, storage<br />

or routine servicing of any vehicle that uses the building or place.<br />

*Pub means licensed premises under the Liquor Act 1982 the principal purpose of which is the sale of<br />

liquor for consumption on the premises, whether or not the premises include hotel or motel accommodation<br />

and whether or not food is sold on the premises, but excludes gaming facilities.<br />

*Public Administration building means a building used as offices or for administrative or other like<br />

purposes by the Crown, a statutory body, a council or an organization established for public purposes, and<br />

includes police stations, customs, aviation rescue and fire fighting services and the like.<br />

*Recreation Area means a place used for outdoor recreation that is normally open to the public, and<br />

includes:<br />

(a) a children’s playground, or<br />

(b) an area used for community sporting activities, or<br />

(c) a park, reserve or garden or the like,<br />

(d) and any ancillary buildings, but does not include a recreation facility (indoor), recreation facility<br />

(major) or recreation facility (outdoor).<br />

*Registered Club means a club in respect of which a certification of registration under the Registered Clubs<br />

Act 1976 is in force.<br />

*Research Station means a building or place for the principal purpose of agricultural, environmental,<br />

fisheries, forestry, meteorological, minerals, scientific or soil data collection or research and includes any<br />

associated facility to education, training, administration or accommodation.<br />

*Restaurant means a building or place the principal purpose of which is the provision of food or beverages<br />

to people for consumption on the premises and that may also provide takeaway meals and beverages.<br />

195


*Retail Premises means a building or place used for the purpose of selling items by retail, or for hiring or<br />

displaying items for the purpose of selling them by retail or hiring them out, whether the items are goods or<br />

materials (or whether also sold by wholesale).<br />

*Road means a public road or a private road within the meaning of the Roads Act 1993 and includes a<br />

classified road.<br />

*Runway means a paved strip on which aeroplanes land and take off.<br />

*Self-storage units means storage premises that consist of individual enclosed compartments for storing<br />

goods or materials (other than hazardous or offensive goods or materials).<br />

*Service Station means a building or place used for the sale by retail of fuels and lubricants for motor<br />

vehicles, whether or not the building or place is also used for any one or more of the following:<br />

(a) the ancillary sale by retail of spare parts and accessories for motor vehicles,<br />

(b) the cleaning of motor vehicles,<br />

(c) installation of accessories,<br />

(d) inspecting, repairing and servicing or motor vehicles (other than body building, panel beating, spray<br />

painting or chassis restoration),<br />

196<br />

(e) the ancillary retail selling or hiring of general merchandise or services or both.<br />

*Sewage Reticulation System means a building or place used for the collection and transfer of sewage to<br />

a sewage treatment plant or water recycling facility for treatment, or transfer of the treated waste for use<br />

or disposal, including associated:<br />

(a) pipelines and tunnels, and<br />

(b) pumping stations, and<br />

(c) dosing facilities, and<br />

(d) odour control works, and<br />

(e) sewage overflow structures, and<br />

(f) vent stacks.<br />

*Shop means retail premises that sell groceries, personal care products, clothing, music, homewares,<br />

stationery, electrical goods, liquor outlet or other items of general merchandise, and may include a<br />

convenience store, but does not include food and drink premises or restricted premises.<br />

*Signage means any sign, notice, device, representation or advertisement that advertises or promotes any<br />

goods, services or events and any structure or vessel that is principally designed for, or that is used for, the<br />

display of signage, and includes:<br />

(a) building identification signs, and<br />

(b) business identification signs, and<br />

(c) advertisements<br />

(d) but does not include traffic signs or traffic control facilities.<br />

*Storage Premises means a building or place used for the storage of goods, materials, plant or machinery<br />

for commercial purposes and where the storage is not ancillary to any business premises or retail premises<br />

on the same parcel of land.


*Structures mean:<br />

(a) bridges,<br />

(b) fences,<br />

(c) towers and pylons,<br />

(d) tents and other temporary structures.<br />

Appendix D – Definitions<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

*Takeaway Food and drink Premises means food and drink premises that are predominantly used for the<br />

preparation and sale of food or drink (or both) for immediate consumption away from the premises.<br />

*Taxiway means a paved strip used by aircraft in taxiing to and from a terminal or runway.<br />

*Temporary Structure includes a booth, tent or other temporary enclosure (whether or not part of the<br />

booth, tent or enclosure is permanent), and also includes a mobile structure.<br />

*Tourist or visitor Accommodation means a building or place that provides temporary or short-term<br />

accommodation on a commercial basis, and includes hotel or motel accommodation, serviced apartments,<br />

bed and breakfast accommodation and backpackers’ accommodation.<br />

*Transfer Corridor means provision of an area for the facilitation of inter-terminal transfers of passengers<br />

and baggage.<br />

*Transport depot means a building or place used for the parking or servicing of motor powered or motor<br />

drawn vehicles used in connection with a passenger transport undertaking, business, industry or shop.<br />

*utility undertaking means any of the following undertakings carried on or permitted to be carried<br />

on by or by authority of any Government Department or under the authority of or in pursuance of any<br />

Commonwealth or State Act:<br />

(a) railway, road transport, water transport, air transport, wharf or river undertakings,<br />

(b) undertakings for the supply of water, hydraulic power, electricity or gas or the provision of<br />

sewerage or drainage services,<br />

(c) and a reference to a person carrying on a utility undertaking includes a reference to a council,<br />

electricity supply authority, Government Department, corporation, firm or authority carrying on the<br />

undertaking.<br />

*vehicle Sales or Hire Premises means a building or place used for the display, sale (whether by retail or<br />

wholesale) or hire of motor vehicles, caravans, boats, trailers, agricultural machinery and the like, whether<br />

or not accessories are sold or displayed there.<br />

*warehouse or distribution Centre means a building or place used mainly or exclusively for storing or<br />

handling items (whether goods or materials) pending their sale or distribution, but from which no retail sales<br />

are made.<br />

*waterway or Foreshore Management Activities means:<br />

(a) riparian corridor and bank management, including erosion control, bank stabilisation, re-snagging,<br />

weed management, revegetation and the creation of foreshore access ways, and<br />

(b) in-stream management or dredging to rehabilitate aquatic habitat or to maintain or restore<br />

environmental flows or tidal flows for ecological purposes, and<br />

(c) Coastal management and beach nourishment, including erosion control, dune or foreshore<br />

stabilisation works, headland management, revegetation activities and foreshore access ways.<br />

*wholesale Supplies means a building or place used for the display, sale or hire of goods or materials by<br />

wholesale only to businesses that have an Australian Business Number registered under the A New Tax<br />

System (Australian Business Number) Act 1999 of the Commonwealth.<br />

*works depot means a building or place used for the storage (but not sale or hire) of plant, machinery<br />

or other goods (that support the operations of an existing undertaking, including construction) when not<br />

required for use. This includes ancillary temporary office facilities and amenities supporting such a depot.<br />

197


Appendix E<br />

development Assessment at<br />

<strong>Sydney</strong> <strong>Airport</strong>


development Assessment at <strong>Sydney</strong> <strong>Airport</strong><br />

development at <strong>Sydney</strong> <strong>Airport</strong> is managed under a regulatory framework set by the <strong>Airport</strong>s<br />

Act 1996 and associated Regulations as well as the Environment Protection and biodiversity<br />

Conservation Act 1999.<br />

E1 Regulatory processes<br />

The statutory and management process for lodging, assessing and approving works at <strong>Sydney</strong> <strong>Airport</strong> is<br />

summarised in the flow chart attached at Figure E1.<br />

The <strong>Airport</strong>s (Building Control) Regulations require that carrying out a building activity, as defined in section<br />

98 of the <strong>Airport</strong>s Act 1996 (described as development in this <strong>Master</strong> <strong>Plan</strong>) must have written consent of<br />

the <strong>Airport</strong> Lessee Company (SACL). SACL’s written consent is based on a management process through<br />

which stakeholder impact identification, infrastructure impacts, environmental impacts and management,<br />

current and future adjoining development interfaces, property and legal risk issues are identified and<br />

addressed. Key aspects of this process are as follows:<br />

• Prior consultation with SACL <strong>Plan</strong>ning and Development as to the need for a Major Development <strong>Plan</strong><br />

(MDP), SACL Development Application, Application for SACL Consent or an Exemption Application<br />

under the <strong>Airport</strong>s (Building Control) Regulation. MDPs and Development Applications assess the general<br />

concept of the proposal and whether it is appropriate to proceed to Applications for SACL Consent or<br />

Exemption. These applications are considered to be written consents under <strong>Airport</strong>s (Building Control)<br />

Regulations 2.03 and 2.05.<br />

• Determine whether the development is consistent with section 32 of the <strong>Airport</strong>s Act 1996.<br />

• Determine the developments consistency with the final <strong>Master</strong> <strong>Plan</strong> and Environmental Strategy, and<br />

• Consult with internal and external stakeholders, in particular, local government, regarding developments<br />

in proximity to boundaries, as well as state government agencies.<br />

Pursuant to the <strong>Airport</strong>s Act and <strong>Airport</strong>s (Building Control) Regulations, SACL’s written consent must also<br />

be accompanied by the consent of the <strong>Airport</strong> Building Controller (ABC), before works commence. Works of<br />

a minor nature may be exempted only after consultation with the ABC. ABC applications are made pursuant<br />

to the Act and Regulations and focus primarily on:<br />

• Consistency of the development with the <strong>Master</strong> <strong>Plan</strong>,<br />

• Compliance with the Building Code of Australia,<br />

• A statutory assessment of the environmental impacts created by new developments, which is assessed<br />

by the <strong>Airport</strong> Environment Officer through the <strong>Airport</strong> Building Controller, in accordance with the<br />

<strong>Airport</strong> (Building Control) Regulations. SACL also has regard for the “type, location, bulk, height,<br />

density, design and external appearance of the development that will result from the proposed building<br />

activity (‘development’ for the purpose of this <strong>Master</strong> <strong>Plan</strong>).”<br />

Environmental Impact Assessment is regulated by the Environment Protection and Biodiversity Conservation<br />

Act 1999 (EPBC Act), the <strong>Airport</strong> (Environment Protection) Regulations 1997 (AEPR) and the <strong>Sydney</strong> <strong>Airport</strong><br />

Environment Strategy 2005-1010. SACL’s environmental requirements are summarised in the Fact Sheet for<br />

Environmental Impact Assessment of Development and other Applications at <strong>Sydney</strong> <strong>Airport</strong>, July 2003.<br />

199


Figure E1 <strong>Sydney</strong> <strong>Airport</strong> Approval Process – <strong>Plan</strong>ning and development


E2 development Standards<br />

Appendix E – Development Assessment at <strong>Sydney</strong> <strong>Airport</strong><br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

In addition to assessing proposals on regulatory compliance, proposals are also assessed on their<br />

performance in relation to a range of aviation, infrastructure, planning and environmental studies.<br />

Due to the nature of the airport environment, development standards relating to each development are<br />

assessed on aviation-related standards not normally found in local planning ordinances. However, common<br />

planning standards and practices are applied to airport developments where it is prudent to do so.<br />

SACL’s development standards are typically based on the list of documents and issues at Table E1. Each<br />

development is assessed on its performance against each of these issues and corresponding guidelines and<br />

benchmark documents.<br />

Table E1 development Standards<br />

Issue Area SACl Guidelines and benchmark documents<br />

Airside Infrastructure Aviation MOS 139, ICAO Annexe 14<br />

Navigation/Surveillance Systems Aviation Air-Services Australia Navigational Aid Surface Drawings, MOS 172<br />

Aircraft Noise Aviation Building siting and insulation AS2021-2000 – Aircraft Noise Intrusion<br />

– Building, Siting and Construction<br />

Obstacle Limitation Surface Aviation <strong>Airport</strong>s (Protection of Airspace Regulations)<br />

Runway End Safety Aviation MOS 139<br />

Lighting Aviation MOS 139<br />

Bird Hazard Aviation Bird Hazard Management Guidelines: Management of bird hazards<br />

through landscaping design and operational management<br />

Dust Hazard Aviation Dust Management Guidelines<br />

Aviation Security Aviation Transport Security <strong>Plan</strong><br />

Radar Reflectivity and<br />

Aviation Independent Assessment: Generally conducted by Airservices<br />

Navigational Aids<br />

Australia on a case by case basis for impact on radar and navigational<br />

infrastructure<br />

<strong>Master</strong> Grading Infrastructure Services <strong>Master</strong> <strong>Plan</strong><br />

Utilities Infrastructure Services <strong>Master</strong> <strong>Plan</strong><br />

Advertising and Signage <strong>Plan</strong>ning SACL advertising master plan agreements, SEPP 64 principles<br />

Landscaping <strong>Plan</strong>ning Perimeter Landscape Study 2004<br />

Land Use and Urban Design <strong>Plan</strong>ning <strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong>: International Terminal Precinct<br />

2007<br />

Road Traffic Generation, Traffic <strong>Plan</strong>ning <strong>Airport</strong> Ground Travel <strong>Plan</strong> 2006 and RTA Guide to Traffic Generating<br />

and Transport Management<br />

Development v 2.2.<br />

Utilities Protection <strong>Plan</strong>ning New Southern Railway, underground fuel and gas pipelines, Services<br />

<strong>Master</strong> <strong>Plan</strong><br />

Risk Management <strong>Plan</strong>ning Safety Management System, – Management in Use <strong>Plan</strong> 2008<br />

Contaminated Sites Environmental Contaminated Sites Register, Remedial Action <strong>Plan</strong><br />

Heritage Environmental Environment Strategy, Register fo the National Estate – Interim<br />

List: Protection and Preservation of Heritage Assets (Pending<br />

implementation of new Act)<br />

Fuel Storage Environmental Above-ground Fuel Storage Policy<br />

Asbestos Environmental Occupational Health and Safety Standards<br />

Acid Sulphate Soils Environmental Remedial Action <strong>Plan</strong><br />

Environmentally Sustainable Environmental Environment Strategy 2005 - 2010. SACL is seeking to implement<br />

Development<br />

sustainable principles in energy efficient building design, stormwater<br />

reuse etc.<br />

201


E3 External Consultation<br />

Table E2 outlines a list of the agencies consulted on an ongoing basis. Note that agencies are consulted<br />

where there is a requirement for specific input on a particular issue. Other agencies not appearing below<br />

may also be consulted.<br />

Table E2 External Consultation<br />

Consulted Party Reason<br />

Department of <strong>Plan</strong>ning Consultation regarding major on-airport developments<br />

Airlines and tenants Consultation regarding major on-airport developments<br />

Local Government Authorities Stakeholder consultation with local government on development interface issues<br />

on the airport boundary<br />

Airservices Australia<br />

Civil Aviation Safety Authority<br />

Radar/Navigational/OLS interference issues<br />

Roads and Traffic Authority Trunk road access, advertising signage, traffic generating developments<br />

<strong>Sydney</strong> Water Corporation Potable water, trade waste, heritage (Alexandra Canal), air rights<br />

<strong>Sydney</strong> Ports Corporation Port Botany / <strong>Airport</strong> interface issues<br />

Energy Australia Electrical supply – network issues on-site / off-site<br />

JUHI / Wilson Walton Pipeline protection – hydrant installation and pipeline<br />

<strong>Airport</strong> Link Company New Southern Railway Tunnel Protection<br />

Australian Pipeline Trust Moomba Gas pipeline protection<br />

Australian Heritage Council Heritage Issues – Interim listing of SACL assets<br />

202


Appendix F<br />

Abbreviations<br />

203


Abbreviations<br />

ABC <strong>Airport</strong> Building Controller<br />

ACA <strong>Airport</strong> Coordination Australia<br />

ADSB Automatic Dependant Surveillance<br />

Broadcast<br />

AEO <strong>Airport</strong> Environmental Officer<br />

AER <strong>Airport</strong> Environment Report<br />

AES <strong>Airport</strong> Environment Strategy<br />

ALC <strong>Airport</strong> Lessee Company<br />

ANEC Australian Noise Exposure Concept<br />

ANEF Australian Noise Exposure Forecast<br />

ANEI Australian Noise Exposure Index<br />

APU Auxiliary Power Unit<br />

AQMS Air Quality Monitoring System<br />

ARFF <strong>Airport</strong> Rescue and Fire Fighting<br />

ASA Airservices Australia<br />

ASMGCS Advanced Surface Movement<br />

Guidance and Control System<br />

ATC Air Traffic Control<br />

ATM Air Traffic Management<br />

AT-VASIS AT-Visual Approach Slope Indicator<br />

Systems<br />

BHS Baggage Handling System<br />

BOM Bureau of Meteorology<br />

CASA Civil Aviation Safety Authority<br />

CBD Central Business District<br />

CTO Cargo Terminal Operator<br />

DA Development Application<br />

DCP Development Control <strong>Plan</strong><br />

DECC Department of Environment and<br />

Climate Change (NSW)<br />

DEWHA Department of Enviornment, Water,<br />

Heritage and the Arts<br />

DGPS Differential GPS<br />

DITRDLG Department of Infrastructure,<br />

Transport, Regional Development and<br />

Local Government<br />

DME Distance Measuring Equipment<br />

DOM Domestic<br />

DVOR Doppler Very-High Frequency Omni<br />

Range<br />

204<br />

EMP Environmental Management <strong>Plan</strong><br />

EMS Environmental Management System<br />

EP&A ACT Environmental <strong>Plan</strong>ning and<br />

Assessment Act 1979 (NSW)<br />

FBO Fixed Base Operators<br />

FEGPU Fixed Electrical Ground Power Unit<br />

FOD Foreign Object Damage / Foreign<br />

Object Debris<br />

FTE Full Time Equivalent<br />

GA General Aviation<br />

GBAS Ground Based Augmentation System<br />

GLS Global Landing Systems<br />

GNSS Global Navigation Satellite Systems<br />

GPS Global Positioning System<br />

GSE Ground Support Equipment<br />

GSP Gross State Product<br />

HIAL High Intensity Approach Lighting<br />

IATA International Air Travel Association<br />

ICAO International Civil Aviation Association<br />

ILS Instrument Landing Systems<br />

IMC Instrument Meteorological Conditions<br />

IWI Illuminated Wind Indicators<br />

JUHI Joint User Hydrant Installation<br />

KPI Key Performance Indicator<br />

LAAS Local Area Augmentation Systems<br />

LEP Local Environmental <strong>Plan</strong><br />

LGA Local Government Area<br />

LTOP Long Term Operating <strong>Plan</strong><br />

MDP Major Development <strong>Plan</strong><br />

MLAT Multilateration<br />

MMR Multi Mode Receivers<br />

MOS Manual of Standards<br />

N70 Noise Events Louder than 70dB(A)<br />

NG New Generation<br />

NSW New South Wales<br />

PANS-OPS Procedures for Air Navigation Services<br />

– Aircraft Operations


PAPIS Precision Approach Path Indicator System<br />

PRM Precision Runway Monitor<br />

RAAF Royal Australian Air Force<br />

REF Review of Environmental Factors<br />

REP Regional Environmental <strong>Plan</strong><br />

RESA Runway End Safety Area<br />

RET Rapid Exit Taxiway<br />

RMO Runway Modes of Operation<br />

RNP Required Navigation Performance<br />

RPT Regular Public Transport<br />

SACF <strong>Sydney</strong> <strong>Airport</strong> Community Forum<br />

SACL <strong>Sydney</strong> <strong>Airport</strong> Corporation Limited<br />

SEPP State Environmental <strong>Plan</strong>ning Policy<br />

SMP Stormwater Management <strong>Plan</strong><br />

SMR Surface Movement Radar<br />

SMS Safety Management System<br />

SQID Stormwater Quality Improvement Device<br />

SREP <strong>Sydney</strong> Regional Regional Environmental <strong>Plan</strong><br />

SSR Secondary Surveillance Radar<br />

SWSOOS South and Western Suburbs Ocean Outfall Sewers<br />

T1 Terminal 1 (International Terminal)<br />

T2 Terminal 2 (Domestic Terminal – common user)<br />

T3 Terminal 3 (Qantas Domestic Terminal)<br />

TAAM Total <strong>Airport</strong> and Airspace Modeler<br />

TAR Terminal Area Radar<br />

TCU Terminal Control Unit<br />

TLOF Helicopter Touch Down and Lift Off Area<br />

TSP Transport Security Program<br />

T-VASIS T-Visual Approach Slope Indicator Systems<br />

ULD Unit Load Devices<br />

UST Underground Storage Tanks<br />

VOR Very High Frequency Omni Range<br />

Appendix F – Abbreviations<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

205


Appendix G<br />

Consultation materials<br />

and related information


Consultation materials and related information<br />

G1 Stakeholders consulted during preparation of the<br />

Preliminary draft <strong>Master</strong> <strong>Plan</strong><br />

Table G1 Summary of issues raised during initial consultation<br />

Stakeholder Issues Raised<br />

Australian Government<br />

Airservices Australia<br />

Australian Customs Service<br />

Australian Federal Police<br />

Australian Quarantine and Inspection Service<br />

Bureau of Meteorology<br />

Civil Aviation Safety Authority<br />

Department of Immigration and Citizenship<br />

Department of the Environment, Water, Heritage<br />

and the Arts<br />

Department of Infrastructure, Transport,<br />

Regional Development and Local Government<br />

Office of Transport Security<br />

NSw Government<br />

Office of the Coordinator General<br />

Ministry of Transport<br />

Roads and Traffic Authority<br />

<strong>Sydney</strong> Ports Corporation<br />

Department of State and Regional Development<br />

Tourism NSW<br />

Department of <strong>Plan</strong>ning<br />

Department of Environment and Climate Change<br />

Department of Lands<br />

Department of Premier & Cabinet<br />

Department of Primary Industries<br />

NSW Maritime<br />

City Rail<br />

local Government<br />

Local Government and Shires Associations and<br />

Local Government Managers Association<br />

Local Government and Shires Associations<br />

(Economic Policy Committee)<br />

Adjoining local councils including City of<br />

Botany Bay Council, Rockdale City Council and<br />

Marrickville Council<br />

Southern <strong>Sydney</strong> Regional Organisation of<br />

Councils<br />

Northern <strong>Sydney</strong> Regional Organisation of<br />

Councils<br />

• Airfield capacity, airfield congestion and Long Term Operating <strong>Plan</strong><br />

(LTOP) effects – runway mode capacities, runway allocation, towings,<br />

taxiway and flight paths.<br />

• Monitoring and impact of noise exposure and flight paths<br />

• Uptake of new aviation technology<br />

• Landside/Airside Enhanced Access Controls<br />

• Front of House security<br />

• <strong>Sydney</strong> <strong>Airport</strong> critical for the NSW economy and the State’s tourism<br />

industry.<br />

• Freight operations at <strong>Sydney</strong> <strong>Airport</strong> are important to the NSW economy.<br />

• Modal shift for users of the <strong>Airport</strong> in favour of public transport. State<br />

looking at new cross regional bus routes and improved rail services.<br />

• Impact of the future major road projects that are being examined by<br />

the Government (such as the M4 Extension and M5 East Motorway<br />

duplication)<br />

• Taxis access at the <strong>Airport</strong><br />

• Traffic congestion in the Domestic precinct.<br />

• Access by regional airlines to <strong>Sydney</strong> <strong>Airport</strong><br />

• Non-aviation related development<br />

• Access by regional airlines<br />

• Coordination of strategic planning with adjoining councils<br />

• Need to consult closely with councils and Regional Organisations of<br />

Councils<br />

• Access by regional airlines<br />

• Road traffic impacts airport associated with growth in passengers<br />

• Parking in suburbs adjacent to the airport<br />

• Coordinating of strategic planning with adjoining councils<br />

• Aircraft noise impacts and noise insulation<br />

• Economic and employment contribution provided by <strong>Sydney</strong> <strong>Airport</strong> to<br />

the local economy<br />

• Improved public transport<br />

• Access by regional airlines<br />

• Non-aviation related development<br />

• Aircraft Noise impacts<br />

• Private vehicle access to Terminal precincts<br />

• Improved public transport<br />

<strong>Sydney</strong> <strong>Airport</strong> Community Forum • SACF was advised that the upcoming <strong>Master</strong> <strong>Plan</strong> will involve revising<br />

the current <strong>Master</strong> <strong>Plan</strong> including reviewing air traffic forecasts, emerging<br />

technologies and land use planning.<br />

207


Table G1 Summary of issues raised during initial consultation (continued)<br />

Stakeholder Issues Raised<br />

business and Tourism Industry Groups<br />

• Australian Tourism Export Council<br />

• Infrastructure Partnerships Australia<br />

• <strong>Sydney</strong> Chamber of Commerce<br />

• <strong>Sydney</strong> Convention and Visitors Bureau<br />

• Tourism and Transport Forum<br />

• Botany Bay Business Enterprise Centre<br />

Table G2 Technical stakeholders consulted<br />

Stakeholder Issues Raised<br />

Airlines<br />

Aeropelican<br />

Airline Operators Committee<br />

Board of Airlines Representatives of Australia<br />

Execujet<br />

Qantas including QantasLink and Jetstar<br />

Airways<br />

Regional Aviation Association of Australia<br />

Regional Express (Rex)/Airlink<br />

Virgin Blue<br />

208<br />

• Importance of <strong>Sydney</strong> <strong>Airport</strong> for the NSW economy and the State’s<br />

tourism industry<br />

• The impact of constraints on capacity.<br />

• Regional airline access.<br />

• Airlines are adding capacity aircraft to meet demand.<br />

• Airlines expecting to increase frequency of main routes to cater for<br />

increased demand in the future.<br />

• Major airlines are adding new A380 aircraft to their fleet.<br />

• Limited hangar facilities at <strong>Sydney</strong> <strong>Airport</strong>.<br />

• Domestic regional market is growing – regional airlines are increasing<br />

flight frequency rather than aircraft size.<br />

• Improved gateway facilities and terminal ground access.<br />

• <strong>Sydney</strong> <strong>Airport</strong>’s access to the CBD a major asset for its customers.<br />

• Improved links between international and domestic terminals.<br />

• Adequate GSE areas.<br />

• Letter sent to AOC offering briefing sent on 3 July. Issues raised at any<br />

future meeting to be added.<br />

Aviation Fuel<br />

Joint User Hydrant Installation (JUHI) • Increase in capacity to meet demand initially on-airport, but could be<br />

located off-airport longer term.<br />

• Fuel supply pipelines capacity.<br />

• AS1940 fire separation is important.<br />

Aviation Industry Stakeholders<br />

Air Ambulance Service of NSW<br />

<strong>Airport</strong> Co-ordination Australia<br />

Blue Sky Helicopters<br />

Channel 10 (Helicopters)<br />

Execujet/Westfield<br />

Hawker Pacific<br />

Helicopters No. 1<br />

Southern Region Surf Lifesaving Association<br />

Helicopter Rescue Service Pty. Ltd.<br />

<strong>Sydney</strong> Heli-Aust<br />

<strong>Sydney</strong> Helicopter Service Pty. Ltd.<br />

<strong>Sydney</strong> Helitours<br />

Universal Aviation Australia Pty. Ltd.<br />

Ground Access Organisations<br />

Avis Car Rentals<br />

Budget Car Rentals<br />

Ministry of Transport<br />

NSW Police<br />

NSW Taxi Council<br />

NSW Taxi Drivers Association<br />

Red Spot Car Rentals<br />

Roads and Traffic Authority<br />

• Security of tenure crucial to future investment in facilities.<br />

• Capacity to meet growth<br />

• Limited hangar facilities.<br />

• Ground access is crucial for efficient terminal operation.<br />

• T2 kerb drop off is a significant issue<br />

• Management of taxis and terminal kerbside is good, but increased<br />

passenger demand will increase pressure.<br />

• External road network is a major concern<br />

• Non-airport traffic is affecting congestion<br />

• Taxi ranks and kerbside management is a major concern. All Terminals<br />

need increased taxi bays.<br />

• Improved transport between terminals is required.


Table G2 Technical stakeholders consulted (continued)<br />

Stakeholder Issues Raised<br />

Freight Companies<br />

Menzies Aviation<br />

Australian Air Express<br />

Toll including Patrick<br />

Virgin Blue Freight<br />

DHL<br />

Qantas Freight<br />

Fedex<br />

Toll/Dnata<br />

G2 PdMP information pack mailing list<br />

Table G3 PdMP information pack mailing list<br />

Members of the Australian<br />

Parliament representing<br />

electorates in the <strong>Sydney</strong><br />

metropolitan area<br />

Relevant Australian<br />

Government Ministers<br />

Relevant Australian<br />

Government agencies<br />

Members of the NSw<br />

Parliament representing<br />

electorates in the <strong>Sydney</strong><br />

metropolitan area<br />

Relevant NSw<br />

Government Ministers<br />

Relevant NSw<br />

Government agencies<br />

Appendix G – Consultation materials and related information<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

• Lease term uncertainty limits investment in more efficient operations.<br />

• Proximity of operations to domestic or international terminal is important.<br />

• There is limited GSE storage and truck access.<br />

• Freight market is highly competitive and location of operations very<br />

important.<br />

• Cut off times difficult to manage from a remote site.<br />

• Consolidation and deconsolidation requires a large footprint.<br />

• Northern Lands considered too small to house all freight operators.<br />

• Prefer centralised security screening.<br />

• Road access around airport.<br />

Member for Kingsford Smith, Member for Granydler, Member for Barton, Member for Cook,<br />

Member for Watson, Member for <strong>Sydney</strong>, Member for Wentworth, Member for North <strong>Sydney</strong>,<br />

Member for Bennelong, Member for Bradfield, Member for Lowe,<br />

Member for Blaxland, Member for Mitchell, Member for Banks, Member for Hughes, Member<br />

for Werriwa, Member for Fowler, Member for Reid, Member for Parramatta, Member for<br />

Prospect, Member for Chifley, Member for Lindsay, Member for Macarthur, Member for<br />

Berowra, Member for Warringah and Member for Mackellar.<br />

Minister for Infrastructure, Transport, Regional Development and Local Government, Minister<br />

for Environment, Heritage and the Arts, Minister for Immigration and Citizenship, Attorney<br />

General, Minister for Home Affairs, Minister for Tourism and Minister for Agriculture, Fisheries<br />

and Forestry.<br />

Department of Infrastructure, Transport, Regional Development and Local Government,<br />

Department of the Environment, Water, Heritage and the Arts, Airservices Australia, Australian<br />

Customs Service, Australian Federal Police, Australian Quarantine & Inspection Service, Civil<br />

Aviation Safety Authority, Department of Immigration and Citizenship, Airservices Australia,<br />

Australian Customs Service and Bureau of Meteorology.<br />

Member for Rockdale, Member for Maroubra, Member for Marrickville, Member for<br />

Cronulla, Member for Balmain, Member for Drummoyne, Member for Lane Cove, Member<br />

for Willoughby, Member for Ku-ring-gai, Member for North Shore, Member for Canterbury,<br />

Member for Strathfield, Member for Lakemba, Member for Coogee, Member for Vaucluse,<br />

Member for Miranda, Member for Menai, Member for Campbelltown, Member for Camden,<br />

Member for Wollondilly, Member for Macquarie Fields, Member for Liverpool, Member for<br />

Kogarah, Member for Oatley, Member for East Hills, Member for Bankstown, Member for<br />

Cabramatta, Member for Smithfield, Member for Mulgoa, Member for Auburn, Member for<br />

Fairfield, Member for Granville, Member for Parramatta, Member for Baulkham Hills, Member<br />

for Toongabbie, Member for Blacktown, Member for Mount Druitt, Member for Londonderry,<br />

Member for Penrith, Member for Riverstone, Member for Castle Hill, Member for Hawkesbury,<br />

Member for Hornsby, Member for Epping, Member for Davidson, Member for Manly, Member<br />

for Wakehurst and Member for Pittwater.<br />

Premier and Minister for Citizenship, Deputy Premier, Minister for Transport and Minister<br />

for Finance, Treasurer, Minister for Infrastructure and Minister for the Hunter, Minister for<br />

<strong>Plan</strong>ning, Minister for Redfern Waterloo and Minister for the Arts, Minister for Climate Change<br />

and the Environment, Minister for Police, Minister for Roads and Minister for Commerce,<br />

Minister for Ports and Waterways, Minister for Tourism and Minister for Housing.<br />

Office of the Coordinator General, Department of <strong>Plan</strong>ning, Department of Environment and<br />

Climate Change, Department of State and Regional Development, Department of Premier and<br />

Cabinet, Tourism NSW, Roads and Traffic Authority, Ministry of Transport, <strong>Sydney</strong> Ports<br />

Corporation, <strong>Sydney</strong> Water Corporation, EnergyAustralia, RailCorp, State Transit Authority and<br />

<strong>Sydney</strong> Harbour Foreshore Authority.<br />

209


Table G3 PdMP information pack mailing list continued<br />

local Government<br />

Authorities and Regional<br />

Organisations of Councils<br />

in the <strong>Sydney</strong> metropolitan<br />

area and peak local<br />

government bodies<br />

Aviation industry<br />

and airport-related<br />

stakeholders<br />

business and tourism<br />

industry stakeholders<br />

<strong>Sydney</strong> <strong>Airport</strong> Community<br />

Forum<br />

210<br />

The Council of the City of Botany Bay, Marrickville Council, Rockdale City Council, Council of<br />

the City of <strong>Sydney</strong>, The Council of the Shire of Baulkham Hills, The Council of the Municipality<br />

of Ashfield, Auburn Council, Bankstown City Council, Blacktown City Council, Burwood<br />

Council, Camden Council, Campbelltown City Council, City of Canada Bay Council, Canterbury<br />

City Council, Fairfield City Council, Hawkesbury City Council, Holroyd City Council, The<br />

Council of the Shire of Hornsby, The Council of the Municipality of Hunters Hill, Hurstville<br />

City Council, Kogarah Municipal Council, Ku-ring-gai Council, Lane Cove Municipal Council,<br />

Leichhardt Municipal Council, Liverpool City Council, Manly Council, Mosman Municipal<br />

Council, North <strong>Sydney</strong> Council, Parramatta City Council, Penrith City Council, Pittwater<br />

Council, Randwick City Council, Ryde City Council, Strathfield Municipal Council, Sutherland<br />

Shire Council, Warringah Council, Waverley Council, Willoughby City Council, Wollondilly Shire<br />

Council, Woollahra Municipal Council, Southern <strong>Sydney</strong> Regional Organisation of Councils,<br />

Northern <strong>Sydney</strong> Regional Organisation of Councils, Macarthur Regional Organisation of<br />

Councils, Western <strong>Sydney</strong> Regional Organisation of Councils and Local Government and Shires<br />

Associations.<br />

Board of Airline Representatives of Australia, Qantas Airways Limited, Jetstar Airways,<br />

Regional Express, Virgin Blue Airlines, Australian <strong>Airport</strong>s Association, Singapore Airlines,<br />

Emirates, Air New Zealand, Cathay Pacific, Thai Airways International, DHL<br />

Qantas Freight, Bus and Coach Association (NSW), NSW Taxi Council, Aeropelican, Menzies<br />

Aviation, Regional Aviation Association of Australia, The Shell Company of Australia Limited,<br />

Air Freight Council of NSW Inc., Air Freight Export Council of NSW Inc., Australian Air<br />

Express, Patrick Cargo, <strong>Sydney</strong> <strong>Airport</strong> Freight Users Group, Toll Holdings Limited, UPS, Virgin<br />

Blue Freight, Air Ambulance Service of NSW, Blue Sky Helicopters, Channel 10 (Helicopters),<br />

Execujet, Hawker Pacific Pty Ltd, Helicopters No. 1, Southern Region Surf Lifesaving<br />

Association Helicopter Rescue Service Pty. Ltd., <strong>Sydney</strong> Heli-Aust, <strong>Sydney</strong> Helicopter Service<br />

Pty. Ltd, <strong>Sydney</strong> Helitours, Universal Aviation Australia Pty. Ltd., <strong>Airport</strong> Link Company Pty.<br />

Ltd., Avis Australia, Budget, Europcar, Hertz, NSW Taxi Drivers Association, Thrifty and<br />

Wilson Traffic Control.<br />

NSW Business Chamber, Australian Tourism Export Council, Infrastructure Partnerships<br />

Australia, Tourism & Transport Forum, <strong>Sydney</strong> Chamber of Commerce, Business Events<br />

<strong>Sydney</strong>, The Committee for Economic Development of Australia, Committee for <strong>Sydney</strong> and<br />

Botany Bay Business Enterprise Centre.<br />

Membership includes 10 members of the Australian Parliament, 4 members of the NSW<br />

Parliament, the Mayors of 6 councils, 4 members of the community from areas around the<br />

airport and 3 members from the aviation industry.


G3 PdMP consultation documents<br />

• PDMP Summary booklet;<br />

• Frequently Asked Questions and Answers;<br />

• Fact Sheets<br />

– Overview and How to Comment;<br />

– Building a better airport: Implementing<br />

<strong>Master</strong> <strong>Plan</strong> 03/04;<br />

– <strong>Sydney</strong> <strong>Airport</strong>: A major employer and<br />

economic driver;<br />

– Sustainably managing growth in airline<br />

travel;<br />

– Access to and from <strong>Sydney</strong> <strong>Airport</strong>;<br />

– Managing noise: the benefits of new<br />

generation aircraft; and<br />

– Aviation and climate change.<br />

• PDMP “Have Your Say” poster; and<br />

• Pro-forma submission form.<br />

FACT SHEET #1 MASTER PLAN <strong>2009</strong><br />

Overview and How to Comment<br />

is Australia’s international gateway and connects<br />

<strong>Sydney</strong> – Australia’s only global city – to other<br />

global cities and to other parts of Australia.<br />

As one of Australia’s most important pieces of<br />

FACT infrastructure, the SHEET $8 billion of economic activity #2 MASTER PLAN <strong>2009</strong><br />

<strong>Sydney</strong> <strong>Airport</strong> generates annually is equivalent to<br />

6% of the NSW and 2% of the Australian economy.<br />

This substantial economic contribution translates<br />

into well-paid jobs for <strong>Sydney</strong>siders. In fact,<br />

<strong>Sydney</strong> <strong>Airport</strong> provides or generates more than<br />

75,000 jobs and about 131,000 jobs indirectly,<br />

making a total of around 206,000 jobs. including centralised passenger processing,<br />

new retail, food and beverage outlets, additional<br />

<strong>Sydney</strong> <strong>Airport</strong>’s proximity to the <strong>Sydney</strong> CBD<br />

moving walkways and passenger waiting areas<br />

also provides our vital tourism, major events and<br />

conference industries with a unique advantage. • a new outbound and early baggage handling<br />

However, in fulfilling this vital role, we must strike<br />

system<br />

the right balance between the economic benefits • additional and upgraded facilities – including<br />

that <strong>Sydney</strong> <strong>Airport</strong> delivers and its environmental aerobridges and taxiway improvements – to<br />

impacts.<br />

accommodate the new generation of larger,<br />

greener and cleaner aircraft<br />

Key challenges<br />

• upgrading the arrivals baggage system with three<br />

Around the world, managing climate change and<br />

new baggage reclaim carousels to meet the peak<br />

aircraft noise impacts are key challenges for the<br />

passenger flows associated with the introduction<br />

aviation industry. Technological innovation will<br />

of new aircraft into the global airline fleet<br />

drive environmental improvements both for the<br />

aviation industry as a whole, and at <strong>Sydney</strong> <strong>Airport</strong>. New car park at T1<br />

Building a better airport: Implementing <strong>Master</strong> <strong>Plan</strong> 03/04<br />

<strong>Sydney</strong> <strong>Airport</strong>’s existing <strong>Master</strong> <strong>Plan</strong> 03/04 was The global fleet of commercial aircraft is undergoing<br />

approved by the Australian Government in 2004 a significant technological transformation. As a<br />

following consultation with the community and<br />

other key stakeholders.<br />

result, aircraft are now quieter, cleaner, more<br />

level.<br />

efficient and consume less fuel.<br />

We are now five years into the 20 year planning Investing in new infrastructure<br />

period for this plan and <strong>Sydney</strong> <strong>Airport</strong> is reviewing<br />

and updating the existing plan.<br />

The <strong>Master</strong> <strong>Plan</strong> shows how <strong>Sydney</strong> <strong>Airport</strong><br />

proposes to invest in new infrastructure – including<br />

The updated <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong> provides <strong>Sydney</strong> terminals, hangars, freight facilities, aircraft<br />

<strong>Airport</strong>’s vision for the operation and development parking, airport roads and car parking – to<br />

of Australia’s premier airport to the year 2029<br />

sustainably accommodate the forecast growth<br />

and the strategies required to sustainably meet in airline travel.<br />

<strong>Sydney</strong>’s future air transport needs.<br />

This will ensure <strong>Sydney</strong> <strong>Airport</strong> continues<br />

The updated <strong>Master</strong> <strong>Plan</strong> is based on no change to deliver employment growth and<br />

Since <strong>Sydney</strong> <strong>Airport</strong>’s existing <strong>Master</strong> <strong>Plan</strong> 03/04<br />

to the existing airport curfew, no change to the economic wealth to the people of<br />

was approved<br />

existing aircraft movement cap, no change to<br />

<strong>Sydney</strong>,<br />

by the<br />

NSW<br />

Australian<br />

and Australia.<br />

Government<br />

aircraft flight paths, no new runways and no in change 2004 and the <strong>Sydney</strong> <strong>Airport</strong> Environment<br />

A <strong>Master</strong> <strong>Plan</strong> does not provide<br />

in access arrangements for regional airlines. Strategy was approved in 2005, a number<br />

development approval for any<br />

of development projects and environmental<br />

of the specific concepts or<br />

Australia’s international gateway initiatives have<br />

development<br />

been or are<br />

proposals<br />

being implemented.<br />

Efficient airports are an essential part of the We’re providing contained <strong>Sydney</strong> within and NSW it. with the world<br />

transport networks for all successful modern class aviation There infrastructure are separate it needs. We’re State building and city economies.<br />

economies. <strong>Sydney</strong> <strong>Airport</strong> is no exception – for it the future. approvals We’re building a better airport for<br />

Photo copyright held by James Morgan Photographic Consultancy<br />

FACT SHEET #3 MASTER PLAN <strong>2009</strong><br />

<strong>Sydney</strong> <strong>Airport</strong>: A major employer and economic driver<br />

The new $65 million eight storey car park at T1<br />

provides approximately 3,000 undercover parking<br />

spaces and is directly linked to T1’s departures<br />

Appendix G – Consultation materials and related information<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

Photo copyright held by James Morgan Photographic Consultancy<br />

FACT SHEET #5 MASTER PLAN <strong>2009</strong><br />

Access to and from <strong>Sydney</strong> <strong>Airport</strong><br />

<strong>Sydney</strong> <strong>Airport</strong>’s proximity to the <strong>Sydney</strong> Central<br />

Business District (CBD) provides <strong>Sydney</strong> and<br />

NSW with a unique advantage.<br />

Being only 8km from the CBD, travel times to and<br />

from the airport are extremely efficient.<br />

This is important because, as a long haul destination,<br />

most passengers have already been traveling for<br />

many hours before touching down at <strong>Sydney</strong>.<br />

<strong>Airport</strong> Ground Travel <strong>Plan</strong><br />

<strong>Sydney</strong> <strong>Airport</strong>’s Ground Travel <strong>Plan</strong> aims to<br />

promote non-car modes of access to and from the<br />

<strong>Airport</strong> and, in particular, public transport. Adopted<br />

<strong>Sydney</strong> <strong>Airport</strong> can sustainably accommodate<br />

in 2006, this was the first major ground transport<br />

forecast growth in airline travel because:<br />

statement from an Australian airport and it aims<br />

airport facilities – including terminals, to address freight the issue of sustainable access for<br />

facilities, hangars, aircraft parking, passengers, airport visitors and staff.<br />

roads and car parking – are proposed to be<br />

The <strong>Airport</strong> Ground Travel <strong>Plan</strong> – which can be<br />

progressively upgraded over the next 20 years.<br />

downloaded from www.sydneyairport.com –<br />

aviation technology is improving identifies all the time: a range of sustainable short, medium and<br />

new generation aircraft are quieter, long cleaner, term initiatives to provide passengers, visitors<br />

more efficient and they will consume and staff less with fuel. efficient modes of transportation to<br />

new bus services and more frequent and from trains <strong>Sydney</strong> to <strong>Airport</strong>.<br />

and from the airport are planned by the NSW<br />

Government.<br />

Governments are also considering upgrades to<br />

the M4 and M5 Motorways. New infrastructure<br />

and public transport services will make it easier<br />

for people to travel to and from <strong>Sydney</strong> <strong>Airport</strong>.<br />

FACT SHEET #4 MASTER PLAN <strong>2009</strong><br />

Improved and updated T2<br />

<strong>Sydney</strong> <strong>Airport</strong> has invested over $40 million to<br />

improve and update T2 including new aerobridges,<br />

IT facilities, passenger waiting areas, retail Sustainably and food managing growth in airline travel<br />

and beverage facilities. T2 is now used by Jetstar,<br />

Virgin Blue, Rex, QantasLink and Aeropelican and is<br />

the busiest terminal at <strong>Sydney</strong> <strong>Airport</strong>. It is used by<br />

more than 10 million passengers each year.<br />

Improved safety and security<br />

Safety and security for passengers and staff is a top<br />

priority and <strong>Sydney</strong> <strong>Airport</strong> has spent $90 million<br />

to provide 100% checked bag screening at T1<br />

and T2. The security screening allows automated<br />

One of the oldest continually operating airports in <strong>Sydney</strong> <strong>Airport</strong> is no exception.<br />

x-ray scanning of checked passenger baggage<br />

the world, <strong>Sydney</strong>’s to prevent airport explosives has grown from together being loaded into The the <strong>Airport</strong> connects <strong>Sydney</strong> to other world cities<br />

with <strong>Sydney</strong> and holds NSW. of planes. It is at The the system heart of is the designed and to other parts of Australia and provide access<br />

to screen thousands of bags every hour to to all the economic and social benefits of the global<br />

make sure there are no delays to passengers aviation network.<br />

From being declared an aerodrome in 1920, to its<br />

<strong>Sydney</strong> and NSW.<br />

Upgrade and expansion of T1<br />

first gravel runway<br />

or flights.<br />

in 1933, to the modern worldclass<br />

airport it is today, <strong>Sydney</strong> <strong>Airport</strong> has delivered<br />

for the people of Water <strong>Sydney</strong>, recycling NSW and Australia.<br />

Creating jobs and economic activity<br />

As one of Australia’s single most important pieces<br />

A $500 million upgrade and expansion of <strong>Sydney</strong><br />

By facilitating international Construction trade has commenced and on<br />

<strong>Airport</strong>’s International Terminal (T1) is now<br />

communications, <strong>Sydney</strong> efficient <strong>Airport</strong>’s airports water are vitally recycling<br />

underway. This investment will ensure that <strong>Sydney</strong><br />

important to Australia’s plant that continued will save national about 350 prosperity.<br />

<strong>Airport</strong> retains its position as Australia’s premier<br />

They are an essential million part litres of of the fresh transport water a networks<br />

airport and one of the top airports in the world.<br />

that all successful year. modern The plant economies will treat rely on.<br />

The project involves:<br />

sewage effluent to<br />

of infrastructure, <strong>Sydney</strong> <strong>Airport</strong> is a major employer<br />

and economic driver. It makes a direct contribution<br />

of $8 billion in NSW Gross State Product. With<br />

flow-on impacts taken into account, the airport’s<br />

economic contribution increases to $16.5 billion.<br />

This is equivalent to 6% of the NSW economy Innovation in aviation technology<br />

• adding 7,300 square metres to the departures produce recycled<br />

level to provide world class passenger facilities <strong>Sydney</strong> <strong>Airport</strong> water provides for or generates…<br />

around 206,000 full and part-time jobs, or<br />

about 6% of the <strong>Sydney</strong> workforce<br />

and 2% of the Australian economy.<br />

Around $7.4 billion is also contributed directly<br />

to household incomes every year – that’s<br />

more than $142 million being injected into<br />

The world changed forever in 1894 when the great<br />

Australian aviation pioneer Lawrence Hargrave<br />

linked four box kites together, added a sling seat,<br />

and flew 16 feet.<br />

good quality jobs – average wages for airport family budgets each and every week.<br />

Less than a decade later, on 17 December 1903,<br />

workers are about 18% higher than the NSW<br />

average<br />

around $16.5 billion in contribution to NSW’s<br />

annual Gross State Product, representing<br />

approximately 2% of the Australian economy<br />

and 6% of the NSW economy<br />

around $7.4 billion in contribution to<br />

household and family incomes every year<br />

This substantial economic contribution<br />

Forecasts translates of into passengers, well paid jobs aircraft for movements<br />

and <strong>Sydney</strong>siders. air freight volumes provide the fundamental<br />

basis <strong>Sydney</strong> for <strong>Airport</strong> the future provides planning or of airport facilities.<br />

The<br />

generates<br />

forecasts<br />

more<br />

in the<br />

than<br />

existing<br />

75,000<br />

approved <strong>Master</strong> <strong>Plan</strong><br />

03/04<br />

jobs<br />

for<br />

and<br />

2024<br />

about<br />

and<br />

131,000<br />

the Preliminary Draft <strong>Master</strong><br />

<strong>Plan</strong><br />

jobs<br />

for<br />

indirectly,<br />

2029 are<br />

making<br />

shown in the table overleaf. Both<br />

forecasts<br />

a total of<br />

are<br />

around<br />

compared to 2007.<br />

206,000 jobs.<br />

the world saw the first powered flight with Orville<br />

Wright flying a distance of 40 metres at Kitty Hawk<br />

in a 300 kg aircraft.<br />

In 1920, the year in which <strong>Sydney</strong> <strong>Airport</strong> opened,<br />

a journey from London to Darwin by air took some<br />

720 hours. Today, it is a mere 21 hours from London<br />

to <strong>Sydney</strong>.<br />

Technological innovation characterised aviation<br />

throughout the late 19th and 20th centuries, as it<br />

Accommodating growth<br />

will in the 21st century.<br />

<strong>Sydney</strong> <strong>Airport</strong> can sustainably accommodate The aviation industry’s challenge is to retain the<br />

this forecast growth in airline travel because<br />

many positive social and economic benefits<br />

airport facilities – including terminals, hangars, that it provides, while reducing or eliminating<br />

freight facilities, aircraft parking, airport roads and its negative environmental impacts.<br />

car parking – are proposed to be progressively<br />

upgraded over the next 20 years.<br />

And history shows that this challenge<br />

can be met.<br />

<strong>Sydney</strong> <strong>Airport</strong>’s updated <strong>Master</strong> <strong>Plan</strong> is based on:<br />

• no changes to the curfew<br />

New generation aircraft:<br />

• no changes to flight paths<br />

quieter, cleaner and more<br />

• no changes to the aircraft movement cap fuel efficient<br />

• no new runways<br />

The global fleet of<br />

• no change to access arrangements for regional commercial aircraft<br />

airlines<br />

is once again<br />

Photo copyright held by James Morgan Photographic Consultancy<br />

FACT SHEET #6 MASTER PLAN <strong>2009</strong><br />

Managing noise: the benefits of new generation aircraft<br />

FACT SHEET #7 MASTER PLAN <strong>2009</strong><br />

Aviation and climate change<br />

Improved traffic flow<br />

To improve traffic flow and reduce congestion,<br />

<strong>Master</strong> <strong>Plan</strong> <strong>2009</strong> proposes a new access concept<br />

for the domestic terminal precinct.<br />

The concept involves separating different types<br />

of traffic – taxis, rental vehicles, buses and<br />

coaches, limousines, car parkers and people<br />

350 million litres of fresh water a year (see diagram<br />

overleaf).<br />

The broader aviation industry’s challenge is to retain<br />

the many positive economic and social benefits that<br />

it provides, while reducing or eliminating negative<br />

environmental impacts.<br />

meeting passengers – and directing each to a<br />

And recent history shows that this challenge can<br />

Aircraft noise is a major issue for airports around ago and that aircraft manufacturers are working to<br />

part of the terminal precinct consistent with user<br />

be met.<br />

the world and, for <strong>Sydney</strong>, it has been a long reduce this even more.<br />

requirements.<br />

standing issue.<br />

The new technologies being used across<br />

Three entry points to the precinct would<br />

Improved all sectors fuel efficiency<br />

<strong>Sydney</strong> replace <strong>Airport</strong>’s the updated existing <strong>Master</strong> single entry <strong>Plan</strong> is point based to on:<br />

of the aviation industry are reducing noise impacts<br />

All industries – including in communities aviation around – contribute airports. to<br />

Despite the growth in aviation over recent decades,<br />

This is especially<br />

• no change reduce to congestion. the existing curfew<br />

the IPCC estimates that the fuel efficiency of<br />

the problem of true climate for the change new larger, and all quieter, must be cleaner a and more<br />

• no change However, to the improved existing car aircraft access movement is only cap,<br />

today’s modern jets is 70% better than it was with<br />

part of the solution. fuel efficient aircraft. Over the 20 year planning<br />

andpart<br />

of the solution.<br />

the early jets.<br />

period for <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong>, we can expect to see<br />

• no change to aircraft flight paths<br />

The Intergovernmental<br />

further<br />

Panel<br />

technological<br />

on Climate<br />

improvements.<br />

Change<br />

Improved fuel efficiency means lower carbon<br />

Improved public transport (IPCC) has estimated that aviation accounts for only<br />

emissions and a reduced contribution to climate<br />

In 1963, when the <strong>Sydney</strong> <strong>Airport</strong> curfew around was 2% of global Airservices carbon Australia dioxide emissions. has released a report showing<br />

introduced,<br />

<strong>Sydney</strong><br />

the<br />

<strong>Airport</strong><br />

most common<br />

is committed<br />

change. In fact, every kilogram of fuel saved<br />

jet aircraft was<br />

that the A380 is between 2.3 and 6.7 decibels<br />

the Boeing<br />

to working<br />

707. Early<br />

with<br />

jet<br />

the<br />

engines were extremely<br />

However, it is growing<br />

quieter<br />

and<br />

than<br />

is<br />

the<br />

estimated<br />

B747-400<br />

to reach reduces carbon emissions by around three<br />

when departing <strong>Sydney</strong><br />

noisy, prodigious<br />

NSW Government<br />

fuel burners,<br />

to<br />

and they were<br />

3% by 2050. Nevertheless,<br />

<strong>Airport</strong>. The<br />

being<br />

report<br />

a<br />

states<br />

relatively<br />

that<br />

small kilograms and reduces overall fuel costs.<br />

“a three decibel<br />

environmentally<br />

develop improved<br />

dirty. And the Boeing 727s<br />

contributor<br />

that<br />

to overall<br />

reduction<br />

emissions<br />

is regarded<br />

is not<br />

as<br />

a licence<br />

a halving<br />

for<br />

of an aircraft’s And fuel efficiency will only improve, as we’re seeing<br />

were in<br />

public<br />

wide use<br />

transport<br />

until only recently weren’t<br />

complacency.<br />

that noise energy.”<br />

with the A380 and will soon see with the B787. The<br />

much better.<br />

solutions.<br />

IPCC projects a 20% improvement in fuel efficiency<br />

International Declaration The trend to on quieter Climate aircraft Change will accelerate in<br />

by 2015 and a 40–50% improvement by 2050<br />

Today’s modern jet aircraft are significantly quieter the coming years, as many airlines using<br />

<strong>Sydney</strong> <strong>Airport</strong> has joined with the global aviation relative to aircraft produced today.<br />

than the older aircraft they replace.<br />

<strong>Sydney</strong> <strong>Airport</strong> begin using more A380s<br />

industry – including 94 other major airports around<br />

and the soon-to-arrive B787.<br />

the world – in signing an International Declaration<br />

New generation aircraft: quieter, cleaner on and<br />

Reducing carbon emissions<br />

Climate Change.<br />

more fuel efficient<br />

Noise footprint for<br />

<strong>Sydney</strong> <strong>Airport</strong> has developed a carbon neutral<br />

In so doing, <strong>Sydney</strong><br />

Technology improvements mean that today’s <strong>Sydney</strong> <strong>Airport</strong> <strong>Airport</strong> has reaffirmed its<br />

strategy which aims to reduce its carbon footprint.<br />

commitment to the environment.<br />

aircraft – such as the A380 (pictured above) – are The Preliminary Draft<br />

The first step of this strategy – a comprehensive<br />

significantly quieter than their predecessors. <strong>Sydney</strong> The <strong>Airport</strong> is <strong>Master</strong> implementing <strong>Plan</strong> contains a range a of on-airport emissions inventory and carbon footprint of the<br />

International Civil Aviation Organization has initiatives said to improve chart its showing environmental the performance <strong>Airport</strong> – has been completed for the <strong>Airport</strong>’s<br />

that aircraft coming off the production line and today to reduce the Australian <strong>Airport</strong>’s Noise carbon footprint. For business operations (excludes emissions from any<br />

are about 75% quieter than they were 40 example, years construction Exposure has commenced on <strong>Sydney</strong> airline or other third party). The <strong>Airport</strong> produces<br />

<strong>Airport</strong>’s water recycling plant that will save about almost 100,000 tonnes of carbon dioxide<br />

211


PdMP summary booklet<br />

212


PdMP summary booklet continued<br />

Appendix G – Consultation materials and related information<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

213


Frequently asked questions<br />

214


Frequently asked questions continued<br />

Fact sheets<br />

Appendix G – Consultation materials and related information<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

215


Fact sheets continued<br />

216


Fact sheets continued<br />

Appendix G – Consultation materials and related information<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

217


Fact sheets continued<br />

218


Appendix G – Consultation materials and related information<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

Exhibition poster – Have your say Submission form<br />

H4 Community updates<br />

English language newspapers<br />

219


H4 Community updates<br />

Community language newspapers<br />

Arabic<br />

Spanish<br />

220<br />

Chinese<br />

Greek<br />

Macedonian<br />

Italian vietnamese


Open day public notices<br />

bexley<br />

Eastlakes<br />

Appendix G – Consultation materials and related information<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

Hurstville and Miranda<br />

221


Open day public notices continued<br />

Summer Hill and leichhardt Marrickville<br />

222


Open day public notices continued<br />

Chatswood bondi Junction<br />

Appendix G – Consultation materials and related information<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

223


Public notice of release of PdMP, published in the <strong>Sydney</strong> Morning Herald<br />

on 20 September 2008.<br />

224


Appendix H<br />

bibliography


ibliography<br />

<strong>Airport</strong>s Act 1996<br />

<strong>Airport</strong>s (Building Controls) Regulation 1996<br />

<strong>Airport</strong>s Council International. 2008. 2006 World <strong>Airport</strong> Traffic Report. Geneva, Switzerland.<br />

<strong>Airport</strong>s Regulation 1997<br />

Airservices Australia. 2008. Noise monitoring report: A380 v 747–400. Canberra, Australia.<br />

Australian Bureau of Statistics. 2008. Regional Population Growth, Australia, 2006-07. Publication no. 3218.0<br />

Botany Local Environmental <strong>Plan</strong> 1995<br />

City of Cities: A <strong>Plan</strong> for <strong>Sydney</strong>’s Future - Metropolitan Strategy 2005<br />

City of Cities: A <strong>Plan</strong> for <strong>Sydney</strong>’s Future – East Subregion, Draft Subregional Strategy 2007<br />

City of Cities: A <strong>Plan</strong> for <strong>Sydney</strong>’s Future – South Subregion, Draft Subregional Strategy 2007<br />

Draft State Environmental <strong>Plan</strong>ning Policy No. 66 – Integrating Land Use and Transport<br />

Environmental <strong>Plan</strong>ning and Assessment Act 1979<br />

Environmental <strong>Plan</strong>ning and Assessment Regulation 2000<br />

Federal Aviation Administration. 2004. Emissions and Dispersion Modelling System (EDMS) User’s Manual<br />

Version 4.2. U.S. Department of Transportation, Washington D.C. FAA-AEE-01-01.<br />

2003. Emissions and Dispersion Modelling System User’s Manual Version 4.11. U.S. Department of<br />

Transportation, Washington D.C. FAA-AEE-01-01.<br />

Holmes Air Sciences. 2008. Air emissions assessment - <strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong>. Prepared for <strong>Sydney</strong> <strong>Airport</strong><br />

Corporation Limited.<br />

Holmes Air Sciences. 2003. <strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> 03/04 – Air quality. Prepared for <strong>Sydney</strong> <strong>Airport</strong><br />

Corporation Limited.<br />

Department of Environment and Climate Change. 2007. Air Emissions Inventory for the Greater Metropolitan<br />

Region in New South Wales, Off-Road Mobile Emissions Module: Results, NSW Government, <strong>Sydney</strong>.<br />

Department of the Environment, Water, Heritage and the Arts. 2008a. National Pollution Inventory - Emission<br />

Estimation Techniques for <strong>Airport</strong>s – Version 2. Australian Government, Canberra.<br />

Department of the Environment, Water, Heritage and the Arts. 2008b. National Pollution Inventory - Emissions<br />

Estimation Technique Manual for Fuel and Organic Liquid Storage. Australian Government, Canberra.<br />

Department of <strong>Plan</strong>ning. 2008. Metropolitan Strategy - City of Cities - <strong>Sydney</strong> City Draft Subregional Strategy.<br />

NSW Government, <strong>Sydney</strong>.<br />

Marrickville Local Environmental <strong>Plan</strong> 2001<br />

2007a. Metropolitan Strategy - City of Cities – East Subregion Draft Subregional Strategy. NSW Government,<br />

<strong>Sydney</strong>.<br />

2007b. Standard instrument for principal LEPs amendment. Publication no. PS 07–020. NSW Government,<br />

<strong>Sydney</strong>.<br />

2005a. Metropolitan Strategy - City of Cities - a <strong>Plan</strong> for <strong>Sydney</strong>’s Future. NSW Government, <strong>Sydney</strong>.<br />

International Organization for Standardization. 2006. ISO 14064-3:2006 Greenhouse gases -- Part 3:<br />

Specification with guidance for the validation and verification of greenhouse gas assertions. Geneva, Switzerland.<br />

Rockdale Local Environmental <strong>Plan</strong> 2001<br />

Senate Select Committee on Aircraft Noise. 1995, Falling on Deaf Ears, Parliament of Australia, Canberra.<br />

Standard Instrument - Principal Local Environmental <strong>Plan</strong> 2008<br />

Standards International. 2000. Australian Standard 2021- 2000 – Acoustics – Aircraft Noise Intrusion – Building<br />

226


Siting and Construction. <strong>Sydney</strong>, Australia.<br />

Appendix H – Bibliography<br />

<strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> <strong>2009</strong><br />

State Environmental <strong>Plan</strong>ning Policy No. 1 – Development Standards 2002<br />

State Environmental <strong>Plan</strong>ning Policy No. 4 – Development Without Consent and Miscellaneous Exempt and<br />

Complying Development 2008<br />

State Environmental <strong>Plan</strong>ning Policy No. 19 – Urban Bushland 2008<br />

State Environmental <strong>Plan</strong>ning Policy No. 22 – Shops and Commercial Premises 1999<br />

State Environmental <strong>Plan</strong>ning Policy No. 33 – Hazardous and Offensive Development 1992<br />

State Environmental <strong>Plan</strong>ning Policy No. 55 – Remediation of Land 2005<br />

State Environmental <strong>Plan</strong>ning Policy No. 64 – Advertising and Signage 2008<br />

State Environmental <strong>Plan</strong>ning Policy No. 71 – Coastal Protection 2005<br />

State Environmental <strong>Plan</strong>ning Policy (2005) Major Projects 2005<br />

State Environmental <strong>Plan</strong>ning Policy (2007) Infrastructure 2007<br />

State Environmental <strong>Plan</strong>ning Policy (Temporary Structures and Places of Public Entertainment) 2007<br />

<strong>Sydney</strong> <strong>Airport</strong> Corporation Limited. 2007. Annual Report. <strong>Sydney</strong>,<br />

<strong>Sydney</strong> Regional Environmental <strong>Plan</strong> No. 33 – Cooks Cove 2008<br />

2005. Environment Strategy 2005-2010.<br />

2004. <strong>Sydney</strong> <strong>Airport</strong> <strong>Master</strong> <strong>Plan</strong> 03/04<br />

2001. <strong>Sydney</strong> <strong>Airport</strong> Environmental Management System Manual. Tourism Futures International. 2008.<br />

Passenger & Aircraft Movement Prospects For <strong>Sydney</strong> <strong>Airport</strong>. Prepared for <strong>Sydney</strong> <strong>Airport</strong> Corporation Limited.<br />

Transport and Population Data Centre and NSW Department of <strong>Plan</strong>ning. 2005. New South Wales Statistical<br />

Local Area Population Projections 2001 – 2031 - 2005 Release.<br />

URS Australia Pty Ltd. 2008. The Economic Impact of Growth at <strong>Sydney</strong> <strong>Airport</strong>. Prepared for <strong>Sydney</strong> <strong>Airport</strong><br />

Corporation Limited.<br />

World Business Council for Sustainable Development (WBCSD) and World Resources Institute. 2005.<br />

Greenhouse Gas Protocol: The GHG Protocol for Project Accounting. Washington, DC, USA.<br />

227

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