Master Plan 2009 - Sydney Airport
Master Plan 2009 - Sydney Airport
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 />
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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 />
177
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