Master Plan 2009 - Sydney Airport

3.4 Noise sharing
In March 1996, in response to the
recommendations of the Senate Select Committee
report Falling on Deaf Ears (1995), Airservices
Australia was directed by the then Minister for
Transport and Regional Development under the
Air Services Act 1995 to increase use of the east
west runway (Runway 07/25) and to develop
a Long Term Operating Plan (LTOP) for Sydney
Airport and associated airspace. The LTOP is
designed to:
• use all three runways;
• maximise flight paths over Botany Bay and
non-residential areas;
• where over-water operations are not possible,
to ensure over flight of residential areas is
minimised and that noise arising from these
flight paths is fairly shared;
• maintain capacity with scheduled aircraft
movement rate not above 80 per hour (as per
the movement cap);
• not compromise safety; and
• examine the impact of military airspace.
The LTOP was progressively implemented under
subsection 16(1) of the Air Services Act 1995
between 1997 and 1999. Use of Runway 34R
for departures to the north had been previously
introduced in October 1996. Ten Runway Modes
of Operation (RMO) are currently available
for use at Sydney Airport to facilitate noise
sharing consistent with LTOP (see Appendix B).
Runway 07/25 is a key element of noise sharing
operations.
The implementation of noise sharing arrangements
is monitored by the Sydney Airport Community
Forum (SACF) and an Implementation and
Monitoring Committee (IMC). Both Committees
are appointed by the Minister. SACF is the main
body for community consultation on Sydney
Airport flight paths and their impacts. SACF
includes representatives from the community,
local councils, industry and State and Federal
Parliaments.
Implications for Master Plan development
The Master Plan has been developed on the basis
that the LTOP principles remain unchanged.
(Refer to Chapter 5 and Chapter 14 for further
information).
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3.5 Aviation security
Australia’s aviation security regime has been
progressively enhanced following the terrorist
attacks in the USA in September 2001.
In March 2005, the Aviation Transport Security
Act 2004 and Aviation Transport Security
Regulations 2005 came into force. Among other
things, this legislation required Sydney Airport as a
security regulated airport to prepare and implement
a Transport Security Program (TSP). All airlines
operating in Australia/at Sydney Airport are also
required to have their own approved TSP. Sydney
Airport’s TSP was first approved in December
2006 with ongoing changes.
In accordance with the Australian Government’s
requirements, security screening of all passengers
and visitors and carry-on baggage and random
explosive trace detection is undertaken in
Sydney Airport’s passenger terminals. Checked
bag screening and explosive trace detection is
undertaken for all international, domestic and
regional flights departing from the Airport. Airside
access is subject to security control, including
control of access to secure areas and enhanced
interim airside access control measures.
Implications for Master Plan development
All current security requirements and other
security measures such as enhanced airside access
controls and front of house security have been
taken into account in preparing this Master Plan
Concept. Sydney Airport will continue to work
closely with the Department of Infrastructure,
Transport, Regional Development and Local
Government (DITRDLG) to implement any future
Government mandated measures in response to
changes in the aviation threat environment. (Refer
to Chapter 13 for further information).
3.6 The role of other airports in the
Sydney Region
For both airspace management and aviation policy
reasons, the planning, development and operation
of Sydney Airport must be considered in the
regional aviation context of the Sydney Region.
Airports in the Sydney Region are shown in Figure
3.1.
Metropolitan Sydney is served by two
Commonwealth-leased general aviation (GA)
airports at Bankstown and Camden. A third leased
airport – Hoxton Park – closed in December 2008