PERTH AIRPORT Master Plan 2009

PERTH AIRPORT 

Master Plan 2009

P E R T H A I R P O R T M a s t e r P l a n 2 0 0 9 

Disclaimer 

Westralia Airports Corporation’s (WAC) Master Plan 2009 has 

been prepared to satisfy the requirements of the Airports Act 

1996. 

While all care has been taken in the preparation of this 

Master Plan 2009: 

• it is based on a series of forecasts and assumptions and WAC 

makes no claim as to the accuracy or completeness of any of 

the information or the likelihood of any future matter; 

• it should not be relied upon by any other party for any 

purpose; 

• it does not commit WAC to any development; and 

• WAC accepts no liability whatsoever to any person who in 

any way relies on any information in the Master Plan. 

Copyright 

© Copyright – 2009 WAC Pty. Ltd. 

No part of this document may be reproduced, stored in or 

introduced into a retrieval system, or transmitted in any form, 

or by any means without the prior written permission of WAC 

Pty. Ltd. Requests for permission should be directed to the 

General Manager – Corporate Affairs, WAC Pty. Ltd. 

PO Box 6 Cloverdale, Western Australia, 6985. 

2


Foreword 

Perth is the world’s most isolated capital city. Western 

Australia is a vast state. Perth Airport plays a critical role in 

the provision of air services upon which we all depend and 

is arguably one of the most important elements of public 

infrastructure in the state. 

A large proportion of our state’s population lives in Perth and the 

south west corner of the state with the balance of communities 

dispersed over a very wide geographic region. We are many 

thousands of kilometres away from other major centres in 

Australia and elsewhere in the world. The transport options for 

West Australian’s are framed by these vast distances. 

Safe, reliable, convenient and affordable air services are vital 

to the economic, cultural and social development of our state. 

The location of Perth Airport within the city of Perth, just a 

30 minute drive from most of the city’s population, offers 

convenience to the travelling public and for those who work 

within the airport precinct. However it also presents challenges 

to ensure that the airport is able to continue to grow to 

meet the community’s needs and, at the same time, does 

not inappropriately impact the natural environment or the 

standard of living of those people who live near the airport. 

Integrating the complex processes of airport and urban 

planning is critical. Westralia Airports Corporation (WAC) 

devotes significant resources to both airport planning and 

liaison with Local and State Government authorities with 

broader urban/town planning responsibilities. 

One of the objectives of the Airports Act 1996 is to ensure 

there is an appropriate level of vigilance, transparency and 

scrutiny of airport long-term planning to ensure that the 

public interest is met as major airport development proceeds. 

The Act includes a number of specific processes to control the 

planning and development of major airports. 

One such process is the requirement to have in place an 

airport Master Plan which has been developed with the 

benefit of public comment and which is approved by the 

Federal Minister. The Act requires that a new Master Plan is 

developed every five years. 

The need to review and update airport Master Plans is 

exemplified by the developments that have occurred in 

Western Australia during the past five years. The unexpected 

strength of global, national and the Western Australian 

economies translated into unprecedented demand for Perth 

Airport’s aviation and property services. Much of the existing 

capacity in airfield, terminal and surface transport facilities 

was quickly absorbed as activity in some markets doubled 

within five years. 

While WAC did not in anyway impede the growth of air 

services during this period of high demand, the customer 

experience during peak periods has suffered. If the 

infrastructure at and around Perth Airport does not expand 

in the way contemplated by this Master Plan 2009, the 

opportunities for future growth in aviation services in 

Western Australia will be profoundly impacted. 

This Master Plan 2009 incorporates WAC’s plans to provide 

expanded airport capacity and reflects material changes to 

our airport development plans. It identifies the investments 

and other actions that governments need to undertake to 

ensure that aviation growth can occur and that the impact 

of the airport upon the environment and other community 

infrastructure is managed in a sustainable, efficient and 

equitable way. 

The most notable change is bringing forward by more than a 

decade the process of consolidating all large regular passenger 

air services into the one precinct. This Master Plan 2009 

foreshadows the phased consolidation of passenger services 

into the current International Precinct. 

The Preliminary Draft Master Plan 2009 was advertised in 

accordance with the Airports Act 1996. Submissions were 

received from a wide range of stakeholders, all responses 

received were considered and amendments included in the 

Master Plan 2009. 

Brad Geatches 

Chief Executive Officer 

3


EXECUTIVE SUMMARY 

About this Master Plan 

Westralia Airports Corporation (WAC) operates Perth Airport 

under a 50 year lease with a 49 year option granted by the 

Federal Government in 1997. 

One of the objectives of the Airports Act 1996 is to ensure that 

public interest is served by the manner in which Australia’s major 

airports are developed and managed. The Act ensures that 

all airport planning and developments are subject to rigorous 

assessment of their implications for aviation safety, security, 

aviation capacity, environmental and community impacts. 

One process included in the Act is that every five years WAC 

is required to produce a Master Plan for Perth Airport. 

This Master Plan 2009 describes the expected developments 

at Perth Airport during the next 20 years and also presents 

an indicative plan for the airport once it is developed to its 

ultimate capacity. Public views received during the public 

comment period were considered and the final proposed 

Master Plan submitted to the Federal Minister for approval. 

This was granted on 2 November 2009. 

The final Master Plan 2009 contains information that 

community, relevant Government agencies and other 

stakeholders need to understand the projected development 

of Perth Airport. It also outlines what needs to happen to 

ensure that the airport continues to grow in a sustainable 

way to meet Western Australia’s aviation needs. 

Aviation Forecasts 

The level of demand for Perth Airport’s aviation and property 

services in the past five years was very high due to the 

favourable global, national and state economic conditions. 

By way of example, the scale of domestic aviation (as 

measured by passengers) nearly doubled in the five years to 

2008. These rates of growth were not anticipated by Perth 

Airport, airlines, industry associations or Governments. 

While Perth’s aviation forecasts are projecting significantly 

lower rates of growth for the next two years it is expected 

that the rate of growth will return to the long run average of 

between 4 and 5 percent per annum. By 2029 total passenger 

movements per year are forecast to more than double from 

9.2 million in 2008 to 18.9 million. It is to be noted that the 

dramatic change in economic conditions that have recently 

been experienced globally makes forecasting future demand 

more challenging. It is therefore expected that the Airport’s will 

change during the period of this Master Plan. 

Consolidation of Aviation 

Services at Perth Airport 

Due to the significant increase in demand for aviation services 

at Perth Airport in the past five years the consolidation of all 

large Regular Passenger Transport (RPT) air services into the 

current International Precinct, previously projected to occur 

after 2020, has been brought forward and is now expected 

to occur in stages commencing in 2012. 

The first phase of consolidation involves the construction 

of a regional terminal (Terminal WA) which will be a single 

level facility designed to cater for operators flying to regional 

Western Australia and also for some inter-state services. 

The Major Development Plan for this terminal has 

completed its period of public comment and is intended 

to be presented to the Minister for approval in 2009, with 

construction expected to commence by mid 2010. 

Terminal WA is expected to be operational in early 2012. 

The second phase involves the construction of a new terminal 

pier attached to the eastern end of the current international 

terminal. This facility will cater for international operations 

and is likely to incorporate swing gates capable of catering for 

domestic operations when not in use for international services. 

The final phase of consolidation will involve the remodelling 

of the existing international terminal to cater for domestic 

operations departures on the first level with airline lounges 

located on the current second floor. 

In conjunction with these phases landside facilities including 

carparking, office accommodation and hotel facilities will be 

constructed to meet the demand. 

The consolidation of Perth Airport’s operations is a complex 

process. It involves relocating approximately two thirds of the 

airport’s aviation activity and requires careful consideration of 

a range of complex interrelated safety, operational, customer 

service and commercial considerations. 

4


Consolidation into the International Precinct critically depends 

on timely public investment in off-airport infrastructure, 

particularly the regional road network, which is currently 

congested during the morning and evening metropolitan 

peak periods. 

Planning to date anticipates that consolidation will occur in 

three stages, with the first stage being completed by 2012. 

The precise timing of the redevelopments will be influenced 

by a range of factors, the most important of which is future 

aviation demand. Lower levels of demand will extend the 

time frame for consolidation, while a return to the high levels 

of growth of the past five years will likely bring plans forward. 

Planning for the phased consolidation is substantially 

progressed and a preferred ultimate Consolidated Precinct 

Development Plan is expected to be completed later in 2009. 

The scale of intrastate air services at Perth Airport, including 

closed charters, is unusual for a large capital city airport. 

This reflects both the dispersed nature of Western Australia’s 

population and the state’s resource sector’s use of the fly-in/ 

fly-out mode of workforce deployment. It is important to 

appreciate that Perth Airport is a vital infrastructure asset 

for people in regional Western Australia. 

Intrastate general aviation air services predominantly involve 

aircraft smaller than B737 and A320 aircraft. Such services 

are relatively more intensive users of airfield infrastructure 

than domestic intrastate, interstate and international services. 

For example, in 2008 the general aviation sector accounted 

for approximately 36 percent of airfield movements but only 

around 7 percent of passenger movements. 

Experience at Perth Airport has been that infrastructure 

needs for intrastate/closed charter air services differ from 

the requirements of larger interstate and international RPT 

services and inefficiencies can arise from co-location of such 

services, particularly during periods of rapid growth. 

A number of airlines are impressing on WAC the importance 

of being able to co-locate their domestic and international 

operations to support their business expansion in Western 

Australia. The first stage consolidation plans take this need 

into account. 

The first phase of the airport redevelopment will also 

include investments to expand capacity and improve 

customer service in the International Terminal and existing 

Domestic Terminal Precinct. 

Changes to Surface Access 

The unprecedented growth in air services and the plan to 

commence consolidation has required a fundamental review 

of surface access planning and infrastructure provision both 

within the airport estate and in relation to how regional road 

and public transport networks interface with Perth Airport. 

Westralia Airports Corporation is working closely with the 

Western Australian Government, including Main Roads 

Western Australia, to plan and design major arterial road 

upgrades in the vicinity of Perth Airport. These road upgrades 

are critical to the provision of air services and suitable levels of 

customer service for West Australians and visitors to the state. 

Westralia Airports Corporation is also assisting the Public 

Transport Authority in its planning for rail services connecting 

the airport into the urban rail system. The airport development 

plans will make provision for the emerging preferred design of 

the rail connection. 

The timing of construction of a rail connection to Perth Airport 

is ultimately for the Western Australian Government to decide 

having regard to its broader rail network strategy. It is to be noted 

that while rail will be an important future means of accessing 

Perth Airport, road transport will remain the predominant means 

of access to/from the airport for the long-term. 

Therefore a central element of the first phase of Perth Airport’s 

consolidation includes developing facilities that are purposebuilt 

for intrastate air services located so that they can operate 

and be expanded with minimal impact on larger RPT services. 

5


Environment and Heritage 

This Master Plan 2009 and WAC’s Environment and 

Sustainability Strategies are companion documents that 

describe how environmental risks are identified, assessed 

and managed. These documents outline our Company’s 

commitment to minimising the environmental impact of the 

airport’s development. 

Land of environmental significance is contained in Conservation 

Precincts established by WAC, which comprise 310 hectares of 

the airport estate. No commercial development occurs in these 

precincts and they are actively managed. 

The special significance to the Nyoongar people of the 

land upon which Perth Airport is located is recognised and 

respected. Perth Airport and surrounds are part of a traditional 

Aboriginal network of communication routes, meeting and 

camping sites taking in the wider Upper Swan and Helena 

River areas and there are many sites of special significance 

on the airport estate. Westralia Airport’s Corporation works 

with representatives of the Nyoongar people to preserve 

their association with the land and to advance reconciliation 

between Indigenous and non-Indigenous communities. 

Airport development plans recognise the need to control 

greenhouse gas emissions through the design of airfield 

infrastructure to achieve efficient aircraft taxiing and through 

building design to minimise energy consumption. 

Aircraft noise requires constant attention to ensure that 

the impact on the Perth community is minimised. While 

new aircraft are substantially quieter than those they are 

replacing, the rate of fleet replacement is relatively slow. It is 

therefore important that WAC continues to work closely with 

airlines, Airservices Australia and community representatives 

to minimise the impact of aircraft noise on communities in 

the vicinity of the airport. 

It is also important that State and Local Government 

authorities ensure that the type of residential developments 

in the vicinity of the airport do not materially increase the 

number of people affected by aircraft noise. 

The ultimate Aircraft Noise Exposure Forecast (ANEF) for 

Perth Airport describes the projected noise exposure once the 

airport is fully developed. The ultimate ANEF for Perth Airport 

has not changed materially from the Master Plan 2004. 

Supporting Infrastructure 

and Utilities 

Airport development plans also include consideration of 

power, sewer, water and drainage requirements. Westralia 

Airports Corporation will continue to work with those 

authorities and corporations that have a role to play in 

delivering such services to ensure reliable provision of 

required services. 

Westralia Airports Corporation’s plans include assessment of 

gas fired tri/co-generation technologies to deliver improved 

environmental and commercial outcomes and also strategies 

to minimise use of potable water. 

A significant challenge for WAC and relevant Government 

agencies is to develop drainage strategies that achieve a 

balance between in-flows to, and out-flows from, the Perth 

Airport Estate, recognising that as Perth Airport grows it 

cannot continue to provide unofficial compensation for 

upstream land areas. 

Community and Stakeholder 

Involvement 

Given the importance of aviation for Western Australia, 

Perth Airport is one of the most high profile and important 

elements of infrastructure in the state. 

The impacts of Perth Airport on its surrounds and on the 

social, cultural and economic development of our state are 

profound. It is therefore essential that the views of the 

public and other stakeholders are sought and considered. 

Westralia Airports Corporation devotes considerable 

resources to seeking such input. 

6


TABLE OF Contents 

Foreword 3 

EXECUTIVE SUMMARY 4 

1. BACKGROUND 9 

1.1 Perth Airport 9 

1.2 Perth Airport History 10 

1.3 Westralia Airports Corporation 11 

1.4 Key Trends Last Five Years 11 

1.5 Five Years of Development 13 

2. DEVELOPMENT OBJECTIVES 19 

3. Economic, social and cultural Significance 21 

3.1 The Economic Impact of Perth Airport in 2009 21 

3.2 The Economic Impact of Perth Airport in the Future 22 

3.3 The importance of Continuous operations at Perth Airport 23 

3.4 Social and Cultural Contribution of Perth Airport 23 

4. Airport Planning Process 26 

4.1 The Importance of Integrated Planning 26 

4.2 Master Plan Process 26 

4.3 Perth Airport Planning Framework 28 

4.4 State and Local Planning 30 

4.5 Surface Access Planning 31 

4.6 Critical infrastructure protection 31 

5. Aviation forecasts 34 

5.1 Forecast Methodology 34 

5.2 Use of Forecasts in Perth Airport Planning 34 

5.3 Growth Forecasts 2008/2009 to 2028/2029 35 

5.4 Aircraft Movement Growth Forecasts 36 

5.5 Air Freight Growth Forecasts 38 

6. Airport land use AND PRECINCT DEVELOPMENT 39 

6.1 Perth Airport Land Use Precincts 39 

6.2 Terminal Precincts 39 

6.3 Interim Uses for Aviation Precincts 40 

6.4 Conservation Precincts 40 

6.5 Commercial Precincts 40 

7. Airport development plans 53 

7.1 General Overview 53 

7.2 Developing Facilities for Regional Air Services 56 

7.3 Changes to Surface Access 56 

7.4 Airfield Precinct 56 

7.5 Terminal Precincts 58 

7.6 Commercial Precincts 60 

8. Surface Access 71 

8.1 The Surface Access Challenge at Perth Airport 71 

8.2 Surface Access Planning 75 

8.3 Public Transport 77 

8.4 On-Airport Road Network 78 

8.5 Car Parking 80 

9. Utilities 83 

9.1 Water Supply 83 

9.2 Sewerage System 83 

9.3 Power Supply 84 

9.4 Gas Supply 84 

9.5 Cogeneration 85 

9.6 Communications 85 

9.7 Interests In Airport Land 85 

10. Drainage and Hydrology 89 

10.1 Existing System 89 

10.2 Drainage System Considerations 89 

10.3 Modifications Required For Development 90 

10.4 Drainage System Development Plan 91 

10.5 Environmental Considerations 92 

11. AIRCRAFT NOISE AND AIRSPACE PROTECTION 93 

11.1 Aircraft Noise Management 93 

11.2 The ANEF System 94 

11.3 Aircraft Noise Contours 94 

11.4 Land Use Development in the Vicinity of Perth Airport 95 

11.5 Engine Ground Running 96 

11.6 Airspace Protection 96 

11.7 Enhancements in the Use of Airspace 96 

12. Environment 113 

12.1 Key Environmental Attributes of Perth Airport 113 

12.2 Master Plan Environmental Issues 114 

12.3 Climate Change 116 

13. COMMUNITY AND STAKEHOLDER ENGAGEMENT 119 

13.1 Other Interests in Airport Land 119 

13.2 Stakeholder Consultation Processes 119 

14. IMPLEMENTATION 121 

14.1 Delivery Planning 121 

14.2 Airport Development Plans - Indicative Program 122 

APPENDICES 124 

A. Airports Act Compliance Matrix 125 

B. Glossary 126 

C. Pre-existing Interests in Perth Airport 129 

7


Tables & Figures 

Tables 

Table 5.1 Passenger Forecasts for Perth Airport (‘000s Passengers) 35 

Table 5.2 Aircraft Movement Forecasts (‘000s) for Perth Airport 36 

Table 5.3 Consolidated Precinct Forecast Aircraft Stand Demand 37 

Table 5.4 Annual Landed Tonnage Forecasts 38 

Figures 

Figure 1.2 Development In The Past Five Years 15 

Figure 1.3 2008 Aerial Photograph 17 

Figure 3.1 Destinations in Australia from Perth Airport 25 

Figure 4.1 Perth Airport Integrated Planning Framework 28 

Figure 4.2 Locality Plan 32 

Figure 4.3 Local Governments 33 

Figure 5.1 Total annual passenger movements forecast comparison 36 

Figure 5.2 total annual aircraft movements forecast comparison 37 

Figure 6.1 Existing Airport Layout 47 

Figure 6.2 Airport Land Use 49 

Figure 6.3 Commercial Precincts 51 

Figure 7.1 General Aviation Landed Tonnes 1993-2008 54 

Figure 7.2 Domestic Passenger History 1980-2008 55 

Figure 7.3 2029 Passenger Facilities Development 61 

Figure 7.4 Ultimate Passenger Facilities Development 63 

Figure 7.5 2029 Movement Area Development 65 

Figure 7.6 Ultimate Movement Area Development 67 

Figure 7.7 Aviation Support Areas 69 

Figure 8.1 Regional Road Network 72 

Figure 8.2 Perth Airport Transport Links 73 

Figure 8.3 Domestic Precinct Car parking 81 

Figure 8.4 International Precinct Car parking 82 

Figure 9.1 Major Easements on Perth Airport 87 

Figure 11.1 Ultimate Capacity ANEF (350000 Movements) Land Use 

Planning Zones 97 

Figure 11.2 Ultimate Capacity ANEF Flight Tracks 99 

Figure 11.3 2007 ANEI 101 

Figure 11.4 Ultimate Capacity ANEF 103 

Figure 11.5 Annual Average Day N65 For 2007 105 

Figure 11.6 Ultimate Capacity N65 107 

Figure 11.7 Prescribed Airspace Ultimate Runway Layout OLS 109 

Figure 11.8 Prescribed Airspace Ultimate Runway Layout PANS-OPS 111 

Figure 12.1 Vegetation Condition Mapping 117 

8


1. BACKGROUND 

About this Chapter 

This chapter provides general information in relation to Perth 

Airport that supports the understanding of the contents of 

this Master Plan 2009. 

1.1 Perth Airport 

Perth Airport is Australia’s fourth largest airport in terms of 

passenger throughput and is strategically located in relation 

to South East Asia, Europe and Africa. Perth Airport is the 

premier international, domestic and regional gateway to 

Western Australia. 

Perth Airport is situated 10 kilometres east of the Perth 

Central Business District (CBD) and is located at the apex of 

a triangle that covers the majority of the Perth Metropolitan 

Region. Major regional roads provide linkages to the north, 

south and west as well as to the CBD. 

Perth Airport is one of four airports in the greater 

Perth Metropolitan Region. Jandakot Airport is located 

approximately 16 kilometres south of the CBD and 19 

kilometres south west of Perth Airport. Jandakot Airport is 

the region’s secondary airport and handles general aviation 

traffic. The Royal Australian Air Force has two aerodromes in 

the region which are generally not available for commercial 

aviation and which share the airspace with Perth Airport. 

RAAF Base Pearce Airport is 30 kilometres north of Perth Airport 

and RAAF Gingin is 54 kilometres north of Perth Airport. 

The Perth Airport Estate is 2105 hectares in size and has ample 

land to support Western Australia’s demand for commercial 

aviation services over the very long-term. The Perth Airport 

Estate is smaller in size than both Brisbane and Melbourne 

Airports and over twice the size of the Sydney Airport Estate. 

There is also land within the extensive airport estate that can 

sensibly be brought into productive use for industries that 

have synergies with aviation. Experience to date confirms 

that the airport is a logical location for transport dependent 

logistics companies to locate, reflecting that: 

• many companies need access to passenger and freight 

air services, particularly those servicing clients in regional 

Western Australia; and 

• the airport estate is located in close proximity to other 

transport modes, including the Kewdale rail freight facility, 

major highway networks and, via those roads, to the Port 

of Fremantle. 

This experience is consistent with national and international 

trends that major international airports are incorporated 

into multi-modal transport precincts as a preferred urban 

planning outcome. It is also consistent with the Western 

Australian Government’s planning policies for Perth. 

9


1.2 Perth Airport History 

Pre-European: 

Most leading archaeologists date Aboriginal occupation in the Perth area to around 38,000 years ago. 

Perth Airport and surrounds are part of a traditional Aboriginal network of communication routes, 

meeting and camping sites taking in the wider Upper Swan and Helena River areas. 

Early Airport Development: 

1938 The site of the future Perth Airport selected at South Guildford (formerly Dunreath golf course and market gardens). 

1942 The site converted from the Dunreath golf course to a RAAF base, which operated until the end of World War II in 1945. 

1943 The first runway was developed for RAAF fighters, with a second being laid down a year later. 

1944 The Government agreed to allow Australian National Airways Pty Ltd (ANA) and Qantas to operate from the site. 

1952 Guildford Aerodrome officially changed its status and name to Perth Airport. 

1953 The new International Terminal was built from second-hand wartime materials. 

1962 The main domestic airlines moved out of their separate hangars into the first combined Domestic 

and International Terminal to coincide with the Empire Games being hosted in Perth. 

1966 Main runway extended and upgraded to cater for larger jet aircraft. 

Major Airport Expansion: 

1979 Joint State/Commonwealth Working Group confirmed the Perth Airport site as sole Regular Public Transport airport for 

the Perth Region and commenced compulsory acquisition of land to allow for future growth. 

1982 Provisional Master Plan for Perth Airport published including a draft Environmental Impact Statement. 

1986 New International Terminal Complex opened on the eastern side of the main runway, complete with new apron, 

taxiways and control tower. 

1986 First Perth Airport Master Plan published. 

1988 The Federal Airports Corporation (FAC) formed to manage the Australian Civil Federal Airports as self-funding 

commercial entities. 

1992 Additional land compulsorily acquired was transferred to the FAC. 

Post Privatisation: 

1997 Westralia Airports Corporation (WAC) purchased a 50 year plus 49 year option leasehold interest over 

Perth Airport as part of the first phase in the privatisation of airports in Australia and has since operated 

the airport and its 2,105 hectare estate. 

1999 Master Plan 1999 and Environment Strategy 1999 approved by the Federal Minister for Transport and Regional Services. 

2004 Master Plan 2004 and Environment Strategy 2004 approved by Federal Minister for Transport and Regional Services. 

2004/ Unprecedented demand for aviation services due to strength of global, national and state economies. Perth Airport 

2009 announced intention to bring forward consolidation of all large RPT services into the one precinct. 

10


1.3 Westralia Airports Corporation 

Westralia Airports Corporation is the operator of Perth Airport under a 50 year lease with a 49 year option from the 

Federal Government. Westralia Airports Corporation is a wholly owned subsidiary of the Airstralia Development Group (ADG). 

Shareholders in ADG include: 

• Utilities of Australia Pty Ltd ATF Utilities Trust of Australia 28.26% 

• Hastings Funds Management Ltd AREF Australia Infrastructure Fund 29.74% 

• Utilities of Australia Pty Ltd ATF Perth Airport Property Fund 17.34% 

• Hastings Funds Management Ltd ATF, The Infrastructure Fund 4.27% 

• Westscheme Pty Ltd as trustee of Westscheme 5.00% 

• Citicorp Nominees Pty Limited as custodian for Commonwealth Bank Officers Superannuation Corporation Pty Limited 

as Trustee for Officers’ Superannuation Fund 3.17% 

• Colonial First State Private Capital Limited 2.23% 

1.4 Key Trends Last Five Years 

There have been a number of significant developments impacting Perth Airport operations and planning during the period of the Master 

Plan 2004. Together these developments have a profound impact on the plans for the airport for the next 20 years, as described in this 

Master Plan 2009. The significant developments and their general implications are summarised in the following table: 

Development Impact Planning Implications 

Unprecedented demand for airport 

services since 2002 due to strength of 

global, national and state economies. 

Extent of demand not foreseen by 

airport, airlines, industry associations 

or Governments. 

• Increased demand for airfield, terminal 

and landside facilities. 

• Accelerated construction to increase 

capacity and improve customer service. 

• Timing of plans to consolidate all 

Regular Passenger Transport (RPT) 

services into the current International 

Precinct brought forward by more than 

10 years. 

• Staged consolidation now planned to 

commence from 2011. 

Significant growth in intrastate air 

services principally driven by demands of 

the resources sector and its fly-in/fly-out 

approach to workforce delivery. 

• Increased demand for apron parking 

as intrastate aircraft all return to Perth 

overnight. 

• Significant operational peaks in early 

morning and evening resulting in 

congestion on aprons, taxiways and 

aprons. 

• General Aviation Precinct at capacity. 

• New Terminal and extensive Code-C 

apron for intrastate services planned in 

first phase of Airport consolidation. 

• Modified taxiway system to reduce 

peak hour airfield congestion. 

More airlines, greater market 

participation of low cost carrier airlines 

and greater diversity in the range of 

airline products available to the public. 

• Increased demand for terminal space. 

• Increasingly diverse expectations 

among airlines in relation to targeted 

service levels and method of 

operations from facilities. 

• Some airlines seeking co-location of their 

domestic and international operations in 

one precinct as soon as possible, as part 

of their business strategies. 

• Increased air services due to greater 

competition. 

• Low cost airlines seeking minimal 

expense terminal facilities. 

11


Development Impact Planning Implications 

Continued growth of back of the clock 

domestic air services turning around at 

Perth Airport late in the night, around 

• Late night peak demand for apron and 

aircraft parking. 

• Curfew free operations remain critical 

to delivery of air services to Western 

Australia. 

midnight. 

New aircraft technology – Airbus A380 

and Boeing B787 Dreamliner to become 

important elements of airline fleet 

strategies. 

• A380 not expected to operate 

scheduled services to Perth within 

next five years, but expected within 

10 years. 

• B787 expected to feature in 

international and interstate markets 

in Perth from 2012. 

• B787 substantially lower noise and 

emissions, due in part, to wide wing 

• Current airfield facilities can 

accommodate A380, but terminals 

currently cannot. International Terminal 

design to incorporate full functionality 

to service A380 from 2015. 

• Additional apron capacity required to 

support B787 operations in view of 

wider wing span relative to passenger 

capacity. 

span relative to passenger capacity. 

Importance of a coordinated global 

response to addressing climate change. 

• Market based approach to greenhouse 

gas abatement not expected to 

materially impact demand for air 

services in Western Australia as 

opportunities to substitute for other 

long haul transport modes are very low. 

• Supporting airline and ATC initiatives 

to reduce fuel burn likely to become 

an important consideration in airport 

design. 

• Airport buildings and infrastructure 

operations will need to become more 

energy efficient. 

• Greater emphasis on public transport 

access to Perth Airport. 

Continued development of the Kewdale 

area, including Perth Airport, as a logical 

zone for freight and logistics industrial 

development. 

• Increased demand on arterial road 

network in vicinity of Perth Airport. 

• Increasing congestion on road network 

in eastern suburbs of Perth adversely 

impacting Perth Airport access. 

• Timing of consolidation of RPT services 

in International Precinct will be 

dependant on timing of arterial road 

network upgrades. 

Above trend and national average 

population growth in WA and Perth. 

• Growth of metropolitan Perth. 

• Increased demand for public 

infrastructure in the vicinity of Perth 

Airport and increasing congestion on 

regional arterial roads. 

• Increased demand for air services. 

• Increasing emphasis on coordinated 

planning of facilities/infrastructure 

development on Perth Airport and by 

the State Government in the suburbs 

proximate to the airport. 

• Non-airport induced congestion on 

road system must be addressed to 

ensure efficient access to airport. 

Global financial crisis is impacting on the 

availability of funding and conditions 

being placed on that funding. 

• Lenders are seeking greater assurances 

of user support for developments. 

• Capital efficiency will need to improve. 

• Facility design will need to closely 

meet airline customer needs to ensure 

funding support. 

• Airlines will need to be satisfied 

that ground access arrangements 

are suitable before agreeing to 

consolidation. 

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1.5 Five Years of Development 

Significant investment has been undertaken at Perth Airport in the period since the Master Plan 2004 was approved. 

The following tables identify the various projects completed in each of the years since 2004 and projects under construction 

during 2009. The locations of these projects are shown at Figure 1.2. 

Projects Completed 2005 

Reference No Project Reference No Project 

1 Terminal 3 Check in Counters 8 Bonnie Rock Office and Workshop 

2 T1 Singapore Airlines Lounge 9 Fleetwood Office and Workshop 

3 Valentine Road Car Park Extension 10 Runway 06/24 Reconstruction 

4 Sugar Bird Lady Road Extension 11 T1 Check in Counters and Baggage Works 

5 Caratti Warehouse 12 Woolworths Regional Distribution Centre 

6 Coil Steel Office and Workshop 13 Atlas Copco Building 

7 Taxiway Tango Resurfacing 

Projects Completed in 2006 


14 Taxiway C Overlay 20 Macintosh Warehouse and Workshop 

15 Regional Terminals Carpark Extension 21 SGS Office and Workshop 

16 Roundabout Construction Horrie Miller Drive 22 Sempcorp Office and Warehouse 

17 T1 GSE Parking Area 23 Northline Warehouse and Office 

18 WAC Alpha Office Development 24 Specialised Welding Warehouse and Office 

19 Toll Office and Warehouse 



25 Freight Apron and Taxiway Construction 34 Desmar Warehouse, Workshop and Office 

26 Terminal 1 Long-Term Car Park 35 Aker Kvaerner Office and Warehouse 

27 National Jet Apron Extension 36 Coles Myer Regional Distribution Centre 

28 Long-Term Car Park B 37 Toshiba Office and Warehouse 

29 Taxiway Romeo, GA Apron Extension 38 Marchmont Retail Development 

30 Qantas Baggage Reclaim Expansion 39 Schlumberger Office, Laboratory and Warehouse 

31 Startrack Express Warehouse and Office 40 Harries Office and Warehouse 

32 ABC Child Care Centre 41 ITT Flygt Office and Warehouse 

33 Toll Truck Workshop 42 Centurion Transport Distribution Centre 

13




43 Qantas Remote Parking Apron, Taxiway Hotel 53 Dunreath Drive Construction 

Reconstruction 

44 Extensions to Terminal 3 54 Remorex Apron 

45 Reconstruction of Domestic bay 7 55 Terminal 1 Qantas Lounge Upgrade 

46 Taxiway Lima 2 Overlay 56 Staff Car Park and Car Rental Storage 

47 GA Taxilane and Central Parking Area 57 Domestic Long-Term Car Park 

48 Terminal 1 Departures Hall Upgrade 58 International Precinct Short Term Carpark 

Construction 

49 Terminal 3 Aerobridges 59 Le Tourneau Office and Warehouse 

50 Terminal WA Apron 60 Electrolux Office and Warehouse 

51 Domestic Bay 12 Reconstruction 61 Prix Cars Vehicle Storage Area 

52 Abbott Road Construction 62 Terminal 3 Check Bag Screening 

Projects Completed in 2009 


63 Snook Road Roundabout and Henderson Road 

Extension 

Works In Progress in 2009 


64 T2 Baggage Reclaim Extensions 72 Terex Office and Warehouse 

65 Qantas Terminal 2 Expansion 73 Woolworths Warehouse Extension 

66 FMR Hangar and Apron 74 Berendsen Office and Warehouse 

(Anderson Nominees) 

67 Network Aviation Hangar and Apron 75 BGC Brickworks 

68 Dunreath Road Construction 76 MacMahon Office Warehouse and Workshop 

69 Remorex Hangar 77 Amerind Warehouse, Factory and Office 

70 Rio Tinto Office 78 Terminal 3 CBS hall extension 

71 Rio Tinto ROC 

14


Figure 1.2 Development In The Past Five Years 

15


Figure 1.3 2008 Aerial Photograph 

17


2. DEVELOPMENT OBJECTIVES 


This chapter outlines WAC’s overarching objectives which 

guide our decisions in relation to planning and developing 

the Perth Airport Estate. These objectives take into account 

the needs of all relevant stakeholders and the Company’s 

statutory obligations. 

Westralia Airports Corporation’s Vision is: 

To operate an outstanding airport business providing great 

customer service 

The following corporate objectives guide Perth Airport’s 

management: 

• ensuring our facilities and services are safe and secure for all 

• helping our airline and other business partners develop 

their businesses 

• meeting the needs of our customers 

• conducting our business in a commercially astute manner 

• providing our employees with satisfying employment 

• conducting operations in an ecologically sustainable manner 

• identifying and managing risk 

• facilitating travel, trade and industry in Western Australia 

• ensuring we are a responsible and caring corporate citizen 

Taking into account these corporate objectives, WAC has the 

following development objectives which underpin the overall 

development plans described in this Master Plan 2009. They 

also impact each of the specific investments in facilities and 

infrastructure at the airport: 

Deliver aviation services that airlines, members of the 

public and business enterprises need, at a reasonable cost. 

To achieve this objective we will ensure the facilities: 

• have sufficient capacity to allow new airlines to provide 

services from the airport and enable existing airlines 

to expand their route network and frequency without 

constraint; 

• provide a level of service that strikes an appropriate 

balance between efficiency, amenity and cost; 

• seek to time investment in infrastructure supply to match 

demand so as to control costs; 

• provide suitable levels of service and amenity for elderly 

and disabled community members; and 

• are configured so as to achieve operational efficiency to 

minimise the cost of services provided by Perth Airport and 

to enable airlines to achieve targets in relation to operating 

costs and on-time performance. 

Bring land not required for long-term aviation services 

into productive use to support economic development 

and employment creation in Western Australia. 

To achieve this objective we will ensure the facilities are: 

• compatible with the core role of the airport to provide safe 

and reliable aviation services; 

• compatible with land use planning in the communities 

neighbouring the airport; and 

• of a nature that, wherever possible, maximises the unique 

benefits provided by close proximity to the airport’s 

aviation services. 

Ensure all facilities are safe and secure for all people 

who use them or live in the vicinity of the airport. 

To achieve this objective we will ensure the facilities design 

and operation: 

• takes into account the prevailing aviation security risk 

environment; 

• addresses all sources of public safety risk; 

• addresses all sources of risk to employees of Perth Airport 

and the employees of all other companies who use 

facilities provided by Perth Airport; 

• takes into account all relevant Australian and international 

standards; 

• supports and enables those authorities with public safety 

and security responsibilities at Perth Airport in fulfilment of 

their roles; and 

• emergency design considerations will have regard to 

advice from relevant state agencies to ensure emergency 

management is effective. 

19


Ensure the airport’s development and operations 

respect the strong bond that exists between the 

Nyoongar people and the land that comprises the 

airport estate. 

To achieve this objective we will ensure that the planning, 

design, construction and operation of facilities are: 

• undertaken in close consultation with representatives 

of the Nyoongar people; 

• sensitive to the wishes of the Nyoongar people; and 

• based on thorough assessment that identifies sites of 

Indigenous heritage significance. 

Ensure the ongoing integrity of other critical infrastructure 

that may be impacted by airport development. 

To achieve this objective we will: 

• consult with entities responsible for critical infrastructure 

including, power, water, drainage, telecommunications 

and gas pipelines; and 

• monitor the activities of current and future tenants with 

critical infrastructure within or adjacent to their lease areas 

to ensure that use of the land does not negatively impact 

on the infrastructure. 

Ensure that the airport’s development and operation 

minimises impact on surrounding communities and 

the environment and that emissions that contribute 

to human induced climate change are minimised. 

To achieve this objective we will ensure facilities design, 

construction and operation: 

• takes into account the needs of surrounding communities; 

• effectively addresses all sources of environmental impact, 

including aircraft noise; 

• support the initiatives being undertaken by Airservices 

Australia and airlines to minimise aircraft emissions; 

• incorporates better practice energy efficiency and waste 

minimisation technologies; and 

• takes into account all relevant Australian and international 

standards. 

Ensure that Westralia Airports Corporation achieves 

an adequate and sustained return on investment to 

support continuing investment in the facilities. 

To achieve this objective we will seek to ensure facilities’ 

design, construction and operation is undertaken: 

• based on effective assessment of financial risk; 

• with appropriate and transparent apportionment of 

financial risk between WAC and our customers; and 

• in a stable, predictable and supportive economic regulatory 

environment. 

20


3. Economic , social and 

cultural Significance 


This chapter examines: 

• the contribution activities at Perth Airport make to the 

economy; 

• what contribution the development and ongoing activity 

at Perth Airport is expected to make to the economy; 

• the economic importance of maintaining Perth Airport’s 

curfew free status; and 

• the social and cultural benefits that flow from activities 

at Perth Airport. 

3.1 The Economic Impact of 

Perth Airport in 2009 

Perth Airport is central to the prosperity of the economy 

of Western Australia. 

More than any other airport in Australia, Perth Airport is 

particularly important to the community and the economy 

because of the vast distances from Perth to the other major 

cities in Australia and towns within Western Australia. 

The relative proximity of Asian nations, where many West 

Australians have business and cultural links, also contributes 

to the economic importance of Perth Airport. 

In preparing this Master Plan 2009, WAC commissioned ACIL 

Tasman to undertake a detailed assessment of the economic, 

social and strategic impact of Perth Airport. This report, 

available on WAC’s website 

(www.perthairport.com), provides an up to date assessment 

of the economic contribution of activity at the airport and 

what that contribution will be if the forecasts contained in 

this Master Plan 2009 are achieved in 2029. The report also 

looks at the costs to the economy if the road infrastructure 

surrounding the airport is not upgraded as discussed in 

Chapter 8 of this Master Plan 2009. 

Perth Airport provides a major economic contribution to 

Western Australia through: 

• Facilitating travel for residents, visitors and businesses; 

• Facilitating efficient freight handling and transport 

including mail and time sensitive goods; 

• Its location close to major state and national rail and road 

links allowing for an efficient transport network; 

• Supporting the economy of regional Western Australia; 

and 

• Estate operations, with many businesses locating at Perth 

Airport because of its strategic location and role as a 

strategic transport hub. 

Using a standard and accepted methodology to estimate the 

contribution to the economy of activities at Perth Airport. The 

first are direct impacts on income and employment as a result 

of activities conducted at the airport. The indirect impacts 

result from additional output, income and employment 

generated in those industries supplying goods and services 

for airport activity. These purchases will induce further 

production, income and employment. In order to estimate 

the flow-on effects associated with a given activity, inputoutput 

analysis and general equilibrium economic modelling 

has been utilised by ACIL Tasman. 

The primary information required for the analysis of 

economic impacts was the number of people employed 

directly in airport activities and the associated wage and 

salary expenditure. In order to collect this data a survey was 

undertaken in 2008 of organisations which have a direct role 

in airport activities as well as those operating on the estate. 

Perth Airport is a major employment zone in the Perth 

Metropolitan Region. Whilst WAC employs only around 

200 people, the total number of people employed at Perth 

Airport is estimated at approximately 8,500, including those 

employed in aviation and by airport tenants. This is about 

30 percent of all employment in the City of Belmont. 

Airline activities are estimated to account for 20 percent of 

the total direct employment, freight services are estimated to 

account for 20 percent, administration and operation of the 

airport accounts for approximately 9 percent and operations 

of tenants on the airport estate that are not directly involved 

21


in airport operations account for 41 percent. The remaining 

employment is in the fields of aircraft workshops, air charter 

and support services (including hire cars and fuel supplies). 

Indirect employment as a result of the direct economic 

activity at the airport is estimated to be around 10,000 jobs in 

Western Australia, around 800 of which are outside the Perth 

region. Therefore, activity at Perth Airport contributes to a 

total of 18,700 jobs in Western Australia. 

The direct economic value of Perth Airport, or its contribution 

to Gross State Product (GSP), is $1.4 billion. Once the indirect 

contribution through the airport’s linkages to the rest of the 

economy are added, the contribution to GSP rises to around 

$2.9 billion or just under 2 percent of Western Australia’s GSP – 

this is a very significant share for a single location to contribute 

to an economy as large and diverse as Western Australia. 

3.2 The Economic Impact of 

Perth Airport in the Future 

In the 10 years to 2019, a total of $2.4 billion, including 

$1 billion to construct the new consolidated terminals, is 

expected to be spent on construction of facilities and associated 

on-airport infrastructure. This does not include any expenditure 

undertaken by Governments to upgrade the roads around 

Perth Airport or to improve public transport services to the 

airport. While construction will continue beyond 2019 only 

the impact of construction to 2019 has been assessed. This 

is because the construction requirements, and their timing, 

beyond then are currently uncertain. 

ACIL Tasman undertook its analysis prior to the impacts of 

the global financial crisis becoming apparent. ACIL Tasman 

anticipated that the demand for construction services would 

be met through a combination of crowding out of more 

marginal (i.e. less valuable) construction expenditure and 

a modest increase in labour participation rates (including 

additional fly-in/fly-out workers enticed to the Perth region) 

induced by higher wages that will be able to be offered by 

the program. Despite this, the higher marginal value of the 

expenditure combined with the increased overall labour 

participation rates will increase the economic output of the 

Perth, West Australian and Australian economies. 

However, it now seems likely that a substantial part of the capital 

expenditure program will be undertaken when labour market 

conditions are not as tight as those assumed in this modelling over 

the projection period. As a result the direct economic benefits 

will undoubtedly be significantly greater than projected and any 

crowding out effects (both within the Perth economy as well as 

in other Australian regions) could even be non-existent. 

The Perth Airport capital expenditure program is projected 

to increase the total output of the Perth region construction 

industry by an average of 1.8 percent more than would 

otherwise be the case. This is forecast to lead to total 

economic output and real consumption in the Perth region’s 

economy increasing by an average of 0.09 percent over 

the period 2009 to 2019. In total the anticipated capital 

expenditure program between 2009 and 2019 is projected to 

increase the net present value of the Perth region’s economic 

output by $791 million. 

ACIL Tasman estimates that the airport precinct’s direct and 

indirect contribution to employment in Western Australia in 

the financial year ending in 2029 could be just under 37,000 

jobs (3,500 in regional Western Australia), compared to an 

estimated 18,700 direct and indirect jobs in 2008. The airport 

precinct’s direct and indirect contribution to GSP could be higher 

than $5.0 billion in 2029. Of this contribution to GSP, some 

$2.7 billion is a contribution arising directly from the precinct’s 

activity. These estimates all assume that the forecasts contained 

elsewhere in this Master Plan 2009 are achieved and in 

particular, there are no impediments resulting from Government 

policy or inadequate supporting infrastructure that would 

obstruct the development of the aviation and other economic 

activities undertaken at the airport. 

22


3.3 The importance of Continuous 

operations at Perth Airport 

Many airports around the world are subject to operating 

restrictions that are designed to minimise the impact of aircraft 

operations on surrounding residential areas. The most common 

of these is a curfew at night. Some airports, including Perth, have 

restrictions on the use of certain runways at night which do not 

significantly impair the operation of the airports. Others, such as 

Sydney and Adelaide Airports, are effectively closed except for 

emergencies between 11pm and 6am. The imposition of such 

a curfew can have material impacts on economic activity in the 

regional economy where the airport is located. 

A large proportion of Perth’s domestic and international air 

services occur during the night time hours due to the city’s 

location relative to the east coast of Australia and important 

overseas markets. For instance, it is critical that many of 

Perth’s international services connect effectively to other services 

into Europe via hub airports in Asia and the Middle East. 

Any further restrictions on night time air services from Perth 

Airport would have a profound impact on the extent of the air 

services that would be available to Western Australians and 

would materially impact employment and Gross State Product. 

The impact of further restrictions would increase over time. 

It is recognised that there is a cost to the community arising from 

Perth Airport’s continuous operations, being the loss of amenity 

for members of the public in the vicinity of the airport. This cost 

is localised and is able to be managed, whereas the cost to the 

community of restricting Perth Airport’s operations would be 

widespread, very significant and not able to be mitigated. 

It is important that Perth Airport, airlines and Airservices 

Australia work effectively with community representatives to 

minimise the impact of noise on the residents of Perth. This will 

be assisted by technological advances in aircraft technology that 

has seen new aircraft become progressively quieter. 

The West Australian Government has taken decisive action to 

restrict inappropriate (primarily residential) development in the 

vicinity of Perth Airport. It remains critical to limiting the impact 

of aircraft noise that development in the vicinity of the airport 

continues to be effectively controlled. 

3.4 Social and Cultural 

Contribution of Perth Airport 

Perth Airport facilitates not only economic but also social 

and cultural interactions within the state, with the rest of 

Australia and the world. Poor aviation links would not only 

damage the economy but would disrupt the social and 

family ties that so many West Australians have with the rest of 

Australia and the rest of the world, thereby making Western 

Australia a less attractive place to work, live and raise families. 

The analysis undertaken by ACIL Tasman establishes a lower 

bound on the value of the benefits the community derives 

from the services and activities that occur at Perth Airport. It 

is limited to the incomes of the people and businesses whose 

employment is affected by the airport, including but not 

limited to, the revenue the economy generates from inbound 

passengers. Like all analyses of this type, the ACIL Tasman 

study has a much greater focus on regional production than 

the consumption of goods and services by residents of the 

region and the value they might place on those. 

One way of looking at the sources of this under valuation is 

to consider the benefits that accrue to the people of Perth 

travelling to places from Perth Airport. While the money 

they spend on airfares and services consumed at the airport 

is captured, the benefits of being able to access friends and 

families interstate or overseas, and the personal, social and 

cultural benefits from these interactions, let alone the economic 

ones, are not captured and must, as a matter of economic logic, 

be greater than what people spend to access them. 

Of course, the range of benefits that are to be enjoyed by 

people in regional Western Australia are even greater as the 

airport is a vital part of the process that allows many West 

Australian’s to access a range of services in Perth that city 

dwellers take for granted and in Perth’s case, the airport 

enables many people in Perth to access their place of work in 

regional Western Australia on a weekly basis. 

23


Connectivity within Western Australia 

Perth Airport is the primary airport in Western Australia and 

the hub through which nearly all regional aviation is serviced. 

There has been significant growth in passenger numbers 

through Perth Airport in recent years. This growth has been 

fuelled by regional aviation. For example, in 2003 Perth 

Airport handled 5.4 million passengers of which 31 percent 

were international, 56 percent interstate and 13 percent 

regional. In 2008, the airport handled 9.1 million passengers 

of which 27 percent were international, 52 percent were 

interstate and 21 percent were regional. In 2008 there were 

1.9 million regional passengers compared to 690,000 in 2003. 

There are currently seven airlines operating intrastate services 

in Western Australia carrying around 1.9 million passengers. 

A map of destinations for scheduled flights in Australia from 

Perth Airport is shown in Figure 3.1. Around 60 percent of 

all flights (aircraft movements) through Perth Airport to and 

from destinations within Australia are to regional Western 

Australia. Just under half of these are scheduled flights and 

the remainder are charter and general aviation flights. 

Due to the remote location of many of Western Australia’s 

resource developments, aviation plays an essential role 

in helping to attract and maintain staff employed on a 

fly-in/fly-out basis. The remote location of many resource 

developments means that without aviation many of these 

developments may become unviable. More than 59 percent 

of passenger movements in regional Western Australia are 

through the top six airports located in resource regions. The 

strength of the resources sector and the fly-in/fly-out labour 

force supply chain has meant that general aviation and 

charter traffic at Perth Airport has more than doubled over 

the past three years. 

with maintaining contact with family in Perth and taking 

advantage of retail opportunities not available in small and 

remote communities. In addition, aviation services through 

Perth Airport link communities in regional Western Australia 

to the rest of Australia and the world and to the largest 

extent possible enable them to enjoy the same opportunities 

as Perth residents to engage with the rest of Australia and 

the world. 

Connectivity with the rest of Australia 

West Australians and visitors are greater users of air transport 

relative to other transport modes than in any other state 

of Australia. More than 91 percent of passengers use air 

transport to and from the eastern states. This compares 

with 90 percent between Melbourne and Brisbane (the next 

highest), 70 percent between Sydney and Brisbane and 

51 percent between Melbourne and Adelaide. 

Obviously, distance is the determining factor for the modal 

choices of most people. However, the demand of West 

Australians to travel within Australia is determined by a range 

of non-work related factors including: 

• The recent strong growth in the state’s economy leading 

to migration from the eastern states to both Perth and 

regional Western Australia and the natural desire to remain 

in contact with friends and families in the east; and 

• Australia’s need for West Australian’s to participate in our 

national, social, political and sporting life and the need of 

West Australians to be able to access educational and 

medical services in the eastern states. 

The number of people living in regional Western Australia is 

expected to grow over time. Perth Airport is vital for people 

living in these communities to gain access to the services that 

are not efficiently provided in small and remote locations, 

but that all Australians have the right to expect. These 

include access to medical care, education, the courts and 

Government, and a range of cultural and sporting activities. 

It is known that many people combine these activities 

24


Connectivity with the World 

Western Australia attracts more migrants as a proportion of its total population than any other state in Australia. Statistics demonstrate 

that 29 percent of Western Australians were born outside of Australia compared to 24 percent of Western Australians that were born in 

Western Australia. This trend is even more pronounced for Perth people, of which 34 percent are born outside of Australia. This is due 

both to the need for skilled migrants to boost Western Australia’s workforce and the already high proportion of people born overseas 

who play a part in attracting friends and relatives to the state. 

In 2006-2007 some 25,000 people migrated to Western Australia. This was repeated in 2007-2008. For 2008-2009, the number 

is likely to be somewhat lower, but is expected to rise again as the economy recovers from its current downturn. Greater Perth, 

along with Sydney, has the highest proportion of migrants amongst capital cities, with more than one third of its population 

born overseas (450,000 people). In the 21st century almost all migrants arrive to their country of destination by air. The desire 

of migrants and the descendants of migrants to remain connected with families and cultures in their place of ethnic origin is 

also a driver of the very high rate of overseas travel amongst West Australians. 

Other drivers are the state’s proximity to Asia and the strong trade relationships. In 2006, 30 percent of the Western Australian 

population travelled overseas – the highest rate in the nation after the ACT (30.5 percent). There are also strong cultural 

relationships arising not only from peoples’ family ties but also that it is cheaper in most cases for West Australians to holiday 

in overseas destinations such as Indonesia or Thailand than it is for them to holiday within Australia. 

Figure 3.1 Destinations in Australia from Perth Airport 

Darwin 

Kununurra 

Broome Argyle 

Derby 

The Granites (NT) 

Port Hedland 

Karratha 

Telfer 

Cloudbreak 

Learmonth 

Paraburdoo Barimunya 

West Angelas Newman 

Alice Springs 

Carnarvon 

Ayers Rock 

Cairns 

Monkey Mia 

Mt Keith 

Kalbarri 

Leinster 

Windarling 

Geraldton 

Kalgoorlie 

PERTH 

Busselton 

Esperance 

Albany 

Adelaide 

Melbourne 

Brisbane 

Sydney 

Canberra 

25


4. Airport Planning Process 


This chapter outlines the planning framework used by WAC 

to ensure that Perth Airport is able to fully achieve its role 

of supporting passenger and air freight services in Western 

Australia and also to ensure the airport is integrated into the 

natural and built environment within which the airport operates. 

This chapter describes the regulatory airport planning regime 

and how WAC’s planning framework interfaces with State 

and Local Government planning processes. 

4.1 The Importance of Integrated 

Planning 

There is full recognition by WAC that the airport’s 

infrastructure plans cannot be developed in isolation from 

the planning that is undertaken by other authorities that 

have responsibilities for land use planning in metropolitan 

Perth and for providing services that directly impact the 

effectiveness of the airport. 

Close and effective cooperation between Perth Airport 

and other relevant planning authorities and infrastructure 

providers is critical because: 

• Perth Airport’s operations impact surrounding communities 

including the natural environment; and 

• the capacity of Perth Airport to meet the community’s 

needs is impacted by land use and infrastructure decisions 

made beyond the airport boundary. 

4.2 Master Plan Process 

The Master Plan which is reviewed every five years, consistent 

with the requirements of the Airports Act 1996, is a central 

element of WAC’s planning framework. The Master Plan 

provides transparency and facilitates public scrutiny in relation 

to the airport’s medium and long-term development plans. 

The Master Plan also provides much of the information 

other planning authorities need to assess and plan for 

the interaction of airport with other public infrastructure. 

This Master Plan 2009 has been developed to achieve the 

following purposes which are consistent with those identified 

in the Airports Act 1996: 

• to describe the strategic direction for the development 

of Perth Airport over the 20 year period of the plan in the 

context of the vision of the ultimate development of the 

airport to its full potential; 

• to communicate to the public the intended uses of the 

Perth Airport site; and 

• to ensure that the land uses on the airport estate and its 

surrounds are compatible. 

The Airports Act 1996 requires a draft Master Plan to specify: 

a) the airport-lessee company’s development objectives for 

the airport; and 

b) the airport-lessee company’s assessment of the future 

needs of civil aviation users of the airport, and other users 

of the airport, for services and facilities relating to the 

airport; and 

c) the airport-lessee company’s proposals for land use 

and related development of the airport site, where the 

proposals embrace airside, landside, surface access and 

land planning/zoning aspects; and 

d) an Australian Noise Exposure Forecast (in accordance 

with regulations, if any, made for the purpose of this 

paragraph) for the areas surrounding the airport; and 

da) flight paths (in accordance with regulations, if any, made for 

the purpose of this paragraph) at the airport; and 

e) the airport-lessee company’s plans, developed following 

consultations with the airlines that use the airport and 

Local Government bodies in the vicinity of the airport, for 

managing aircraft noise intrusion in areas forecast to be 

subject to exposure above the significant ANEF levels; and 

f) the airport-lessee company’s assessment of environmental 

issues that might reasonably be expected to be associated 

with the implementation of the plan; and 

g) the airport-lessee company’s plans for dealing with 

the environmental issues mentioned in paragraph 

(f) (including plans for ameliorating or preventing 

environmental impacts); and 

h) if a draft environment strategy for the airport has been 

approved—the date of that approval; and 

i) such other matters (if any) as are specified in the regulations. 

26


The Master Plan is one of a number of planning and development approval processes prescribed in the Airports Act 1996 to 

ensure development of major airports serves the public interest. Key elements of the Act’s planning and development approvals 

processes are summarised in the following table: 

Master Plan 

Regulatory Framework 

Approved by the Minister for Infrastructure, Transport, 

Regional Development and Local Government 

Reviewed every five years 

Has a 20 year planning period 

Includes a 60 day period for public comment 

Airport Environment Strategy 



Regional Development and Local Government 

Reviewed every five years 

Includes a 60 day period for public comment 

Major Development Plans 



Regional Development and Local Government. 

Required for: 

• New or extended runways and terminals 

• New buildings greater than $20 million 

• New or extended taxiways that add significantly to airport 

capacity 

• New or extended surface accesses that add significantly to 

airport capacity 

• Developments that have significant environmental impact 

Perth Airport Outcomes 

Identifies Perth Airport development objectives 

Identifies the intended land uses on the airport estate and 

development plans 

Enables other planning authorities to develop plans that align 

with airport planning 

Provides information to the public about airport development 

Defines the noise exposure forecast for the airport 

Defines the flight paths for the airport 


Identifies areas of environmental significance on the airport 

Outlines the systems of environmental management at the airport 

Provides information on environmental management to the public 


Identifies objectives of the proposed development 

Provides a detailed outline of the proposed development 

Defines the extent to which the future needs of aviation users 

will be met by the proposed development 

Identifies the consistency with the Master Plan 

Identifies any impacts on flight paths and noise exposure forecast 

Identifies the consistency with the airport lease 

Includes an assessment of environmental impacts and the 

measures to mitigate them 

• Includes a 60 day period for public comment 

• Development must be consistent with the Master Plan 

Building Approvals 


Department of Infrastructure, Transport, Regional Development 

and Local Government appoints an Airport Building Controller 

(ABC) and an Airport Environmental Officer (AEO) 

ABC issues building approvals 

AEO monitors and, where necessary, places conditions on 

environmental management 

Required for all new works at the airport 


Ensures that buildings are compliant with the Building Code of 

Australia (BCA) 

Ensures that works do not occur without Airport Operator consent 

Ensures that required fire safety measures are addressed 

27


The Airports Act 1996 requires Perth Airport to review its Master Plan every five years; hence the Master Plan 2009 is based on a 

review of the Master Plan 2004. 

While Perth Airport’s Master Plan is an accurate description of the status of planning at the date of publication, Perth Airport’s 

management processes involve continuous review of plans reflecting that the factors impacting the airport, including demand for 

services, are dynamic. 

4.3 Perth Airport Planning Framework 

Given the critical role effective planning plays in ensuring the facilities at Perth Airport meet the public’s interests, WAC devotes 

significant resources to planning. Westralia Airports Corporation has an integrated planning framework that seeks to ensure that 

the interrelationships between the various plans are properly defined, assessed and incorporated into plans. The following flow 

chart provides a general description of WAC’s integrated planning framework. 

Figure 4.1 Perth Airport Integrated Planning Framework 

Strategic Business 

Plan 

Surrounding Area 

Land Uses (including 

interface with Local 

and State Government) 

Ultimate Airport 


Environment 

Strategy 


Sustainability 

Strategy 

Celebrating 

Aboriginal Culture 

at Perth Airport 

Surface Access 

Plans 

Infrastructure Plans 

Power 

Water 

Sewage 

Drainage 

Road / Rail 

Communications 

precinct 

Development 


Development 


Interface with Local 

and State Government 

and infrastructure 

providers 

Site 

Development 


28


Each of the elements of WAC’s Planning Framework is briefly 

described below: 

Ultimate Airport Master Plan 

A plan describing the current view of the ultimate airport 

estate once it is fully developed. The Ultimate Master Plan is 

informed by the Company’s strategic/business plan and the 

needs of stakeholders. The Ultimate Airport Master Plan is 

therefore periodically refined as the business changes. This 

plan extends beyond the planning period for the Master Plan. 


A plan required under the Airports Act 1996, which is 

approved by the Federal Minister. The Master Plan defines the 

nature of development which can take place. The Master Plan 

is developed based on the Ultimate Airport Development Plan 

and is integrated with the statutory Environment Strategy. 

It also influences, and is influenced by, the surrounding 

land uses, surface access and infrastructure planning and 

development undertaken by other authorities. 

Environment Strategy 

A strategy approved by the Federal Minister. The strategy 

describes all potential environmental impacts, identifies areas 

requiring conservation and describes how WAC is meeting its 

environmental obligations at Perth Airport. The Perth Airport 

Environment Strategy 2009 was approved in September 2009. 

Sustainability Strategy 

The Sustainability Strategy, which is closely aligned to the 

Environmental Strategy, identifies the Company’s approach to 

controlling impacts on the broader environment, particularly 

in relation to controlling greenhouse gas emissions, water 

usage and waste minimisation. 

Celebrating Aboriginal Culture at Perth Airport 

A plan for the management of Aboriginal culture and heritage 

at Perth Airport. It outlines our approach to fulfilling our aims 

of the promotion of West Australian Aboriginal cultures and 

the management of Aboriginal sites at Perth Airport. It is 

reflected in the Environment Strategy and in turn influences 

the Master Plan. 

Infrastructure Plans 

High level plans for each key infrastructure/service 

components required for the airport estate to function. The 

Infrastructure Plans define the on-airport infrastructure and 

take into account reliability, sustainability and commercial 

objectives in addition to defining how the on-airport systems 

interface with off-airport infrastructure. 

Precinct Plans 

Define how each precinct will be developed. Precinct Plans 

are informed by, and are compatible with, the Master Plan, 

Infrastructure Plans and adjoining Precinct Plans. 

Development Plans 

The sub-division plans for the precincts and are also consistent 

with the Master Plan, Infrastructure and Precinct Plans. 

Site Development Plans 

Define the nature of specific developments on each lot within 

the precinct. Site Development Plans must be consistent with 

all planning levels, including the Master Plan. 

Other Plans 

In addition to the plans outlined above there are a number of 

policy level documents that apply to the development within 

the airport estate that are produced to address issues such as 

landscaping standards and architectural/design standards. 

29


4.4 State and Local Planning 

This section identifies the elements of the State and Local 

Government planning arrangements that impact on, or are 

impacted by, planning at Perth Airport and describes the level 

of consistency within each. 

The Airports Act 1996 requires that the Perth Airport Master 

Plan identifies the extent to which it is consistent with State 

Planning schemes. Regulations made under the Act require 

that, to the extent possible, Master Plans should use the same 

land use definitions as used in the State or Local Government 

planning schemes that surround them. 

State Government planning is controlled by the Western 

Australian Planning Commission (WAPC) which administers 

the Metropolitan Region Scheme (MRS) and promulgates 

policies on a wide range of planning matters. The planning 

policies developed by the WAPC set the strategic context in 

which the MRS operates. 

Metropolitan Region Scheme (MRS) 

The MRS controls the zoning and reservation of land within 

the Perth Metropolitan Region. Under the scheme Perth 

Airport is reserved for ‘Public Purposes-Commonwealth 

Government’. 

As a result of being located on a reserve, the MRS does not 

impose any restrictions on use of land within the airport and 

also excludes the land from the Town Planning Schemes of 

the Local Governments in which the airport estate is located. 

WAPC Statement of Planning Policy – Network City 

The Network City Policy was developed by WAPC in 2004 

and is the strategic planning document produced to guide 

the growth of Perth to 2030. Within this policy, Perth Airport 

is identified as an Activity Centre (a location that attracts 

significant numbers of people for employment and other 

activities) serviced by transport corridors and as the principal 

airport for the Perth Metropolitan Region. 

WAPC Statement of Planning Policy 5.1: 

Land Use in the Vicinity of Perth Airport 

WAPC SPP 5.1 states: 

“Perth Airport is fundamental to the continued 

development of the Perth Metropolitan Region and the 

state as a whole. Investment in airport infrastructure and 

the economic opportunities associated with the operation 

of the airport are now recognised as an important 

and perhaps critical element in the prosperity of a city 

such as Perth. Accordingly, the airport and its ongoing 

development need to be recognised in the planning of the 

region, and its operation protected as far as practicable 

from development with the potential to prejudice its 

performance. One of the main issues to be addressed in 

the planning of areas in the vicinity of the airport is aircraft 

noise, which is the focus of this Policy.” 

The role of this policy is to provide guidance to Local 

Governments in the vicinity of Perth Airport and the WAPC 

when considering developments on land adjacent to the 

airport. In practice the policy places the airport’s ANEF 

contours for ultimate development into the planning 

schemes of the relevant Local Governments. This ensures 

that developments that are inappropriate for the relevant 

noise exposure are not approved by the Local Government, 

or the WAPC on appeal, and then subsequently restrict the 

development of the airport. 

Perth Airport is required to produce an ANEF for endorsement 

by Airservices Australia. This was done for the Master Plan 

2004 and incorporated into state planning legislation. 

As a result Perth Airport is protected from inappropriate 

development in the surrounding areas well beyond the 

planning period of this Master Plan 2009. 

The Master Plan and the ultimate practical capacity ANEF 

contained within the plan are consistent with, and in the case 

of the ANEF, form an integral part of the State Government 

planning policy for land use surrounding Perth Airport. 

The development of Perth Airport identified in this Master 

Plan 2009 is consistent with the Network City Policy. 

30


Kewdale – Hazelmere Region Integrated Master 

Plan (KHRIM) 

The KHRIM, developed by the State Department of Planning 

and Infrastructure, is an integrated transport and land 

use plan for the Kewdale and Hazelmere regions and 

was developed in recognition that this area is of strategic 

importance to Perth and Western Australia. It includes 

WA’s primary intermodal land transport facility at Kewdale, 

Perth Airport and significant areas of industrial land in close 

proximity to these facilities. 

The KHRIM lists integration with Perth Airport as one of 

the key issues for consideration. This document does not 

specifically relate to development on Perth Airport, it is 

however a useful reference to enable planning on the airport 

to be consistent with that immediately outside the estate. 

Local Governments 

Perth Airport is located predominantly within the City of Belmont 

but sections of the estate are within the City of Swan and the 

Shire of Kalamunda, see Figure 4.3. 

As a result of Perth Airport being located on an MRS 

reserve, and being subject to Federal law, the airport land 

is not subject to the town planning schemes of councils in 

Western Australia. However, consistent with the expectations 

of the Federal Government, this Master Plan 2009 has 

been produced in consultation with the relevant Local 

Governments in the eastern suburbs of Perth. Consistent 

with the relevant Federal regulations, the land uses within 

the Commercial Precincts on the airport have been adapted 

from the Zoning Table in the City of Belmont Town Planning 

Scheme No 14. 

4.5 Surface Access Planning 

The State Department of Planning is currently developing 

a “Perth Airport Transport Master Plan” utilising funding 

provided by the Federal Government. Perth Airport is working 

very closely with Main Roads Western Australia and the Public 

Transport Authority to ensure the Transport Master Plan that 

is ultimately developed by the Department is consistent with 

this Master Plan 2009. The development of integrated surface 

access and transport planning is addressed in Chapter 8. 

4.6 Critical infrastructure 

protection 

In the development of precinct plans and as part of the 

development approval process protocols will be established 

with the entities responsible for critical public infrastructure 

on, or in the vicinity of the airport to ensure the integrity of 

infrastructure is not compromised. 

The activities of existing tenants are periodically monitored 

to ensure that the use of the leasehold land across or 

adjacent to the infrastructure easements does not adversely 

impact critical infrastructure. 

As a result of adopting land uses for development in 

Commercial Precincts within the airport from the town 

planning schemes of adjoining Local Governments the 

development within the airport estate will be consistent with 

that in the areas immediately outside the boundary. This 

reduces the likelihood of negative impacts of development 

on the surrounding land by development on the airport and 

vice versa. 

31


Figure 4.2 Locality Plan 

32


Figure 4.3 Local Governments 

33


5. Aviation forecasts 


Forecasts of passengers, aircraft movements and freight 

volumes provide the statistical basis for the planning 

of development at an airport. This chapter explains the 

methodology used to develop this Master Plan 2009 

forecasts, compares those forecasts to those contained in 

the Master Plan 2004 and describes how they are used for 

planning the development of Perth Airport. 

5.1 Forecast Methodology 

A large number of factors influence the growth in air travel, 

the most significant ones being: 

• disposable incomes of potential travellers; the level of 

income and confidence that these levels will be maintained 

and grow are both important; 

• other general economic variables that affect aviation 

demand and supply such as exchange rates, interest rates 

and fuel prices; 

• the competitiveness (quality, product attributes and price) 

of a destination compared to alternative destinations; 

• the supply of airline services – frequency, reliability, 

quality of service; 

• tourism promotion by Governments, airlines and 

industry bodies; 

• consumer tastes and available time for travel; and 

• one off factors and shocks. These include the travel 

impacts of events such as the Olympics, September 11, 

the collapse of an airline such as Ansett and health 

concerns such as those generated by SARS. 

While acknowledging that all such factors have an impact on 

air service demand, all factors cannot be reliably measured 

and/or used in the modelling to produce forecast data. 

Perth Airport forecasts are produced by Tourism Futures 

International (TFI) whose approach is based on a number 

of parameters, including: 

• segregated consideration of Perth Airport’s international, 

domestic and intrastate markets to assist in assessing the 

significance of traffic drivers; 

• a review of the traffic history available for Perth Airport 

and an assessment of statistical trends; 

• analysis of the general aviation and business environment 

and current airline schedules; 

• a review of airline annual reports, websites and statements 

on performance and strategies; 

• a review of official tourism forecasts in Australia and 

elsewhere; and 

• the use of the models developed by TFI over the past 

19 years for forecasting Australian airport growth. For 

the international market these contain estimates of the 

responsiveness of passenger traffic to general economic 

activity (generally measured by GDP), air fares and exchange 

rates. The main influences on domestic growth are Australian 

GDP and airfares. Results from aggregate and market based 

models are compared before finalising results. 

An internal review of the figures provided by TFI is undertaken 

and assumptions made in the modelling are challenged, from 

which a final set of data is derived as an important input into 

airport planning. 

Because forecasting incorporates a number of variables 

and requires the adoption of a series of assumptions, actual 

activity levels will, of course differ from the forecasts. To 

reduce the impact of this variation and to provide greater 

understanding of the sensitivities of forecast figures, TFI 

produces low, central and high forecasts for Perth Airport. 

Central figures are the basis for the planning contained in 

this Master Plan 2009. 

5.2 Use of Forecasts in Perth 

Airport Planning 

Passenger growth figures are an essential component of 

the forecasting task and a fundamental input into airport 

planning. Significant effort is applied to developing the 

passenger forecasting assumptions to ensure that the models 

produce results that provide a reliable assessment of the most 

likely demand in the medium to long-term. 

Passenger forecasts are used to determine the scale and timing 

of investments in terminal and ground transport facilities. 

Passenger forecasts are also combined with aircraft load factor 

and airline fleet mix assumptions to develop the forecast 

for passenger aircraft movements. General aviation aircraft 

movements are also forecast, based on trend analysis in the 

industry sectors to which these operators contract. Freight aircraft 

34


movement forecasts are added to passenger aircraft movement 

forecasts to produce the total aircraft movements forecast. This 

data is used to determine the scale and timing of investments in 

airfield infrastructure, including runways, taxiways and aprons. 

Total aircraft movement forecasts are also a key input into 

noise exposure forecasting. 

The capacity of airport infrastructure must be such that it 

provides the targeted levels of efficiency and customer service 

at the peak demand periods. Hence, a critical element of airport 

planning is the combination of activity forecasts with future 

airline schedule assumptions to forecast peak hour demand 

for airfield, terminal and surface transport infrastructure. 

5.3 Growth Forecasts 2008/2009 to 

2028/2029 

The forecasts which underpin the Airport Development 

and Surface Access Plans described in Chapters 7 and 8 are 

summarised below: 

Passenger Growth Forecasts 

International passenger numbers per year at Perth Airport 

are forecast to grow from 2.5 million in 2008 to 5.6 million 

in 2029. In the same period domestic passenger numbers per 

year are forecast to grow from 6.7 million to 13.3 million. 

Total passenger movements per year are forecast to grow 

from 9.2 million in 2008 to 18.9 million. 

Table 5.1 Passenger Forecasts for Perth Airport (‘000s Passengers) 

Forecasts 

5 year-CAGR a 

2009 2010 2011 2012 2013 2014 2019 2024 2029 

Int’l Pax 2,540 2,508 2,621 2,841 3,064 3,212 3,972 4,756 5,595 

% Annual Change 1.1% -1.3% 4.5% 8.4% 7.8% 4.8% 4.3% 3.7% 3.3% 

Domestic Pax 

- Interstate 4,723 4,808 5,092 5,454 5,694 5,944 7,322 8,616 9,788 

% Annual Change 0.4% 1.8% 5.9% 7.1% 4.4% 4.4% 4.3% 3.3% 2.6% 

- Intrastate 2,137 2,098 2,026 2,063 2,143 2,253 2,713 3,175 3,588 

% Annual Change 8.9% -1.8% -3.4% 1.8% 3.9% 5.1% 3.8% 3.2% 2.5% 

- All Domestic 6,861 6,906 7,119 7,517 7,837 8,197 10,035 11,791 13,376 

% Annual Change 2.9% 0.7% 3.1% 5.6% 4.3% 4.6% 4.1% 3.3% 2.6% 

Total Pax 9,400 9,414 9,740 10,359 10,901 11,409 14,007 16,547 18,972 

% Annual Change 2.4% 0.1% 3.5% 6.4% 5.2% 4.7% 4.2% 3.4% 2.8% 

Notes: (a) Compound Annual Growth Rate. Source: TFI. 

The following figure 5.1 compares the Master Plan 2004 passenger forecasts to actual experience up to 2008 and to the 

updated forecasts contained in this Master Plan 2009. This comparison shows that the actual passenger movements were 

much higher than forecast. The graph also highlights the forecast slowing in the rate of growth in 2009 and 2010 due to the 

deterioration in economic conditions which commenced in 2008, with a recovery to long-run trend growth rates commencing 

in 2011. 

Given the significant uncertainty that currently exists in relation to the outlook for Australian and global economic growth Perth 

Airport is likely to be reviewing the activity forecasts contained in this Master Plan to take into account developments including 

the International Monetary Fund’s recent downward revision of economic forecasts for many countries relevant to Perth Airport 

aviation demand. 

This is likely to result in downward revision of Perth Airport’s activity forecasts, but not to the extent that would have a major 

impact on peak hour demand for important airport processes. Hence the airport development plans contained in this Master Plan 

are not expected to materially change. 

35


Figure 5.1 Total annual passenger movements forecast comparison 

20,000 

17,500 

2004 

Passenger Movements (000’s) 

15,000 

12,500 

10,000 

7,500 

5,000 

2,500 

– 

2005 

2006 

2007 

2008 

2009 

2010 

2011 

2012 

2013 

2014 

2015 

2016 

2017 

2018 

2019 

2020 

2021 

2022 

2023 

2024 

2025 

2026 

2027 

2028 

2029 

2030 

2004 Master Plan Actual 2009 Master Plan 

5.4 Aircraft Movement Growth Forecasts 

Annual aircraft movements are forecast to increase from 107,000 movements in 2008 to 170,000 movements in 2029. 

Table 5.2 Aircraft Movement Forecasts (‘000s) for Perth Airport 

Forecasts 

5 year-CAGR a 

2009 2010 2011 2012 2013 2014 2019 2024 2029 

International Movements (000s) 

Passenger Aircraft 14.2 13.8 14.1 15.0 15.8 16.4 18.6 20.8 22.8 

% Annual Change 8.1% -2.4% 2.1% 6.1% 5.6% 3.7% 2.5% 2.3% 1.8% 

Domestic Movements (000s) 

Passenger Aircraft 64.2 63.6 64.0 67.0 68.8 71.8 84.0 89.5 99.0 

% Annual Change 13.9% -0.9% 0.7% 4.6% 2.7% 4.4% 3.2% 1.3% 2.0% 

Freighters (000s) 

Movements 1.2 1.2 1.2 1.3 1.3 1.3 1.5 1.6 1.7 

GA (000s) 

Movements 33.3 33.0 34.3 36.2 37.5 39.0 41.1 43.7 46.2 

Total Movements 112.9 111.6 113.6 119.5 123.4 128.5 145.2 155.6 169.7 

Notes: (a) Compound Annual Growth Rate. Source: TFI. 

The following figure 5.2 compares the Master Plan 2004 aircraft movement forecasts to actual experience up to 2008 and to the 

updated forecasts contained in this Master Plan 2009. This comparison shows that the actual aircraft movements were much 

higher than forecast. The substantial reason the number of actual aircraft movements grew so strongly in the period up to 2008 

was the high level of demand of the Western Australian resource sector for air services to support the fly-in/fly-out mode of 

workforce deployment. 

36


The graph also highlights the forecast slowing in the rate of growth in 2009 and 2010 due to the deterioration in economic 

conditions which commenced in 2008, with a recovery to long-run trend growth rates commencing in 2011. 

Figure 5.2 total annual aircraft movements forecast comparison 

180 

170 

160 

150 

140 

130 

Aircraft Movements (000’s) 

120 

110 

100 

90 

80 

70 

60 

50 

40 

30 

20 

10 

– 

2004 

2005 

2006 

2007 

2008 

2009 

2010 

2011 

2012 

2013 

2014 

2015 

2016 

2017 

2018 

2019 

2020 

2021 

2022 

2023 

2024 

2025 

2026 

2027 

2028 

2029 

2030 

2004 Master Plan Actual 2009 Master Plan 

As mentioned previously, aircraft movement forecasts are used to determine the nature and timing of investments in airfield 

infrastructure, including runways, taxiways and aprons. An important element of this planning is for the development of aircraft 

aprons as this impacts airfield and terminal planning. The following table identifies the Consolidated Domestic/International 

Apron Stand demand during the planning period. 

Table 5.3 Consolidated Precinct Forecast Aircraft Stand Demand 

Year 

International Apron 

Domestic Apron 

(in Consolidated Precinct) 

Terminal WA 

Apron 

Aircraft Code F E C Total F E C C 

2009 4 2 6 

2014 4 4 8 16 

2019 2 3 3 8 8 12 11 

2024 2 4 2 8 8 14 12 

2029 2 6 2 10 10 15 13 

37


5.5 Air Freight Growth Forecasts 

Air freight does not have a material impact on WAC’s 

infrastructure planning as the number of dedicated air freight 

services is limited. In 2008 there were approximately 1300 

dedicated air freight aircraft movements, representing only 

1.2 percent of total aircraft movements. The number of 

dedicated air freight services is not expected to be a material 

consideration in airport planning at Perth Airport over the 

next 20 years. 

The majority of air freight at Perth Airport is carried in the 

hold of RPT air services and it is an important factor in the 

financial viability of scheduled air services. The rate of growth 

of air freight is therefore closely correlated with the rate of 

RPT air services growth. 

While the number of dedicated air freight services is currently 

limited, it is recognised that as the overall airport scale 

and Perth catchment grows the airfreight volume will also 

increase. The growth in airfreight volumes may be faster 

than recent experience would imply. Precinct planning will be 

cognisant of this potential and ensure adequate capacity to 

meet air freight requirements in a manner which is compatible 

with RPT services growth. 

International Air Freight 

Growth in air freight is understood to be linked to growth in 

the volume of foreign trade. Figures from Perth support this 

understanding as both foreign trade and international freight 

at Perth Airport doubled in the period from 1990 to 2008. 

If the volume of foreign trade continues to be representative 

of air freight tonnages through Perth Airport, slower growth 

can be expected in the near term reflecting the deterioration in 

economic conditions in all markets of relevance to Perth Airport. 

Domestic / Regional Air Freight 

Factors which influence the level of domestic/regional air 

freight are difficult to identify and predict. The quantity of 

domestic air freight is restricted by the smaller aircraft size that 

is typically used in these sectors. These smaller aircraft have 

limited capacity to carry freight and, as such, major changes in 

freight quantities are unlikely to occur, with increases directly 

linked to increases in the number of aircraft services. 

In the current economic conditions significant increases in 

the numbers of services are not expected in the short to 

medium term. 

Generally landed tonnage can be used as an indication of air 

freight activity because larger aircraft are able to carry more 

air freight. 

Total annual landed tonnage forecasts are shown in Table 5.4. 

Table 5.4 Annual Landed Tonnage Forecasts 

Year International Domestic Total (Tonnes) 

2009 8,781 40,761 49,542 

2010 8,891 41,324 50,215 

2011 9,248 44,218 53,466 

2012 9,666 46,969 56,635 

2013 10,055 48,815 58,870 

2014 10,459 51,193 61,652 

2019 12,593 62,722 75,315 

2024 14,833 77,853 92,686 

2029 17,206 95,648 112,854 

Data Source: TFI Forecast. 

38


6. Airport land use AND 

PRECINCT DEVELOPMENT 


The Perth Airport Estate comprises 2,105 hectares of 

land. The site plan at Figure 6.1 shows the current airport 

configuration and important aviation related facilities. 

This Master Plan 2009 retains the precincts identified in the 

Master Plan 2004 including: 

• Aviation Precincts: Airfield Precinct, General Aviation 

Precinct and Terminal Precincts; 

• Conservation Precincts: two in number; and 

• Commercial Precincts: five in number. 

These land use precincts are shown on the site plan at Figure 6.2. 

This chapter of the Master Plan 2009 describes the current 

and intended land uses within each of these precincts. 

Chapter 7 describes the anticipated developments in each 

precinct over the 20 years of the Master Plan and provides 

an indicative ultimate configuration for Perth Airport (fully 

developed). 

6.1 Perth Airport Land Use Precincts 

Aviation Precincts 

Airfield Precinct 

The Airfield Precinct comprises all infrastructure required 

for the movement of aircraft, including runways, taxiways, 

aprons for aircraft parking and terminal interface, navigation 

aids and facilities for aviation fire and rescue services. There 

is sufficient land in the Airfield Precinct to accommodate all 

required aircraft movement infrastructure for the ultimate 

configuration of Perth Airport. 

Runways 

There has been no change to the runway configuration 

during the period of the Master Plan 2004. Existing runways 

comprise a primary north south runway (03L/21R), 3,444 

metres long and a secondary north east south west runway 

(06/24), 2,163 metres long. 

Taxiways 

Minimal extensions of the taxiway system were undertaken 

during the period of the Master Plan 2004. These are 

depicted in the Airfield Precinct Plan at Figure 6.1. 

Aprons 

There were extensive increases in the aircraft parking and 

terminal interface aprons during the period of the Master 

Plan 2004 to cater for significant increased aviation activity. 

These are depicted in the Airfield Precinct Plan at Figure 6.1. 

Navigation Aids and Facilities for Aviation Fire and 

Rescue Services 

There were no material changes to navigation aids or aviation 

fire and rescue facilities in the Airfield Precinct during the 

period of the Master Plan 2004. 

6.2 Terminal Precincts 

The Terminal Precincts are depicted in the Terminal Precinct 

Plan at Figure 7.3. 

International 

The International Precinct is located on the eastern side of the 

airfield and includes the following aviation related facilities: 

• International Terminal and terminal forecourt for 

passenger drop off and collection, staff, short term and 

long-term car parking facilities, rental car facilities, taxi 

and bus access facilities. 

• Air traffic control tower. 

• Aviation support facilities, including flight catering, 

aircraft refuelling and international air freight operations. 

Domestic 

The Domestic Precinct is located on the western side of the 

airfield and includes the following aviation related facilities: 

• Two Domestic Terminals, one leased to and operated by 

Qantas (Terminal 2) and a multi user terminal (Terminal 3) 

operated by Perth Airport. These terminals share a common 

forecourt which caters for public pick up and drop off and 

access to public transport. Premium, short-term, valet car 

parking facilities together with rental car facilities are all 

located proximate to the terminals. Less proximate but still 

within the precinct are several long-term car parks and staff 

car parking which are supported by a shuttle bus service to 

and from the terminals. 

• Aviation support facilities, including aircraft refuelling, 

office accommodation for airlines, airport administration, 

airport maintenance, air freight and logistics operations. 

39


General Aviation 

The General Aviation Precinct is located on the northern 

side of the airfield and includes the following aviation 

related facilities: 

• Several smaller combined terminal/office/maintenance 

hanger operations for each of the operators. 

• Car parking for passengers and staff. 

• Catering operations. 

6.3 Interim Uses for Aviation 

Precincts 

The ultimate development of Perth Airport will exceed 

the statutory 20 year planning period of the Master Plan. 

In the interim, land in aviation precincts may be used for 

commercial uses that are consistent with uses permitted in 

adjacent precincts. Such commercial uses will not impact 

on, or limit future expansion of aeronautical operations 

and the intended interim uses will be consistent with the 

objectives of the Master Plan. 

In instances where commercial uses are planned on land that 

may be required for aviation services in the long-term, four 

year notice break clauses are incorporated in leases and only 

relatively low capital intensity uses are undertaken, such as 

vehicle storage and sheds. 

6.4 Conservation Precincts 

Precinct 5 

Conservation Precinct 5 is located in the south east 

area of the airport estate and comprises 76 hectares 

of predominantly Banksia, Eucalyptus and Melaleuca 

woodlands. Precinct 5 also supports a population of 

Macathuria keigheryi listed as endangered under the 

Environmental Protection and Biodiversity Conservation Act 

1999. Permitted uses within Precinct 5 are land management 

activities (weeding, track maintenance, ecological 

surveys etc), works to facilitate public awareness and access 

to the areas (visitor/education centres, tracks, walk trails, 

viewing platforms, educational signage, etc). 

Precinct 7 

Conservation Precinct 7 is located in the north east 

area of the airport estate and comprises 233 hectares 

of predominantly Banksia, Eucalyptus and Melaleuca 

woodlands, Hakea heath and the ecologically and culturally 

significant Munday Swamp. Munday Swamp is the 

largest wetland system on the estate, covering an area of 

approximately 20 hectares. The swamp was historically used 

by Aboriginal people as a fishing ground for turtles and used 

for hunting brush kangaroos, ducks and goannas. Permitted 

uses within Precinct 7 are land management activities 

(weeding, track maintenance, ecological surveys etc), works 

to facilitate public awareness and access to the areas (visitor/ 

education centres, tracks, walk trails, viewing platforms, 

educational signage, etc). 

6.5 Commercial Precincts 

The Airfield, Terminals and Conservation Precincts comprise 

approximately 1425 hectares of the airport estate. The 

Commercial Precincts comprise the balance of the airport estate. 

It is in the public interest that the land in the Commercial 

Precincts is brought into productive uses that are compatible 

with surrounding land uses. The Airports Act 1996 and 

WAC’s policies and processes ensure development in the 

Commercial Precincts does not conflict with aviation activities 

and is consistent with sound environmental outcomes. 

The airport planning and development approval processes 

ensure that aviation requirements are prioritised in terms 

of land use and that all developments on the airport estate 

are subject to rigorous assessment of their implications 

for aviation safety, security, aviation capacity planning and 

environmental and community impacts. 

40


Experience to date indicates that the Perth Airport Estate is a logical place for transport dependent logistics companies 

to locate, reflecting that: 

• many companies need access to passenger and freight air services, particularly those servicing clients in regional 

Western Australia; and 

• the airport estate is located in close proximity to other transport modes, including the Kewdale rail freight facility, 

major highway networks and via those roads, to the Port of Fremantle. 

This experience is consistent with national and international trends that major international airports are incorporated into multimodal 

transport precincts as a preferred urban planning outcome. It is also consistent with the Western Australian Government’s 

planning policies for Perth. 

The rate of property development increased during the past five years in response to increased demand for Perth Airport property 

services reflecting buoyant economic conditions. During the past five years approximately 121 hectares in the Commercial 

Precincts were brought into productive use. 

Given the slowing of economic growth associated with the global financial crisis the rate of development in the Commercial 

Precincts is expected to be substantially slower over the next five years compared to that experienced during the period of the 

Master Plan 2004. 

Commercial Precinct 1 

Commercial Precinct 1 (CP1) comprises 196 hectares. Its location is depicted on the Site Plan at Figure 6.3. 

As at 31 March 2009 approximately 55 hectares of CP1 had been developed, with the following buildings having been erected 

within the past five years: 

Building Tenant Nature of Use Approximate Area (Ha) 

Hkew Alpha Office accommodation 2.2 

Toll Priority Office and warehouse 1.3 

ABC Learning Childcare centre 0.3 

Rio Tinto Office accommodation 2.2 

McIntosh & Son Warehouse 0.4 

Startrack Express Office and warehouse 1.4 

Works Infrastructure Office and warehouse 1.8 

Coventry Group Office and warehouse 0.6 

The Development Strategy and intended land uses identified for CP1 are listed in the following table. Intended uses are based on 

the Zoning Table in City of Belmont Town Planning Scheme No14 and are consistent with the uses described in the Master Plan 2004. 

41


Commercial Precinct 1 Development Strategy 

• Enable an integrated mix of commercial, aviation 

commercial, general warehouse, short-stay 

accommodation, industrial and community services 

land use objectives 

• Create a sense of balance of built form and landscape 

• Minimise overall environmental impact whilst 

maintaining high landscape and open space standards 

• Promote TOD (Transit Oriented Development) 

• Complement, via smart planning, adjacent 

residential areas 

• Allow flexibility for future staging 

• Identify relevant trade catchment deficiencies through 

retail gap analysis 

• Provide employment generating development 

opportunities 

• Provide a safe and pleasant working environment 

• Encourage sustainable development using latest 

planning principles 

• Support economic development of the region 

Commercial Precinct 1 Intended Uses 

• Air Cargo Distribution 

• Hostel 

• Aircraft Maintenance 

• Industry – General 

• Airline Operations 

• Industry – Light 

• Bulky Goods / Showroom • Industry – Service 

• Car Park 

• Motel 

• Child Care Premises* 

• Office 

• Consulting Rooms 

• Parks 

• Convenience Store 

• Perishable Exports 

• Driver Training and Education • Public Worship 

• Educational Establishment • Radio / TV Installation 

• Fast Food / Take Away 

• Rental Cars 

• Health Centre 

• Restaurant 

• Hotel 

• Serviced Apartments 

• Shop 

• Storage Facilities 

• Tavern 

• Transport Depot 

• Warehouse 

• Promote a range of day to day support uses 





SGS Office, warehouse, laboratory 2.6 

Aker Solution Office and workshop 0.8 

Toshiba Industrial Office and warehouse 0.6 

Schlumberger Office and workshop 3.0 

Le Tourneau Office and workshop 1.05 

Coles Office and warehouse 25.0 

Harries Office and warehouse 1.6 

Desmar Office and warehouse 4.0 

Goodman (ITT Flygt) Office and workshop 0.6 

Berendsen Pumps Office and workshop 0.9 


the Zoning Table in City of Belmont TPS No14 and are consistent with the uses described in the Master Plan 2004. 

42




• Enable an integrated mix of commercial, aviation 

commercial, general warehouse, short stay 

accommodation, recreational and industrial 

land use objectives 

• Maximise exposure to major road networks 

• Ensure level of risk is appropriate for light industry area 



opportunities 

• Minimise overall environmental impact including 

to adjacent Conservation Precinct 









• Bulky Goods / Showroom 

• Car Park 




• Driver Training and Education 

• Educational Establishment 



• Hotel 


• Tavern 


• Warehouse 

• Hostel 



• Industry – Service 

• Motel 

• Nursing Home* 

• Office 

• Parks 


• Public Worship 

• Radio / TV Installation 




• Shop 

NOTE: Portions of this Commercial Precinct are located within the 30-40 ANEF contour and reference to AS 2021 is required to identify the appropriate 

noise mitigation requirements for certain developments in these areas. 





Northline Office and warehouse 4.0 

Specialised Welding Office and workshop 1.0 

Coil Steels Office and workshop 2.0 

Fleetwood Office and workshop 7.0 

Centurion Transport Office and warehouse 7.0 

BGC Brickworks 32.0 

Bonnie Rock Office and warehouse 1.7 



43



• Enable an integrated mix of general warehouse 

and industrial land use objectives 


• Minimise overall environmental impact including 

to adjacent Conservation Precinct 




• Car Park 


• Driver Training and Education • Radio / TV Installation 





• Warehouse 





MacMahon Office, warehouse and workshop 4.5 

Amerind Office and warehouse 1.1 

Western Power Substation 1.1 




• Enable an integrated mix of commercial, general 

warehouse and industrial land use objectives 





opportunities 

• Minimise overall environmental impact including to 

adjacent Conservation Precincts 






• Car Park 





• Office 


• Public Worship 

• Driver Training and Education • Radio / TV Installation 

• Educational Establishment • Restaurant 


• Shop 




• Tavern 


• Warehouse 


NOTE: Portions of this Commercial Precinct are located within the 30-40 ANEF contour and reference to AS 2021 is required to identify the appropriate 

noise mitigation requirements for certain developments in these areas. 

Commercial Precinct 6 (CP6) comprises 73 hectares. Its location is depicted on the Site Plan at Figure 6.3. As at 31 March 2009 

none of CP6 had been developed. 



44



• Enable an integrated mix of commercial, general 

warehouse, short-stay accommodation, industrial 

and community services land use objectives 


• Minimise overall environmental impact whilst 

maintaining landscape and open space standards 

• Promote TOD 



opportunities 









• Hostel 





• Bulky Goods / Showroom • Industry – Service 

• Car Park 

• Motel 


• Office 


• Parks 



• Driver Training and Education • Public Worship 

• Educational Establishment • Radio / TV Installation 





• Hotel 


• Shop 


• Tavern 


• Warehouse 

* Major Airport Development. 

WAC has as part of the requirement to integrate planning on the airport with planning in the surrounding area, adapted 

the intended land uses for each of the Commercial Precincts above from the Zoning table in the City of Belmont, Town 

Planing Scheme No. 14. The intended uses marked with an asterisks are identified in regulations as uses that are deemed 

as major airport development and require the production of a Major Development Plan (MDP) prior to construction. 

45


46


Figure 6.1 Existing Airport Layout 

47

Figure 6.2 Airport Land Use 

49


Figure 6.3 Commercial Precincts 

51


7. Airport development plans 


This chapter describes the development plans in each of 

Perth Airport’s precincts to meet forecast demand during 

the next 20 years. An indicative ultimate configuration for 

Perth Airport is also described, based on the estate being 

developed to its full potential. 

7.1 General Overview 

As indicated in the previous chapter, the precinct structure 

and intended land uses which form the basis of the Master 

Plan 2004 are continued, those precincts being: 

• Airfield Precinct; 

• Terminal Precincts; 

• Conservation Precincts 5 and 7; and 

• Commercial Precincts 1, 2, 3, 4 and 6. 

These land use precincts are shown on the site plan at Figure 6.2. 

There were a number of significant developments during the 

past five years that result in changes to the projected nature 

and timing of infrastructure development on the airport 

estate compared to that contained in the Master Plan 2004. 

This trend had the following impacts on demand for 

Perth Airport services: 

• Significant growth in the number of aircraft at and below 

Code-C size seeking to operate from the Domestic and 

General Aviation Precincts and parking overnight. 

• Significant growth in air services in the period from 0500 

hours to 0700 hours, resulting in this becoming the peak 

period for airfield activity. During this period apron and 

runway capacity is almost fully utilised, resulting in the 

need to accelerate apron and taxiway construction. 

• The growth in intrastate air services is demonstrated in 

Figure 7.1 which shows that General Aviation/Charter 

activity at Perth Airport, as measured by Landed Tonnes, 

doubled in the period from 2005 to 2007. 

There are several easements in existence over sections of 

the airport estate, these are identified in Figure 9.1. All 

development undertaken on the airport estate will be 

cognisant of these easements and the relevant needs of 

the operators of the services within the easements will be 

incorporated into development proposals. 

Those changes, which are summarised in Chapter 1 – Background, 

are more fully described in this chapter. 

In the past five years the extent of demand for Perth Airport’s 

aviation and property services far exceeded forecasts due 

to the unanticipated strength of global, national and the 

Western Australian economies. This economic strength 

resulted in the following trends and impacts on Perth Airport: 

• High global demand for minerals and energy resulted in 

rapid growth in the Western Australian resources sector 

as resources companies sought to capitalise on very 

favourable trading conditions. 

• Rapid growth in intrastate air services, particularly closed 

charter services responding to the fly-in/fly-out mode of 

workforce deployment preferred by the resources sector. 

53


Figure 7.1 General Aviation Landed Tonnes 1993-2008 

400 

350 

300 

250 

200 

150 

100 

50 

0 

1993 

1994 

1995 

1996 

1997 

Landed Tonnes (000’s) 

1998 

1999 

2000 

2001 

2002 

2003 

2004 

2005 

2006 

2007 

2008 

Source: WAC 

• Above trend population growth in Western Australia arising from increased migration to the state. High employment levels, 

strong growth in disposable incomes and strong Australian dollar resulted in high consumption expenditure. These factors 

contributed to strong demand for domestic and international RPT air services. They have also resulted in increasing urbanisation 

in Perth, placing pressure on infrastructure, particularly the regional road network. 

• In response to strong demand, significant increase in air services provided by airlines and an increased presence of airlines 

offering “low cost” services. These factors resulted in the public being offered wider choice and, in most markets, access to 

lower airfares arising from increased competition between airlines. 

The impact of these factors was a rapid increase in the level of domestic and international RPT air services. This increase is depicted in 

Figure 7.2 which shows the upward shift in domestic RPT activity from 2002, as measured by annual passenger movements. 

54


Figure 7.2 Domestic Passenger History 1980-2008 

7,000 

6,000 

1997-2007 average annual growth 6.5% 

2000-2007 average growth 9% 

5,000 

FY2008 growth 13.6% 

Domestic Pax (000’s) 

1980 

1981 

1982 

1983 

1984 

1985 

1986 

1987 

1988 

1989 

1990 

1991 

1992 

1993 

1994 

1995 

1996 

1997 

1998 

1999 

2000 

2001 

2002 

2003 

2004 

2005 

2006 

2007 

2008 

4,000 

3,000 

2,000 

1,000 

0 

Source: BITRE, WAC 

• New and emerging aircraft technology, including the Airbus A380 and Boeing B787 Dreamliner are becoming a central element 

of airline fleet/business strategies. These aircraft bring with them specific requirements in relation to airport infrastructure. 

• The significance of climate change and resulting Government policy settings to reduced carbon emissions is expected to impact 

airport infrastructure planning and design. 

• The continued development of the Kewdale area, including Perth Airport, as a logical zone for freight and logistics industrial 

development, has contributed to increased demand on the arterial road network in the vicinity of Perth Airport. Increasing 

congestion on road network in eastern suburbs of Perth is adversely impacting access to Perth Airport. 

Due to deteriorating economic conditions the rate of growth in demand for Perth Airport aviation and property services slowed in 

late 2008. The latest aviation forecasts, upon which this Master Plan 2009 is based, and which are described in Chapter 5, see low 

growth in 2010 and recovery from 2011. 

55


The general impacts of the trends described above and the 

forecasts outlined in Chapter 5 on airport development plans 

are as follows: 

Consolidation of RPT Air Services into the 

Current International Precinct 

The Master Plan 2004 restated the long-term plan that 

all RPT air services at Perth Airport will be consolidated 

into the current International Precinct. The Master Plan 

2004 projected that consolidation of RPT services would 

commence after 2020. 

As a result of the unprecedented growth described above, WAC 

has decided to bring forward the phased relocation of domestic 

RPT services into the International Precinct, which is now 

expected to commence in 2011. This decision was arrived at 

after in depth planning and assessment and consultation with 

airlines that confirmed that making very substantial further 

investments in aviation infrastructure in the existing Domestic 

Precinct cannot be justified. 

Bringing forward consolidation has profound implications for 

all aspects of air service provision at Perth Airport and 

for surface transport and access. 

Substantial operating efficiencies, economies of scale 

and improvements to passenger service will result from 

consolidating all RPT services. The consolidation is expected 

to occur in stages to allow Perth Airport to continue to 

operate and grow while new facilities are constructed. 

7.2 Developing Facilities for 

Regional Air Services 

The scale of intrastate air services, including closed charters, 

at Perth Airport is unusual for a large capital city airport. 

The outlook for such services is closely linked to the state’s 

resources sector, which is expected to continue to grow 

strongly in the long-term, albeit in a cyclical manner. 

2008 general aviation, which includes the closed charter 

sector, accounted for approximately 36 percent of airfield 

movements but only 7 percent of passenger movements. 

Experience at Perth Airport has been that infrastructure 

needs for intrastate/closed charter air services differ in 

material respects from the requirements of larger interstate 

and international RPT services and inefficiencies can arise 

from co-location of such services, particularly during periods 

of rapid growth. 

Westralia Airports Corporation’s plans therefore incorporate 

development of facilities purpose-built for intrastate air 

services that are located such that they can operate and be 

expanded with minimal impact on larger RPT services. 

7.3 Changes to Surface Access 

The unprecedented growth in air services and the plan to 

commence consolidation has required a fundamental review 

of surface access planning and infrastructure provision both 

within the airport estate and in relation to how regional road 

and public transport networks will interface with Perth Airport. 

The status of Surface Transport and Access planning is fully 

described in Chapter 8. 

The balance of this chapter more fully describes the airport 

development plans which take into account the general 

trends and impacts described above. 

7.4 Airfield Precinct 

The Airfield Precinct comprises all infrastructure required 

for the movement of aircraft, including runways, taxiways, 

aprons for aircraft parking and terminal interface, navigation 

aids and facilities for aviation fire and rescue services. There 

is sufficient land in the Airfield Precinct to accommodate all 

required aircraft movement infrastructure for the ultimate 

configuration of Perth Airport. 

Intrastate general aviation air services predominantly involve 

aircraft smaller than B737 and A320 Aircraft. The closed 

charter sector of this market is a relatively intensive user of 

airfield infrastructure yet carries relatively fewer passengers 

than domestic and international services. For example, in 

56


Runways and Taxiways 

Existing runways at Perth Airport comprise: 

• a primary north south runway (03L/21R), 

3,444 metres long; and 

• a secondary north east south west runway (06/24), 

2,163 metres long. 

There has been no change to the runway configuration 

during the period of the Master Plan 2004. 

There is sufficient land in the airport estate to accommodate 

extensions to these runways and associated taxiways. There 

is also sufficient land to the east of the International Precinct 

to construct a new 2,700 metre parallel north south runway 

(proposed 03R/21L). 

The proposed runway alignment crosses the existing 

alignment of Grogan and Hudswell Roads. These roads are 

required for access beyond the construction of the proposed 

runway and will need to be lowered as part of the runway 

works to maintain this access. 

Simulation modelling has been undertaken to guide planning 

and design of runway and taxiway systems. The planned 

means of accommodating future aviation demand in the 

long-term are: 

• extend Runway 06/24 to the north east to a total length of 

3,000 metres; 

• extend Runway 03L/21R to the north to a total length of 

3,800 metres, and; 

• construct a new north south runway (03R/21L) of 2,700 

metres to the east of the International Precinct and parallel 

to the existing Runway 03L/21R. 

It is considered unlikely that any of the runway developments 

will be required during the 20 year planning period of this 

Master Plan 2009. 

Planning has determined that the length of the proposed 

parallel runway would be 2,700 metres in its ultimate 

configuration to accommodate future aircraft movements. 

This location of the planned additional runway is unchanged 

from the Master Plan 2004 and was chosen for reasons 

including the need to preserve high priority conservation 

areas located to the north and south. In this configuration 

the impact of the new runway on the natural environment 

and aircraft noise exposure for communities to the north, 

including the Midland town centre, will be minimised. 

The projected runway and taxiway configurations in 20 years 

and under the ultimate airport configuration are depicted in 

Figures 7.3 and 7.4. 

Aprons 

Extensive increases in the aircraft parking and terminal 

interface aprons were constructed during the period of the 

Master Plan 2004 to cater for significantly increased aviation 

activity. The current extent of apron areas is shown in the 

Site Plan at Figure 7.5. 

In 2008 construction of a further substantial apron area was 

commenced and is scheduled to be completed in May 2009. 

This new apron is a component of the works that comprise 

the planned first phase of consolidation of RPT services. 

This new apron area is 260,000 square metres and will 

accommodate 36 aircraft parking positions. The apron will 

service a planned new terminal described below. 

Further extensive apron works will be undertaken to 

accommodate future growth and the complete consolidation 

of RPT services. The new apron works will include areas with 

capacity to service the new A380 aircraft. 

The projected apron configuration in 20 years and under 

the ultimate airport configuration is depicted in Figures 7.3 

and 7.4. 

Navigation Aids and Facilities for Aviation Fire 

and Rescue Services 

There were no material changes to navigation aids or aviation 

fire and rescue facilities in the Airfield Precinct during the 

period of the Master Plan 2004. 

Enhancements to navigation aids, consistent with the 

expansion of airfield movement areas, will be constructed 

in the Airfield Precinct and elsewhere on the airport estate 

consistent with the requirements of Airservices Australia. 

57


In 2008 Airservices Australia and WAC agreed on the location 

of a new facility for the aviation fire and rescue service 

provided by Airservices Australia. This new facility is expected 

to become operational in 2011 and the existing facility will be 

decommissioned. 

Airservices Australia are in the process of implementing the 

Advanced Surface Movement Guidance and Control System 

(A-SMGGS) at Perth Airport. The final locations of equipment 

are being identified and the required sites will be protected 

once the selection process is completed by Airservices 

Australia and WAC. 

7.5 Terminal Precincts 

The projected Terminal Precinct configurations in 20 years 

and under the ultimate airport configuration are depicted in 

Figures 7.3 and 7.4. 

The International Air Transport Association (IATA) publication 

Guidelines for Airport Capacity/Demand Management 

provides a level of service framework which permits 

comparison between sub-systems within an airport complex. 

Consistent with common practice in Australia and the 

expectations of airlines operating in Perth, Perth Airport 

has adopted the IATA Level of Service C classification as the 

base level of service for terminal facilities. This classification 

provides for “good level of service; condition of stable flow; 

acceptable delays; good level of comfort”. 

The size of a terminal, including the number of aircraft gates, 

is based on the forecast number of passengers, aircraft 

movements, and visitors during the calculated ‘busy hour’ 

and taking into account the adopted level of service standard. 

There are currently three Terminal Precincts at Perth Airport: 

The Domestic Terminal Precinct comprises two terminals. 

One of the terminals is subject to a long-term lease to Qantas 

Airways which expires in 2018. Under the lease Qantas has 

exclusive access and retains operational control. This Terminal 

is called “Terminal 2” or “the Qantas Terminal”. Adjacent to 

Terminal 2 is a second terminal, known as Terminal 3, from 

which five domestic airlines currently operate, the largest of 

which are Virgin Blue and Skywest. 

During the period of the Master Plan 2004 the level of activity 

in the Domestic Terminals increased significantly. Various works 

have been undertaken in both terminals to increase their capacity 

and to improve customer service standards. In 2008 these works 

included integration of the two terminals in the landside area 

to increase baggage reclaim and to assist passenger flows. 

The International Terminal Precinct includes one terminal 

dedicated to international services. During the period of the 

Master Plan 2004 the level of activity in this terminal also 

increased significantly and various works were undertaken 

to increase the terminal’s capacity and to improve customer 

service standards. 

The General Aviation Precinct is located adjacent and to 

the north of the Domestic Terminal Precinct and comprises 

numerous leased facilities from which non-RPT charter and 

rotary wing services operate. The larger of the companies 

operating from this precinct are Skippers Aviation, Cobham 

Aviation Services Australia (Cobham), and Network Aviation. 

Interspersed within the General Aviation Precinct are aircraft 

maintenance and other aviation support service companies. 

During the period of the Master Plan 2004 the level of activity 

in the General Aviation Precinct increased significantly, 

due mainly to the demand for charter services by the 

resources sector. Various apron and taxiway expansions 

were undertaken in the Precinct and a new area, “Taxiway 

Romeo”, was developed to cater for continuing demand. 

Terminal Precinct Development Plans 

The significant growth in aviation services, the revised 

forecasts and the resulting decision to bring forward 

consolidation of RPT services has had a profound impact 

on terminal development plans. 

Planning of new terminal facilities, to support staged 

consolidation, is continuing in close consultation with airlines 

and other stakeholders, including Airservices Australia. 

58


The following are the key elements of the evolving indicative 

terminal development plans: 

• A new terminal (described as “Terminal WA”), purposebuilt 

for domestic services flown by Code-C or smaller 

aircraft, is currently being designed. The design is 

incorporating features specifically for air services to 

regional Western Australia, including fly-in/fly-out and 

will also support interstate RPT services, which may also 

operate from the new terminal. This new terminal will be 

located proximate to the current International Terminal. 

Public consultation on a draft Major Development Plan 

(MDP) for the new terminal has recently been completed. 

It is expected that the final draft MDP will be submitted 

for approval to the Federal Minister for Infrastructure in 

June 2009. Construction of the new terminal is expected 

to commence once Ministerial approval of the MDP is 

received and commercial arrangements with airlines 

necessary to secure financing are put in place. It is 

projected that the new terminal will be ready for use in 

2011, at which time a number of the airlines operating in 

the Domestic Precinct will relocate to the new terminal. 

This will constitute the first stage of consolidation. 

• Further investments will be made in the existing two 

Domestic Terminals to ensure that growth of the remaining 

domestic airlines can continue and levels of customer 

service improved. The levels of customer service in the 

existing two Domestic Terminals will be significantly 

enhanced by the combined effect of the works being 

undertaken and planned in the two terminals and the 

reduced level of activity which will occur when some of 

the airlines relocate to the new terminal in 2011. 

• Investments will be made in the current International 

Terminal to increase capacity and customer service standards 

in key terminal areas, including the departure lounge, 

baggage reclaim and customs and quarantine areas. 

• The final stages of consolidation of all larger aircraft RPT 

services are expected to centre on a new terminal facility 

that incorporates the existing International Terminal. 

The early stage concept planning for the final stages of 

consolidation contemplate a large integrated terminal 

complex from which all interstate and international 

services will operate. The new terminal complex is likely to 

incorporate the following features: 

• Shared use of certain processes to achieve efficient use 

of capital. 

• Swing gates to facilitate aircraft operating both 

international and domestic services. 

• Capacity to service multiple A380 aircraft operations. 

• New technologies to enhance the passenger experience. 

• Multi-deck car parks connected by elevated concourses 

to the terminal complex. 

• Better practice in vehicle and public transport services. 

• Administration offices and hotel accommodation 

proximate to the terminal complex. 

• Contemporary design and technology to achieve energy 

and water usage efficiency. 

This Master Plan identifies the general location of the 

future consolidated terminal complex at Perth Airport and 

its supporting aviation and surface access infrastructure. 

This information is sufficient to enable other infrastructure 

providers to undertake their long term planning to support 

consolidation. 

The nature and timing of the final stages of consolidation 

are the subject of ongoing discussions between WAC and 

its airline partners but it is expected that the final stages of 

consolidation would commence after 2016 and be complete 

before 2021. 

The detailed design characteristics of the terminal will largely 

be determined by the business needs of airlines using the 

consolidated terminal and the various safety and security 

requirements of government agencies. It is expected that 

detailed concept plans will be completed by the end of 2011. 

It material changes to the Master Plan are required, WAC will 

seek the Minister’s consent to vary the Master Plan at that 

time, although it is considered to be unlikely. 

The precise timing of consolidation will be determined largely 

by the demand for terminal capacity. Of particular relevance 

will be the speed of recovery in demand once the economy 

emerges from the current recession and the extent that capacity 

generated by the earlier stages of consolidation is utilised. 

59


Once consolidation of regular passenger air services has 

occurred and the existing domestic terminals become 

underutilised it is expected that they will continue to be used 

for aviation related functions due to their important airside 

interface and the existence of significant aircraft parking areas. 

Other changes in the Terminal Precincts will be associated 

with aviation refuelling facilities. 

Currently Jet A-1 fuel is pumped by underground pipeline 

to above ground tanks at the Joint User Hydrant Installation 

(JUHI) in the International Terminal Precinct from the depot 

at Kewdale. Fuel is pumped from these tanks into the apron 

hydrant system for refuelling of aircraft on the international 

and domestic aprons. 

Air BP and Shell have depots in the Domestic Terminal Precinct 

at the Joint Oil Supply Facility (JOSF). This depot has a Jet 

A-1 fuel hydrant to supply road transport vehicles used for 

fuelling aircraft that do not have access to hydrant points. 

AV-GAS is also supplied from this depot for the fuelling of 

piston engine aircraft. 

In the near term the JUHI facility will expand to meet the 

expected demand. As the International Terminal Precinct 

grows, this facility will be relocated to a new fuel depot 

located at the southern end of the aviation support area 

west of Horrie Miller Drive. 

A JOSF installation will continue to operate in the Domestic 

Terminal Precinct until it is consolidated into the relocated 

JUHI facility as indicated above. There may however be a 

requirement for a satellite facility to service general aviation 

aircraft and a location with airside access has been identified 

in the existing Domestic Terminal Precinct. This location is 

closer to the aircraft it will service and the existing site is 

allocated for car park expansion. 

7.6 Commercial Precincts 

The rate at which the commercial precincts are developed 

at Perth Airport and the nature of those developments is 

principally determined by the level of demand for large-lot 

industrial and commercial sites in the Perth Metropolitan area. 

The rate of commercial precinct development was higher 

than expected during the past five years due to the strength 

of the Western Australian economy and the consequent 

demand for industrial land. 

The rate of commercial development at Perth Airport has 

slowed considerably and is expected to remain subdued 

for the next three years due to the marked deterioration in 

economic growth which commenced in 2008. During the 

next three years commercial development is expected to be 

largely limited to expanding existing facilities as might be 

required by existing tenants. 

Beyond three years it is expected that economic conditions 

will improve and the rate of demand for Perth Airport’s 

property services will again increase. 

The aviation infrastructure plans described earlier in this 

chapter support the staged transition of regular passenger 

air services from the current domestic terminal precinct into 

the current international terminal precinct. As this transition 

occurs it is expected that land in the domestic precinct 

currently used for aviation, including at-grade car parking, 

will be made available for other uses. These alternative uses 

would be consistent with developments that have already 

occurred in the precinct to date including freight and aviation 

maintenance and industrial and office developments. 

One potential use for land in the domestic precinct that 

is being assessed by Perth Airport is development of high 

quality office park. One office complex has been developed 

in the precinct and another in under development. The 

feasibility of developing a cluster of such office complexes 

in the precinct will continue to be assessed along with other 

potential land uses. 

The amount of ground transport activity to, from and within 

the precinct is expected to lessen as the planned uses will 

have lower traffic intensity than the existing aviation activity. 

60


Figure 7.3 2029 Passenger Facilities Development 

61


Figure 7.4 Ultimate Passenger Facilities Development 

63


Figure 7.5 2029 Movement Area Development 

65


Figure 7.6 Ultimate Movement Area Development 

67


Figure 7.7 Aviation Support Areas 

69


8. Surface Access 


This chapter examines: 

• the challenge of providing adequate surface access to 

Perth Airport; 

• surface access planning; 

• the current and future potential role of public transport 

services: and 

• the current and future on-airport road network and car 

parking. 

8.1 The Surface Access Challenge 

at Perth Airport 

The success of any airport depends on it being accessible. 

Passengers and freight need to be able to move freely to and 

from their off-airport destinations and origins. It is important 

that staff and the myriad of businesses that provide services to 

airlines and other major airport businesses have efficient access. 

Almost every airport at some stage of its development faces 

challenges with surface access and meeting these challenges 

is critical to the airport’s development. It is usually the case 

that these challenges arise from the complex interactions 

between the airport and the vast array of social and economic 

uses of surface access infrastructure in the vicinity of the 

airport. This is the situation in which Perth Airport currently 

finds itself. 

The location of Perth Airport close to the CBD, and with 

significant links to the regional road network, results in 

generally good access for the airport, with the exception 

of the morning and evening periods of peak hour traffic 

congestion on the regional road network. 

As shown in Figure 8.1, Perth Airport is bounded by the Great 

Eastern and Tonkin Highways which are major transport links 

within Perth and to WA’s regions. Roe Highway is close to the 

airport’s eastern boundary and links traffic to and from the 

north and east to the Port of Fremantle. Leach Highway runs 

from Perth Airport to Fremantle. Key arterial roads servicing 

traffic are Orrong, Abernethy and Kewdale Roads. 

These roads carry significant volumes of traffic with a number 

of intersections currently operating beyond capacity during 

peak traffic periods, resulting in significant congestion. In 

terms of lost productivity, the estimated current cost of this 

congestion to the Perth economy is $21 million a year 1 . 

Without major investment in new road infrastructure, 

expected traffic increases over the next four years will result 

in a ten fold increase in the number of hours lost by road 

users. By 2011/2012 the increased congestion is projected to 

cost the Perth economy $207 million a year in today’s prices 2 . 

For at least a decade very little has been done to increase 

the capacity of the major arterial roads surrounding Perth 

Airport. The industrial development around Kewdale, the 

growth of population in the suburbs to the north and east of 

Perth Airport and the growth of the airport itself have led to a 

situation where road congestion is materially impacting 

Perth Airport’s ability to serve and grow. It is also impacting 

the preparedness of airlines to support further development 

of the airport, and in particular the consolidation process. 

The current congestion on the roads surrounding Perth 

Airport is largely the result of traditional metropolitan 

commuter peaks. For reasons related to airlines maximising 

the efficiency of their fleets, Domestic Terminal peaks are 

between 5.30am and 6.00am and 11.00pm and 12.00pm, 

and the International Terminal peaks are between 11.00pm 

and 3.00am. Hence the airport and arterial road peaks do 

not coincide, however many people who need to access and/ 

or egress Perth Airport during the metropolitan peaks suffer 

major inconvenience. 

The airport peak operating periods are generally outside 

the normal hours of operation of public transport and are 

regarded by travellers as unattractive times to be using public 

transport. This pattern of passenger traffic makes road 

transport the necessary dominant form of transport to and 

from Perth Airport. 

1 ACIL Tasman report p 47 

2 ACIL Tasman report p 47 

71


Figure 8.1 Regional Road Network 

72


Figure 8.2 Perth Airport Transport Links 

73


Successive Western Australian Governments have supported 

plans to develop a land freight hub in the area of Kewdale. 

This sensible planning has had considerable success in 

increasing rail freight transport to the Port of Fremantle and 

in providing a focus for freight transport on roads specifically 

designed and managed for the task. This strategy has 

succeeded in reducing the amount of land required to store 

containers at the Port of Fremantle (where land constraints 

are significant) and in reducing the number of road freight 

trips through the southern and eastern suburbs of Perth. 

However, there are an increased number of truck trips to and 

from the Kewdale land freight hub. 

Substantial growth in the Kewdale industrial area and use of 

the Kewdale Intermodal Terminal is generating considerable 

additional demand on the road network at the same time 

as the airport and commuter demand is also increasing. 

The growth of non-aviation related activities on the eastern 

side of the airport estate have made a modest but material 

contribution to the volumes of heavy vehicles travelling to 

and from Kewdale area. 

The major challenges for surface access to Perth Airport have 

been identified as: 

• increasing passenger numbers for both international and 

domestic travel which have brought forward plans for 

consolidation of operations into the International Precinct; 

• increasing vehicle congestion on the roads surrounding 

the airport, particularly Great Eastern Highway, Tonkin 

Highway, Kewdale Road, Roe Highway and Leach Highway; 

• the need for timely construction of accesses that are 

capable of carrying the traffic generated by the staged 

airport consolidation and growing to cater for the ultimate 

development; 

• development of adequate access to the General Aviation 

precinct in the north eastern quadrant of the airport estate; 

• provision of alignments and space for future public 

transport systems (road and rail) into the existing Domestic 

and Consolidated Precinct; and 

• short-term provision of public transport into the 

Consolidated Precinct. 

Previous Master Plans prepared for the development of Perth 

Airport contemplated improvements to the regional road 

network in line with the plans for consolidation. However, 

the unprecedented growth in passenger numbers at the 

airport in the last five years has resulted in the proposed time 

for consolidation being brought forward significantly. 

Airlines have indicated that surface access quality into the 

Consolidated Precinct needs to be as good as or better than 

that which currently exists to the Domestic Terminal Precinct, 

otherwise they will not agree to relocate their operations. 

If there is not a credible proposal put forward to substantially 

reduce congestion around the airport, and particularly on 

Tonkin Highway, airlines will not support consolidation and 

therefore it will not proceed. 

Westralia Airports Corporation is contributing to meeting 

these challenges by providing significant infrastructure at 

the airport. However, providing the community with good 

surface transport outcomes to, from and around the airport 

will only be achieved through the coordinated efforts of the 

relevant Government transport agencies. 

8.2 Surface Access Planning 

A number of strategic planning studies for Perth Airport 

and associated surface access requirements have been 

undertaken over the last decade. During 2008 WAC continued 

to work collaboratively with State Government agencies to 

develop long-term options for access to and from Perth Airport. 

The Federal Government has provided funding of $3 million 

to the Western Australian Government to develop a strategic 

framework for transport networks servicing Perth Airport. 

The study is to identify key transport needs and routes, 

including public transport, and to develop a strategy for the 

airport and environs, linking with the Metropolitan Freight 

Strategy. Westralia Airports Corporation strongly supports 

the development of this strategy and will incorporate its 

outcomes in future Master Plans. Activities during the period 

of this Master Plan will also be responsive to the outcomes 

of the Perth Airport Transport Master Plan once this is 

completed. While it is expected this strategy will identify a 

range of options to increase the use of public transport, in 

75


the short run the options are likely to be road based and it 

is inevitable that for a very long time, private motor vehicles 

will remain the dominant means of transport for passengers 

travelling to and from the airport. 

Main Roads Western Australia (MRWA) is committed to 

providing improvement measures on Tonkin Highway 

between Leach Highway and Roe Highway in the short to 

medium term, and the need to ensure consistency with 

longer term planning. Planning undertaken by WAC and 

MRWA has identified that the consolidation of the airport 

will generate significantly more traffic on the accesses to 

the International Precinct than was previously anticipated. 

Further, the previously planned intersection upgrades 

would not be capable of efficiently processing the predicted 

volumes of traffic in the longer term. 

Having identified the inadequacies of previous plans, the 

Perth Airport Strategic Road Access Study was undertaken. 

This study drew together key stakeholders to work 

collaboratively to ensure an agreed way forward for land 

transport access to and around Perth Airport and provided 

the opportunity to take a more holistic view of the land 

transport system surrounding Perth Airport. 

This structured review assessed a range of network options 

which would integrate Perth Airport more completely into the 

regional road network, particularly with respect to relationships 

between key network intersections and interchanges. 

Arising from this review the Western Australian Government 

has identified the upgrade of the public arterial road network 

around Perth Airport as a national infrastructure priority. 

The Government submission to Infrastructure Australia (IA) 

estimates the total cost of these works at $525 million 3 . This 

funding application seeks to build on the funding provided by 

the Commonwealth Government under the Nation Building 

Program for the upgrade of the Perth Urban Transport and 

Freight Corridor. Some of the proposed works on Tonkin 

Highway are funded from this program. In general terms, the 

purpose of these upgrades is to: 

• solve current congestion problems in the area surrounding 


• ensure the road network does not constrain the capacity 

of Perth Airport to deliver aviation services required for 

regional development and economic growth; and 

• complement the major investment in aviation 

infrastructure which WAC has commenced that will result 

in the consolidation of all large scale air services into the 

current International Precinct of Perth Airport. 

Figure 8.2 shows the projects contained in the Western 

Australian Government’s submission to IA and new roads 

WAC is constructing on the airport to link the Consolidated 

Terminal Precinct to Tonkin Highway. 

The specific elements of the investments proposed by the 

Western Australian Government are to: 

(a) Build a freeway to freeway interchange at the intersection 

of Leach Highway and Tonkin Highway; 

(b) Upgrade Tonkin Highway from Great Eastern Highway to 

Roe Highway to a six lane freeway; 

(c) Build a grade separated interchange (diamond) at the 

intersection of Horrie Miller Drive and Kewdale Road 

(one road) with Tonkin Highway to primarily service freight 

demands both within the existing Kewdale industrial area 

and the developing commercial land uses on and around 

the airport; 

(d) Upgrade the intersection of Roe Highway and Tonkin 

Highway to become a full freeway to freeway interchange 

to cater for increasing demands by freight, airport and 

general traffic; 

(e) Build a grade separated interchange at the intersection 

of Boud Avenue and Tonkin Highway; 

(f) Build a half diamond interchange at the intersection 

of Leach Highway and Abernethy Road to cater for the 

increased traffic demand on Leach Highway; and 

(g) Upgrade Orrong Road between Leach Highway and the 

Graham Farmer Freeway. 

While the focus of the IA proposal is to improve access 

arrangements to Perth Airport, benefits will flow to many 

other road users. Indeed, it would seem that the principal 

beneficiaries of any arterial road upgrades around Perth Airport 

will be commuters who use the road system surrounding the 

3 IA (2008, p70) 

76


airport to get to and from their places of work. It is these road 

users who are the cause of, and the most inconvenienced by, 

the congestion that is being experienced on a daily basis on the 

eastern part of Perth’s arterial road network. 

The significant benefits from improvements to the roads 

servicing Kewdale and the International Precinct would flow to 

all business and commercial vehicle operators in the area, not 

just those on the airport site. It is also to be noted that the nonaviation 

developments in the International Precinct have been 

of the same nature as those that have occurred in other areas 

of Kewdale and are entirely logical land uses that are consistent 

with State Government urban planning for Kewdale. 

8.3 Public Transport 

Buses and Taxis 

The Terminal Pricinct including Commercial Precinct 1 is 

currently serviced by a public bus service that connects the 

airport to the CBD: 

• Route 37 operates through Belmont and has a journey time 

of 40 minutes from the airport to the CBD. 

This service is used by passengers accessing the domestic 

terminals and by on-airport employees commuting to and 

from work. 

In addition to this bus service, the Domestic Terminal Precinct 

is serviced by taxis and an airport shuttle bus service operating 

from the airport to the CBD and Fremantle. A shuttle bus also 

operates between the Domestic and International Precincts. 

To facilitate the ongoing operations of the existing Domestic 

Terminal Precinct until consolidation is complete, WAC has 

commenced a $7.5 million project to significantly improve 

passenger access to the existing Domestic Terminal complex. 

These works will include: 

• dedicated traffic lanes for taxi pick-up, public pick-up 

and drop off, buses and small charter vehicles; 

• re-engineered taxi pick-up facility to improve efficiency 

of this area; 

• increased curbside width in front of terminal; and 

• covered walkways for passengers in terminal forecourt. 

These projects are expected to be completed in early 2010. 

There is currently no public bus service to the International 

Precinct however the precinct is served by taxis and airport 

shuttle bus services. 

As the first phase of consolidation progresses the 

implementation of a public bus service will be desirable. 

Westralia Airports Corporation will continue discussions 

with the Public Transport Authority (PTA) regarding bus 

services to the Consolidated Precinct. As consolidation 

proceeds WAC will ensure that buses and taxis have suitable 

access to the new terminals. 

As the airport’s peak operational periods are at times that 

are inconsistent with public transport schedules or are at 

times when public transport usage is not desirable there 

are a number of private shuttle bus services that operate to 

and from the airport. As the airport peak times are unlikely 

to change substantially in the future, it is likely that growth 

in the number and locations served by private shuttles will 

follow growth in airport operations. 

Rail Transport 

Currently there is no rail service to Perth Airport. The timing 

of construction of a rail connection to Perth Airport is 

ultimately for the Western Australian Government to decide 

having regard to its broader rail network strategy and the 

particular economics of an airport rail link. While rail will 

become an important means of accessing Perth Airport in 

the future, for the reasons summarised in Section 8.1, road 

transport both public and private will remain the predominant 

means of access to and from the airport. 

Westralia Airports Corporation is assisting the PTA in its 

planning for rail services connecting the airport into the 

urban rail system. Airport development plans make provision 

for the emerging preferred design of the rail connection. 

The proposed route has a number of alignment options 

both within and outside the airport that are to be further 

examined. Westralia Airports Corporation will incorporate 

the final alignment into future Master Plans once it is 

determined by the Western Australian Government. 

77


The State Government’s Freight Network Review sets out a 

long-term strategy for freight transport in the metropolitan 

area. A range of intermodal terminal and rail siding concepts 

have been proposed for airport land. While it is unlikely 

that air freight containers will be moved by rail, transport 

efficiencies could be sought by non-aviation business 

expansion in the north east quadrant of the airport. The 

preferred concept is the construction of new rail spurs off 

the Midland Freight Line which could improve freight logistics 

between the Kewdale, Forrestfield and Hazelmere areas and 

remove some freight truck traffic from Abernethy Road. 

Westralia Airports Corporation will continue to cooperate 

with the DPI in freight rail investigations. 

8.4 On-Airport Road Network 

Westralia Airports Corporation recognises that the road 

network on the airport estate needs to be designed so that 

it is integrated with the off-airport regional road network. 

Westralia Airports Corporation is working closely with MRWA 

to ensure this is achieved. 

In particular, traffic modelling indicates that in the long-term 

there will be a need to largely segregate passenger traffic 

accessing the Consolidated Terminal area from commercial 

traffic accessing industrial developments along Horrie Miller 

Drive in order to avoid congestion at the Tonkin Highway/ 

Horrie Miller Drive interchange. There are also traffic safety 

benefits with such a network configuration. 

Westralia Airports Corporation is well advanced with 

construction of a new on-airport public road connecting 

the Domestic and International Precincts shown in red 

on Figure 8.2. This road will support the first phase of 

consolidation by allowing airport users to move between 

the two precincts without having to use the Great Eastern 

and Tonkin Highways and Horrie Miller Drive and will be 

completed before the opening of Terminal WA. This project is 

expected to halve the current inter-precinct transfer time. 

Domestic Terminal Precinct 

The main access to the Domestic Precinct is currently via 

Brearley Avenue which intersects with Great Eastern Highway 

and the off ramp from Tonkin Highway from the north. 

Secondary access to the precinct is available via the Great 

Eastern Highway/Fauntleroy Avenue intersection. 

Both of these intersections are heavily congested during the 

morning and evening metropolitan peak periods when Great 

Eastern Highway is at capacity. This results in significant delays 

for traffic entering and exiting the airport and for traffic 

attempting to pass the airport site on Great Eastern Highway. 

The major upgrade of the Domestic Terminal forecourt 

includes significant changes to the traffic flow in the 

Domestic Precinct and is currently underway. This upgrade 

will change the front of the terminals to a three lane linear 

arrangement with dedicated lanes for taxis, buses and the 

general public pick-up and drop off. Currently all of these 

modes of transport arrive in the terminal forecourt from 

an access off Brearley Avenue. The changes will separate 

taxi and bus traffic to approach the terminal forecourt 

via Fauntleroy Avenue. General public and short-term car 

parking customers will continue to approach the terminals 

via Brearley Avenue. Traffic exiting the terminal forecourt 

will also follow a new route along Snook Road to the newly 

constructed roundabout on Ross Road then back onto 

Brearley Avenue to exit the airport. 

The proposed future construction of the Boud Avenue/Tonkin 

Highway interchange, allowing direct access from Tonkin 

Highway from the south and the north, will significantly 

reduce the load on Great Eastern Highway and on Brearley 

Avenue and improve access to the Domestic Precinct. 

78


General Aviation Precinct 

There has been a very significant increase in vehicle traffic 

into the General Aviation Precinct in the past five years due 

to the growth in fly-in/fly-out services for the resources 

sector. This activity peaks in the early morning and late 

afternoon. This area becomes badly congested as there is 

only one road in and out of the precinct. 

To address this congestion it is necessary to improve the 

connections between the precinct and Great Eastern 

Highway. Options in this regard that are being discussed 

with MRWA include: 

• Upgrading the Great Eastern Highway/Fauntleroy 

intersection which will also improve access to the 

Domestic Precinct and the General Aviation Precinct. 

• Extending Bungana Avenue to a new T-intersection 

on Kalamunda Road to improve the traffic flow in the 

precinct and reduce demand on Fauntleroy Avenue 

and its intersection with Great Eastern Highway. 

International Terminal Precinct 

The main access to the International Precinct is Horrie Miller 

Drive which intersects with Tonkin Highway and Kewdale 

Road. Secondary access to the precinct is available via Grogan 

and Abernethy Roads. A further link, Hudswell Road, which 

is under construction, will also connect Abernethy Road to 

Horrie Miller Drive. 

Currently traffic congestion on Tonkin Highway during the 

metropolitan peak hours causes significant delays to traffic 

using the highway and in turn to traffic accessing and 

leaving the airport. This is currently resulting in a poor initial 

impression for international visitors arriving in Perth on the 

flights arriving between 3.00pm and 5.00pm. 

A number of interim projects are in progress that will 

provide modest short-term improvements to the congestion 

experienced daily on Horrie Miller Drive at the Tonkin Highway 

intersection. These include construction of a second right turn 

lane for traffic exiting the airport and heading north on Tonkin 

Highway and an extended left turn lane for traffic leaving the 

airport and heading south. These works will be completed 

during 2009. 

Traffic modelling undertaken to date indicates that the 

primary passenger access to the Consolidated Airport Precinct 

in the ultimate development will be from a new connection 

from the Tonkin/Leach Highway interchange. Horrie Miller 

Drive will be the primary access from Kewdale Road and 

Tonkin Highway to the non-aeronautical developments that 

are located along Horrie Miller Drive thus separating heavier 

industrial vehicles from passenger vehicles. The modelling 

undertaken to date is preliminary and WAC will continue 

to work closely with MRWA to progress the design of the 

connections between the airport and Tonkin Highway. 

While the extension of Leach Highway into the airport estate 

has been shown on Figure 8.2, the alignment north of the 

intersection/interchange at Tonkin Highway is only indicative. 

Design of the traffic pattern in the Consolidated Terminal 

Precinct, access to the extensive parking structures and the 

various constraints associated with road construction in the 

approach to Runway 03L/21R will all need to be taken into 

account when finalising this alignment. 

It is clear however that to cater for the predicted traffic volumes 

the final alignment will need to differ significantly from that 

previously identified in the Master Plan 2004. Provision of 

a systems interchange at the junction of Tonkin and Leach 

Highways as the primary road access to the Consolidated 

Terminal area will also require additional airport land to be 

set aside for surface access than was previously envisaged. 

Commercial Precincts 

Access to Commercial Precinct 1 is currently provided by 

Brearley and Fauntleroy Avenues, both connecting with 

Great Eastern Highway and indirectly to Tonkin Highway. The 

existing Great Eastern Highway/Tonkin Highway Southbound 

off-ramp/Brearley Avenue is heavily congested during peak 

periods and is expected to further deteriorate as traffic 

volumes grow. 

The congestion in this area will be relieved over time 

as domestic services are progressively relocated to the 

International Terminal Precinct. Ultimately, access to this area 

will be gained primarily from a new interchange connecting 

Boud Avenue to Tonkin Highway. 

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Access to Commercial Precinct 2 has progressed generally 

in line with previous master planning. The constraints 

associated with the Leach Highway interchange may impact 

on future access arrangements into this precinct. 

Precinct 3 is serviced by Kalamunda and Abernethy Roads, 

both with good connectivity to the regional road network. 

Ultimately the Lloyd Street extension will intersect with the 

Great Eastern Highway Bypass at Abernethy Road to form a 

diamond interchange in line with current State Government 

planning. 

Precinct 3 is located adjacent to the residential areas of 

Hazelmere and High Wycombe and this proximity raises an 

additional challenge for the development of this precinct and 

in particular access to the future developments. 

Perth Airport has worked with the Department for Planning, 

Main Roads WA, the City of Swan and Shire of Kalamunda 

as well as local interest groups to establish a road layout that 

meets the needs of all stakeholders as well as protecting 

the nearby residential community of Hazelmere and High 

Wycombe from through-traffic. 

The design standards, road and intersection layouts that 

provide access in and out of Precinct 3 and integration with 

the future upgrades of Abernethy Road by State and Local 

Governments has been developed and agreed. 

Access to Precinct 4 can be provided via roads such as 

Dubbs Close, Hudswell Place and Grogan Road, all of which 

have direct connectivity to Abernethy Road and in turn the 

regional road network. The Grogan Road link to Abernethy 

Road was constructed and funded by WAC to ensure access 

to the Commercial Precinct is at the required level. 

8.5 Car Parking 

Short-term car parks are located proximate to both the 

Domestic and International Terminals, these facilities are 

configured for customers wishing to park for less than twenty 

four hours. 

Long-term car parks are provided in both the Domestic and 

the International Precincts. These are less proximate to the 

terminals and are suited for customers who park for periods 

longer than twenty four hours. Passengers using these car 

parks are provided a free high quality shuttle bus service 

to the terminals with an average bus wait time of eight 

minutes. Before boarding the bus passengers are able to 

check in for Qantas services and wait in an air conditioned 

facility that includes flight information display screens and 

real time updates on next bus arrival. During 2008 and 2009 

approximately 2,000 new long-term parking bays were 

constructed in the Domestic Terminal Precinct, with another 

2,000 planned to be built before the end of 2010. 

The locations of these car parks and their capacity are shown 

in Figures 8.3 and 8.4 

Staff car parks are located at both the domestic and 

international precincts. In the domestic precinct the staff 

parking is provided in two locations, the first is within 

walking distance of the terminals and the second is located 

adjacent to a long-term car park. This long term car park is 

serviced by a regular shuttle bus which is in service 24 hours 

a day. The car park at the international precinct is adjacent to 

the international terminal and is within walking distance of 

the terminal. 

The General Aviation Precinct is serviced by a 2000 bay 

carpark which caters for short and long-term parking needs 

for the operators’ customers and staff in this precinct. 

80


Figure 8.3 Domestic Precinct Car parking 

T2 

135 Bays 

1240 Bays 

Domestic Terminal 

International 

Terminal 

Transfer 

Car park 

T3 

Perth Airport Shuttle - Connect 

Car 

rental 

area 

Fauntleroy Avenue 

Snook Road 

Miller Road 

Staff 

Car Park 

630 Bays 

Brearley Avenue 

Henderson Avenue 

Boud Avenue 

Car park 

Ross Drive 

1350 Bays 

2200 Bays 

George Wiencke Dve 

Staff 

Car Park 

310 Bays 

Bus Stop 

Dunreath Avenue 

Car park 

Future public road to 

International Terminal 

Perth Airport Shuttle 

The route takes approximately 15 minutes. 

81


Figure 8.4 International Precinct Car parking 

International Airport 

Terminal 1 

Domestic 

Terminal 

Transfer 

Exit 

Entry 

Exit 

653 Bays 

Entry 

Sugarbird Lady Road 

Control Tower 

Horrie Miller Drive 

Entry 

Exit 

1165 Bays 

Affleck Road 

Horrie Miller Drive 

When terminal consolidation is completed the demand for 

car parking in the current Domestic Terminal Precinct will 

be significantly reduced. The extent to which current car 

parks are decommissioned will depend on the activities that 

ultimately will be located in this area and the extent to which 

there may be demand for overflow parking sites for the car 

parks in the Consolidated Terminal Precinct. 

The Consolidated Terminal concept includes a combination of 

parking facilities. Car parks serving the new terminals will be 

located broadly in the same locations as the at grade car parks 

in the International Precinct as shown in Figure 8.4. 

It is expected that there will be significant multi-deck 

structures proximate to the new terminals providing shortterm 

and some premium undercover long-term car parking. 

These structures may also provide facilities for ground 

transport service operators. They will be linked directly to the 

terminals with aerial walkways. It is likely that the multi-deck 

structures will expand over time to meet demand and as such 

some at grade car parking will also be provided initially but 

this will diminish over time. 

At grade long-term parking remote from the Terminal 

Precinct will be provided on a site west of Horrie Miller Drive 

extending from Fricker Road to Hudswell Road. It is envisaged 

that the service provided in this car park will be similar to 

the new long-term car park services recently introduced and 

described above. 

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9. Utilities 


Successful implementation of the airport development plans 

described in Chapter 7 depend on effective and efficient 

provision of supporting utilities, including power, water, 

sewerage and telecommunications. 

This chapter outlines the current status and plans to deliver 

these supporting utilities having regard to the Development 

Objectives described in Chapter 2. 

9.1 Water Supply 

Perth Airport utilises the Water Corporation potable water supply 

to service the estate. The supply has been designed to meet: 

• the potable water demands of travellers, employees and 

business located at the airport; 

• the requirements of the aviation fire fighting and rescue 

service for aircraft fire fighting; and 

• the fire requirements of built structures at the airport. 

The airport water supply enters the estate at three locations, 

which feed into a ring main. This arrangement provides 

redundancy in the event that one of the supply points is 

interrupted. 

Water Supply Development Plans 

A water supply infrastructure and optimisation plan is under 

development. This plan will identify the supply required 

for the airport development plans and has the following 

objectives: 

• minimise the potable water use across the estate; 

• identify appropriate alternative water supply when 

potable water is not required; and 

• assess the viability of stormwater capture and re-use. 

9.2 Sewerage System 

There are currently separate sewerage systems for the International 

Precinct and the Domestic and General Aviation Precincts. 

The Domestic and General Aviation Terminal Precincts are 

reticulated with a gravity system that connects to a pump 

station at the corner of Fauntleroy and Bungana Avenues. 

A rising main from the International Precinct is also 

connected to this pump station providing an alternative 

discharge in the event of a failure elsewhere. 

Water Corporation investigations have identified that the 

Fauntleroy and Bungana pump station cannot be upgraded 

to add capacity. Therefore once capacity is reached, any 

additional volume can only be serviced from the International 

Precinct. In anticipation of this requirement a new pump 

station, referred to as the Principal Sewerage Pumping Station, 

has been constructed. This pump station will eventually be 

connected to the proposed Water Corporation Maida Vale 

Sewer system to service the long-term needs of the airport. 

As development occurs on the airport estate all sewage will 

need to be discharged to the Water Corporation sewers. 

There are currently five main sewers proximate to the airport, 

some of which are nearing capacity. Flexibility of the internal 

reticulation system is essential to ensure that sewage can be 

pumped from one main section of the estate to another as 

the various current sewer connections reach capacity. 

Sewerage System Development Plans 

An updated sewerage infrastructure plan is being prepared 

to ensure compatibility between the on-airport and existing 

Water Corporation systems. 

Future works on the airport sewer reticulation system need 

to be designed to allow connection to the Principal Sewage 

Pumping Station, which will in turn connect to the proposed 

Water Corporation Maida Vale Main Sewer. 

Westralia Airports Corporation will continue to work with 

the Water Corporation to ensure that adequate capacities for 

sewer discharge are maintained as the airport development 

proceeds. 

The International Precinct system is gravity fed to a pumping 

station located at the base of the air traffic control tower 

which pumps sewerage to the Water Corporation sewer to 

the south of the airport. 

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9.3 Power Supply 

Perth Airport is connected to the state’s South West 

Interconnected System (SWIS) for provision of electricity. 

With the exception of Precinct 3, Perth Airport is presently 

supplied by two bulk 22,000 Volt supply points at the airport 

boundary; one coming from Western Power’s Belmont Zone 

Substation and the other from Western Power’s Forrestfield 

Zone Substation. Westralia Airports Corporation then 

operates an internal distribution network of high and low 

voltage reticulation to provide power on the airport estate. 

Precinct 3 is connected to the local distribution network 

operated by Western Power Services. 

The Belmont supply has a capacity of 12 MVA and usually 

supplies the areas to the west of the main runway. The 

Forrestfield supply has a capacity of 25 MVA and usually 

supplies areas to the east of the main runway. 

The internal distribution network allows for cross connection 

of supplies from different supply points to maintain a level of 

redundancy. 

A system of stand alone generator sites provides emergency 

power in the event of total loss of mains supply. This emergency 

power would be used for continuity of passenger processing 

and airfield services in accordance with airport standards. 

Power Supply Development Plans 

Westralia Airports Corporation and Western Power have 

identified and planned the construction of a new zone 

substation (to be called Munday Zone Substation) which 

will replace the Forrestfield supply to Perth Airport. This 

substation will be located within Precinct 4. The substation 

will have design capacity of 50 MVA to be assigned to Perth 

Airport as necessary over time, with provision for further 

capacity to be used by Western Power to supply consumers 

off the airport estate. Commissioning of this facility will be 

timed to match anticipated load growth once the capacity 

of the existing Forrestfield supply is reached. 

Measures are being taken to reinforce the present 22 kV 

distribution system within the airport estate to ensure a 

networked and flexible supply is provided to each of the 

development precincts. 

A further study into long-term power supply and demand on 

the airport estate has been commissioned, the objectives of 

which are: 

• secure and reliable supply to meet long-term demand; 

• cost effective supply for airport consumers; and 

• efficiently provisioned having regard to the need to control 

greenhouse gas emissions. 

The study is expected to be completed in early 2010. 

9.4 Gas Supply 

Gas supply to the airport is currently provided by Alinta Gas. 

The existing gas system includes gas reticulation mains along 

Horrie Miller Drive, Brearley and Fauntleroy Avenues. 

Currently there is a gas main running along the west side of 

Horrie Miller Drive which services the International Precinct 

and surrounding development. This line is reticulated from an 

existing gas main running adjacent to Tonkin Highway at the 

southern end of the airport which is close to capacity. 

There are two high-pressure gas lines that run through the 

airport estate, these are known as the: 

• Parmelia Pipeline; and 

• Dampier to Bunbury Natural Gas Pipeline (DBNGP). 

Gas Supply Development Plans 

In the longer term, additional natural gas capacity will be 

required on the airport estate as the planned consolidation of 

RPT air services proceeds. Further demand for natural gas will 

also occur as development in the Commercial Precincts occurs. 

To service this projected demand an additional gas main will 

be required. Discussions will be conducted with Alinta Gas 

to ensure that this additional service is correctly sized and 

delivered within required timeframes to support the airport 

development plans. 

84


9.5 Cogeneration 

Consistent with the Perth Airport Sustainability Strategy, 

investigations have commenced into the feasibility of 

cogeneration as part of the airport’s future energy strategy. 

The scale of the Consolidated Airport Precinct will present 

an opportunity to deploy the latest technology to improve 

energy efficiency on the airport estate. 

The current investigation is adopting the following approach: 

• Develop a long-term view in relation to energy supply. 

• Develop a “Make” (Cogeneration) and “Buy” strategy for 

electricity. 

• Assess the economics of Tri / Cogeneration using natural gas. 

• Ensure that proposed building design minimises high 

priced peak energy consumption and targets 5 or 6 star 

ratings. 

• Engage with energy suppliers to develop the long-term 

energy strategy. 

• Investigate third party ownership of energy assets to 

reduce capital requirements. 

The latest technology allows for the development of modular 

cogeneration systems that can be expanded as further 

development occurs. 

9.6 Communications 

Reliable communication systems are necessary to ensure 

safe and efficient aircraft navigation and airport operations. 

Communications infrastructure within the airside boundary 

are primarily the responsibility of Perth Airport, although 

a number of airside communication cables belong to 

Airservices Australia for control of navigational aids and 

associated communications. 

Perth Airport has an extensive network of communications 

systems consisting of: 

• Air-to-ground and point-to-point radio communications utilising: 

• High Frequency (HF) transmitter and receiver stations; 

• Satellites; 

• Microwave links; and 

• Land-line communications via underground cables. 

Communication Development Plans 

The aviation industry depends heavily on effective, real time 

transmission of vast quantities of data for the safe movement 

of aircraft, and for passenger and cargo processing. A 

coordinated and secure communication system is essential 

for the airport’s development plans. 

Future changes to the air navigational system will occur 

within the timeframe of the Master Plan. Satellite systems 

for landing and en-route navigation are considered to be the 

most likely outcome. Introduction of these systems will have 

no implications for master planning other than the need to 

locate and erect these facilities. 

9.7 Interests In Airport Land 

There are a number of easements over sections of the 

Perth Airport estate. These are held for the provision of 

services which pass through the airport site to serve the 

wider metropolitan area and beyond. There are two high 

pressure gas mains (the Dampier to Bunbury Natural Gas 

Pipeline and the Parmelia Gas Pipeline) and a major water 

main(the Canning Trunk Main) which are constructed within 

easements on the airport estate. The alignment of these 

easements is shown on Figure 9.1. 

Future developments on Perth Airport will recognise the existence 

of these easements and WAC will liaise with the owners/ 

operators of the services within these easements to ensure that 

the relevant needs are addressed as development occurs. 

Periodic inspections are carried out on existing tenants 

lease areas that contain or abut the easements to ensure 

that activities on these sites do not negatively impact on 

the services contained within the relevant easement. WAC 

continues to work with existing tenants and stakeholders 

to protect the Dampier to Bunbury Natural Gas Pipeline, the 

Parmelia Gas Pipeline and the Canning Trunk Main. 

Pre-existing interests in the Perth Airport estate are listed 

in Appendix C. Those interests that remain current were 

considered in the development of this Draft Master Plan via 

the airport planning process, they are reflected in the land 

use descriptions and the precinct development strategy. 

85


86


Figure 9.1 Major Easements on Perth Airport 

87


10. Drainage and Hydrology 


This chapter describes the existing drainage system, 

identifies current capacity issues and describes the strategy 

to develop a system that can support the proposed airport 

development described in the Master Plan. The connection 

between drainage system development and Perth Airport’s 

Environmental Management Strategy is also identified. 

10.1 Existing System 

Perth Airport is located between the Darling Escarpment to 

the east and the Swan River to the west. As a result of its 

location a significant amount of storm water runoff from 

catchments outside the airport boundary flows through the 

airport on route to the Swan River. 

The existing drainage system consists of two major drains 

that cross the airport and a series of precinct level systems 

designed to control storm water in the developed areas on 

the site. Precincts 1 and 3 have independent outfalls outside 

the airport estate. The balance of the precinct drainage 

system flows into one or other of the main drains. 

Southern Main Drain 

The Perth Airport Southern Main Drain enters the airport site 

via two 900 millimetre diameter pipes from the east into an 

open unlined drain. It is then piped under Horrie Miller Drive 

and Runway 03L/21R with single 1200 millimetre diameter 

pipes. Beyond the airfield the drain reverts to an open unlined 

drain which follows Tonkin Highway along the south western 

boundary of the airport, leaving the airport site near Brearley 

Avenue. The drain then continues in a reserve to the discharge 

point into the Swan River near Kanowna Avenue in Redcliffe. 

Northern Main Drain 

The Perth Northern Main Drain is an open unlined drain that 

extends from the International Precinct, around the northern 

end of Runway 06/24 and the northern end of the General 

Aviation Precinct along each side of Taxiway Romeo. The 

drain then exits the airport, is piped under the Great Eastern 

Highway Bypass and discharges into the Swan River near 

Beverley Terrace. 

Precinct 1 

This system is a combination of open unlined drains 

and piped sections which provides drainage for the 

developments, runways, taxiway, aprons, terminals, carparks, 

and ground transport facilities in the Domestic Precinct. 

The drainage system passes through a compensation 

basin and silt and hydrocarbon interceptor on the corner 

of Fauntleroy Avenue prior to discharging into the reserve 

adjacent to the Swan River. 

Precinct 3 

This drainage system has its outfall via a set of existing 

culverts under the Great Eastern Highway Bypass. As 

the authority for this road and the associated drainage 

infrastructure, Main Roads Western Australia has provided 

maximum outfall capacities for the culvert. 

10.2 Drainage System Considerations 

The considerations for development of the drainage system 

at Perth Airport fall into three main categories: 

• External system capacity 

• Internal system capacity 

• Modifications required for development 

External System Capacity 

There is currently a significant imbalance between the inflows 

to the airport estate and the outlet capacity. This results in a 

need for significant compensation within the airport to catch 

runoff generated in upstream catchments that historically 

used the airport land for their compensation. 

The development plans on the airport estate identify other 

uses for the land used previously as informal compensation, 

which reduces this capacity. It is therefore essential that 

development of suitably sized compensation in the upstream 

catchments occurs to cater for the runoff generated in these 

catchments to reduce the flow onto the airport estate. 

Alternatively, approval must be obtained to increase outfall 

capacity to match inflow from upstream catchments at the very 

least, and ideally allow for a reasonable proportion of runoff 

generated on the airport site to be disposed of in the main drains. 

89


The Department of Water’s current policy is to minimise 

increases in drainage inflows to the Swan River. To progress 

with the airport development plans contained in the Master 

Plan 2009 it will be necessary to increase the downstream 

outlet capacity or reduce the flow into the estate. 

Westralia Airports Corporation will continue to work with the 

Water Corporation, the Department of Water, the Swan River 

Trust and surrounding Local Governments to achieve the 

required outcome through increased upstream compensation 

and/or downstream outfall capacity to reduce the amount of 

compensation required on the airport estate. 

Internal System Capacity 


The Southern Main Drain has a number of limitations which 

contribute to the potential for localised flooding in peak flow 

events, in summary as follows: 

• The two 900 millimetre inlet pipes have insufficient 

capacity for the approach flow at the airport boundary and 

as a result localised flood can occur upstream. 

• The grade of the drain at 1:1500 is very flat, resulting in 

capacity limitations through the airport estate. 

• The 1200 millimetre pipes under Horrie Miller Drive and 

under the runway also have insufficient capacity for the 

required flows, resulting in flooding onto airport land 

east and west of Horrie Miller Drive. This land within 

Commercial Precinct 2 has, for many years, acted as a 

compensation basin for the drain. Development in this 

precinct and subsequently planned for elsewhere in this 

catchment will eliminate the informal compensating areas. 

• The open unlined drain that is downstream from the 

airport estate is generally in poor condition and contains 

several bends that restrict outflow capacity, further 

restricting flow in the Southern Main Drain within the 

airport estate. 

• The Southern Main Drain is designated as a main drain 

by the Water Corporation on each side of the airport. As 

the airport estate is on Federal land this section cannot 

be designated as a main drain by the State Government. 

The Water Corporation however undertakes the required 

maintenance on the Southern Main Drain within the 

airport, with access arranged by WAC. 

10.3 Modifications Required For 

Development 


The alignment of the Southern Main Drain conflicts with the 

airport development plans in the following ways: 

• The current drain alignment passes through land required 

for the parallel Runway 03R/21L. 

• The current drain alignment passes through land allocated 

for the development of Precincts 4 and 6. 


The alignment of the Northern Main Drain and the drains that 

feed into it will conflict with the airport development plans in 

the following ways: 

• The current alignment of the Poison Gully Branch Drain 

passes through the land required for the parallel Runway 

03R/21L. 

• The current alignment of the Northern Main Drain passes 

through the land required for the apron extension needed 

for the consolidated airport. 

• The current alignment of the Northern Main Drain passes 

through land required for the extension to Runway 06/24. 

Precinct 1 

The current drainage system in Precinct 1 requires upgrading 

of sections of the piped network to allow for proposed 

development in this area of the airport following consolidation 

of airport operations to the International Precinct. 

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10.4 Drainage System 

Development Plan 

Modifications to the existing Northern and Southern Main 

Drains will be required to enable the airport development 

plans contained in the Master Plan 2009 to proceed. 

Fundamental to the detailed design of these modifications 

will be resolution of the inflow versus outflow imbalance and 

the volume of onsite compensation required to achieve the 

desired outcomes. 

Previous work by the Water Corporation identified that, 

in addition to the runoff generated on site, the airport 

is required to accommodate a substantial amount of 

compensation capacity on site. 

In order to resolve these complex issues a comprehensive 

drainage study is being undertaken by Perth Airport to deliver 

the following outcomes: 

• a staged approach to drainage system development that 

will support the airport development plans; 

• data on the inflow and outflow capacities of the 

existing system and those required for ultimate airport 

development; and 

• delivery of a cost effective solution that meets 

sustainability targets and which takes into account 

potential climate change impacts. 

This study, which is scheduled for completion in 2009, will 

enable the production of a Drainage Infrastructure Plan 

across the airport estate. 

As a result of the high groundwater level at Perth Airport 

it has been identified that the surface water and 

groundwater are closely linked on the site. Therefore 

a detailed hydrological study is being undertaken in 

combination with the drainage study. 


The Southern Main Drain will need modification of both the 

route and configuration to allow for the airport development 

plans. In the short to medium term the drain will need to be 

modified to ensure that nuisance flooding does not occur. 

In the longer term modifications will need to be made 

to allow for the development of aviation infrastructure, 

including the proposed future parallel runway. 

The drainage strategy will be developed based on the 

outcomes of the current drainage study. Any proposed 

changes to the Southern Main Drain will include a full 

assessment of potential environmental implications. 

Incorporated into the upgrade of the Southern Main Drain 

will be the ‘Living Stream’ project which includes some of the 

overall retention required in this section of the drainage system. 


Some modifications are required to the alignment of the 

Northern Main Drain to allow for the airport development 

plans. Flows from catchments upstream of Perth Airport are 

currently compensated to some extent in Poison Gully and 

Munday Swamp. No change to the upstream inflows to the 

swamps has been considered. 

The Poison Gully Branch Drain currently passes through 

land reserved for the proposed future parallel runway. This 

branch drain will need to be relocated to allow for the parallel 

runway and associated taxiways. Any proposed changes to 

the Northern Main Drain will include a full assessment of the 

potential environmental implications. 

Minor Drainage Systems 

Development within Precinct 3 will be undertaken in line 

with recommendations in the Precinct 3 Drainage Strategy. 

As part of the wider drainage study detailed investigations 

will be required in Precinct 1 to identify opportunities to 

improve sections of this system as the use of the precinct 

changes over time. As the aviation demand in this precinct 

diminishes in line with the stage consolidation, changing 

demands in the large carpark areas will enable upgrades to 

sections of the drainage system that are under capacity. 

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10.5 Environmental Considerations 

Wetlands 

There are several wetland areas within the Perth Airport 

Estate. Munday Swamp is considered to be an environmentally 

significant area. It is also an identified site of Indigenous 

significance. This swamp forms an integral part of the 

hydrological regime at the airport and secondly plays a part 

in the current drainage system, particularly for drainage 

from catchments upstream of the airport. The airport 

drainage design will endeavour to minimise adverse impacts 

due to changes to the hydrological regime or to potential 

contamination from drainage inflows. 

Pollution Control 

Pollution control is an integral part of any drainage system. 

All developments at Perth Airport are required to satisfy 

the requirements of the Airports (Environment Protection) 

Regulations 1997. 

The greatest potential source of pollution related to airport 

operations has been identified as oil and fuel spills during 

aircraft servicing and refuelling. Pollution control processes 

are discussed in more detail in the Draft Perth Airport 

Environment Strategy 2009. Hydrocarbon and sediment 

interceptors are specified on all apron construction projects 

that provide for aircraft refuelling. All recently constructed 

aprons include these measures. 

Hydrogeology 

Perth Airport is located over the Cloverdale Groundwater 

Flow System. The groundwater flows generally westward 

towards the Swan River. In wet winter months specific areas 

of the airport estate become inundated or water logged. 

As the groundwater within the airport is relatively close to 

the surface in most zones there is variability in soil conditions 

and a seasonal change experienced. As a result site specific 

assessment of groundwater conditions is considered essential 

when proposed development is either impacted by, or is likely 

to impact, the groundwater. 

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11. AIRCRAFT NOISE AND 

AIRSPACE PROTECTION 


Noise from aircraft approaching and departing Perth Airport 

and from aircraft operations on the airfield is an unavoidable 

impact from the provision of air services. 

Although aircraft and engine technological improvements 

continue to result in new aircraft being quieter, the growth 

in both the number of aircraft movements and the size of the 

Perth Metropolitan Region means that some communities 

will continue to be exposed to aircraft noise. 

This chapter describes the regulatory regime relating to 

aircraft noise exposure around airports and the activities 

undertaken by Perth Airport to manage aircraft noise 

exposure. The chapter also describes the aircraft noise 

exposure that is projected to exist in the next 20 years and 

for the ultimate development of Perth Airport using accepted 

Australian standards and industry practice. 

The chapter also describes measures that are used to ensure 

that safe operation of aircraft is not compromised by 

developments that might occur in the vicinity of Perth Airport. 

11.1 Aircraft Noise Management 

Consultation with community representatives is an essential 

element in aircraft noise management, both to ensure Perth 

Airport is aware of community experience and concerns and to 

ensure that inappropriate developments do not occur in areas 

that are susceptible to aircraft noise now and in the future. 

A Noise Management Consultative Committee has operated 

at Perth Airport since 1999. The Committee has overseen 

the development and implementation of an Aircraft Noise 

Management Strategy for Perth Airport. 

Following implementation of the Noise Management Strategy 

the Committee has focused on monitoring the effectiveness 

of the strategy and identifying improvement opportunities. 

The Committee includes representatives from Perth Airport, 

Local Governments, State and Federal Government Departments, 

Federal Members of Parliament, airlines and community groups. 

The key issues addressed by the Committee include: 

• monitoring land use planning in the vicinity of Perth Airport; 

• monitoring existing and reviewing proposed Noise 

Abatement Procedures; 

• monitoring and reviewing aircraft engine ground running 

activity; 

• monitoring and reviewing the existing noise monitoring 

program; 

• reviewing, through a consultative environmental 

assessment process, any changes to airspace management 

procedures being undertaken by Airservices Australia; 

• informing existing and prospective owners of properties 

of aircraft noise impacts; and 

• facilitating the education of community about aircraft 

operations. 

Committee achievements to date have included: 

• prepared the N65 Contours Chart showing annual average 

day aircraft noise events louder than 65 decibels; 

• prepared the Measured N70 Contours Chart showing 

actual average aircraft noise events louder than 70 decibels; 

• considered and supported the endorsed 2007 ANEI for 


• considered and supported the ultimate practical capacity 

for ANEF produced in 2009 for Perth Airport; and 

• provided community information and education via the 

preparation of a publication directed at insulating homes 

from aircraft noise entitled Reducing Aircraft Noise in 

Existing Homes. 

In addition to supporting the ongoing operation of the Noise 

Management Consultative Committee, Westralia Airports 

Corporation has also prepared an Aircraft Noise Management 

Policy which confirms WAC’s commitment to ongoing noise 

management. The key commitments reflected in the policy 

include: 

• manage and work with the Noise Management Consultative 

Committee to implement the Committee’s strategy; 

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• through the Committee, and when considered necessary, 

review the strategies and consider objectives and targets 

in their implementation; 

• within financial constraints, assign responsibilities and 

resources for the implementation of strategies and other 

actions agreed to by the Committee; 

• ensure that the communities surrounding Perth Airport 

are aware of what is likely to occur in the future regarding 

the development of the airport and the growth in aircraft 

operations; 

• inform the community about aircraft noise impacts in the 

vicinity of Perth Airport; and 

• support the Western Australian Planning Commission’s 

Statement of Planning Policy No. 5.1 – ‘Land Use Planning 

in the Vicinity of Perth Airport’, which ensures that longterm 

development of land surrounding the airport is 

compatible with the long-term development of the airport. 

Perth Airport will seek to establish a formal procedure with 

Airservices Australia for early notification and consultation 

prior to any future changes to flight paths in the vicinity 

of Perth Airport, including full and effective briefing of 

community representatives on the nature of changes, why 

they are necessary and which areas of the community may 

be affected. 

11.2 The ANEF System 

For land use planning purposes in Australia, aircraft noise 

impact is illustrated using the Australian Noise Exposure 

Forecast (ANEF) system. The ANEF is a central component of 

the Australian Standard 2021 - 2000 (Acoustics – Aircraft 

Noise Intrusion – Building Siting and Construction). The 

Australian Standard for Aircraft Noise Intrusion, along with 

the relevant ANEF contours for a given airport, acts as a land 

use planning and building treatment tool. 

The standard is applied by providing guidance to development 

control authorities (such as Local Government) as to whether 

the extent of aircraft noise intrusion (specifically take off 

and landing noise) makes a given property affected by ANEF 

contours acceptable for a proposed land use or development. 

Further to its role as a guidance document for determining 

land use and development, the standard also provides detail 

regarding construction methods and materials to minimise 

noise intrusion to development affected by ANEF contours. 

There are three types of noise exposure indicators: 

• Australian Noise Exposure Forecast (ANEF) which shows 

the anticipated noise contours for the most likely or 

preferred development and forecasts for an airport. 

• Australian Noise Exposure Index (ANEI) which is the 

actual noise exposure for some previous time period, 

generally a year. 

• Australian Noise Exposure Concept (ANEC) which is a 

planning tool used to test changes to noise exposure 

resulting from proposed changes to airport operations. 

11.3 Aircraft Noise Contours 

Forecasts outlined in this Master Plan 2009 indicate that at 

the end of the 20 year planning period Perth Airport will 

be at 48 percent of its ultimate aircraft movement capacity 

potential. 

If land use planning in the vicinity of Perth Airport were based 

on a 20 Year ANEF (a smaller contour), rather than the ultimate 

ANEF, this could result in development in areas surrounding 

the airport that could restrict the ultimate capacity of the 

airport. Therefore Western Australian and Local Governments 

decided it was preferable to align their respective planning 

processes with the ultimate development of the airport. 

The contours show the average daily aircraft noise exposure 

associated with the ultimate airport development, including 

extensions to existing runways and the construction of a new 

north south runway parallel and to the east of the existing 

north south runway. 

Australian Noise Exposure Forecast contours are based on 

outputs from the Integrated Noise Model (INM) computer 

program. Input data for the model includes the following 

variables: 

• selection of aircraft types (aircraft fleet mix); 

• numbers of aircraft operations (including departures, 

arrivals and circuit operations); 

94


• runway dimensions and allocation to respective operations; 

• flight track descriptions and flight track dispersal to take 

into account the spread on the track by aircraft operations; 

• aircraft destinations or origins (stage lengths) to take into 

consideration track allocation; 

• day/night split of operations; 

• terrain data; and 

• normalised wind velocity and temperature information. 

Noise abatement procedures restricting the use of the 

06/24 runway over more densely populated suburbs to the 

southwest of Perth Airport have formed the basis for runway 

usage since the 1980’s. In 1999, these noise abatement 

procedures were agreed in principle by the Perth Airport 

Municipalities Group and are specified in a formal Deed of 

Agreement between the City of Bayswater and WAC. The 

Deed reaffirms a commitment that the proposal to extend the 

06/24 runway to the north east will include the adoption of 

strict and explicit use procedures such that take-offs to and 

landings from the southwest will only occur:- 

- in emergencies; 

- in extreme weather conditions; or 

- through the loss of the use of runway 03/21; and 

• noise abatement procedures and current runway approach 

(06) and take-off paths (24) for aircraft greater than 

20,000 kilograms would be maintained in the event of the 

extension of the 06/24 runway. 

• airport information publications will reflect the operating 

procedures and restrictions set out above and will be 

incorporated in future approved Master Plans. 

• take-off and approach noise abatement procedures will be 

reviewed and improved as appropriate for runway 06/24. 

The flight tracks used in the production of the ultimate 

capacity ANEF are shown at Figure 11.2. 

A 2007 ANEI has been produced for Perth Airport (see Figure 

11.3). The ANEI drawing shows noise exposure contours 

based on actual aircraft movement data and shows the 

average daily aircraft noise exposure around the airport for 

the year 2007. Australian Noise Exposure Index plans are 

used principally as benchmarks or indicators of change of 

aircraft noise exposure. The extent of the ANEI contours on 

the 2007 drawing has increased from the ANEI produced in 

2002 due to an increase in aircraft movements. 

It should also be recognised that the 2002 ANEI was 

abnormally affected by a reduction in traffic due to events 

such as the Asian financial crisis, Middle East conflicts, 

collapse of Ansett, September 11 2001, the Bali bombing and 

SARS events. 

It should be noted that there can be significant confusion in the 

community about the meaning of ANEF or ANEI contours as 

they do not represent the noise impact of a single aircraft but 

a combination of aircraft. To assist members of the community 

to understand how aircraft noise directly affects them, other 

indicators have been developed to provide more meaningful 

aircraft noise information. This information is published in 

Perth Airport’s Annual Environment Report and includes: 

• flight path maps; 

• track density plots; 

• flight path movements; and 

• decibel charts. 

11.4 Land Use Development in the 

Vicinity of Perth Airport 

As outlined in Chapter 4 the ANEF produced in accordance 

with the requirements of the Airports Act 1996, for 

Perth Airport has been incorporated into State Planning 

Regulations. This measure helps to provide Perth Airport 

and the surrounding community with protection from 

inappropriate development in areas within the ultimate 

development noise exposure contour for the airport. 

The inclusion of the ultimate development ANEF (based on 

350,000 movements) in the state planning policy represents 

a major step forward in ensuring that long-term development 

of the airport is compatible with the long-term development 

of land surrounding the airport. This achieves the desired 

outcome of adopting the ANEF system for land use planning 

around airports. 

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11.5 Engine Ground Running 

An essential safety measure, following maintenance on 

aircraft, is to perform engine testing, known as ‘ground 

running’. Perth Airport does not have major airline 

maintenance facilities and consequently has less ground 

running than other major airports such as Sydney and 

Melbourne. There is however, a continuing requirement for the 

airlines to carry out engine ground running at Perth Airport. 

Engine ground running can contribute significantly to the overall 

noise created at an airport and as such can have an impact on 

the community surrounding the airport. As part of the Aircraft 

Noise Management Policy controls on engine ground running 

were agreed with Local Governments surrounding the airport to 

reduce the impact on the community. 

These controls cover time of day, aircraft power settings 

and specify locations and direction where engine runs can 

occur. Aircraft operators must seek approval from WAC if 

a proposed engine run cannot be conducted in accordance 

with the endorsed parameters for time, power and location of 

ground running. Data on all engine ground runs, together with 

information on any complaints, is discussed at each meeting 

of the Aircraft Noise Management Consultative Committee. 

11.6 Airspace Protection 

The protection of airspace required for Perth Airport’s 

current and future needs is essential in order to provide a 

safe, predictable environment for the arrival and departure 

of aircraft using Perth Airport in all weather conditions. The 

airspace in the vicinity of Perth Airport is protected through 

established processes from any activity that infringes the 

surfaces defining this airspace. Activities include permanent 

and temporary structures, glare from artificial or reflected light, 

air turbulence, emission of smoke, dust or other particulate 

matter and emission of steam or other gases. The Airports Act 

1996 and Airports (Protection of Airspace) Regulations 1996 

establish a framework for this protection. This legislation is 

administered by the Australian Government Department of 

Infrastructure, Transport, Regional Development and Local 

Government in partnership with WAC. 

An understanding has been developed with the planning 

departments in the surrounding local Governments of the 

requirements for development within the Obstacle Limitation 

Surfaces (OLS) boundary and this assists WAC to protect the 

airport airspace. 

National and international standards have been adopted 

which define two sets of invisible surfaces above the ground. 

The airspace above these surfaces forms the airport’s 

protected airspace. These two sets of surfaces are: 

Obstacle Limitation Surfaces (OLS) defines the airspace 

which should ideally be kept free of obstacles. These surfaces 

only relate to visual operations or the visual stages of an 

instrument flight. The purpose of the OLS is not to restrict or 

prohibit all obstacles but to ensure that existing or potential 

obstacles are examined for their impact on aircraft operations 

and that their presence is properly taken into account. 

Procedures for Air Navigation Services - Aircraft Operations 

(PANS-OPS) defines the airspace related to aircraft operations that 

are reliant on instrument navigation. The PANS-OPS surfaces are 

not to be permanently infringed in any circumstance. (Temporary 

intrusion can be approved on application to the airport) 

Surfaces associated with both the current and future runway 

systems are protected under the Regulations. Future airspace 

surfaces associated with the ultimate runway layout were 

declared as prescribed airspace under the Regulations by the 

Secretary of the Commonwealth Department of Transport and 

Regional Services (refer to Figures 11.8 and 11.9). 

11.7 Enhancements in the Use of 

Airspace 

There were some improvements made to the use of the 

airspace around Perth Airport in 2008 as a result of the 

Western Australia Route Review Project (WARRP) undertaken 

by Airservices Australia. 

Western Australia Route Review Project was undertaken to 

enhance the safety and efficiency of air traffic management 

in the areas outside 160 nautical miles where radar coverage 

is limited. The new system does this by reducing conflict 

between aircraft pairs in the climb/descent phase of flight and 

placing the conflict points in the locations where they are best 

managed. Western Australia Route Review Project enables 

the use of the enhanced capabilities on modern aircraft to 

optimise traffic management. 

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Figure 11.1 Ultimate Capacity ANEF (350000 Movements) Land Use Planning Zones 

97


Figure 11.2 Ultimate Capacity ANEF Flight Tracks 

99


Figure 11.3 2007 ANEI 

101


Figure 11.4 Ultimate Capacity ANEF 

103


Figure 11.5 Annual Average Day N65 For 2007 

105


Figure 11.6 Ultimate Capacity N65 

107


Figure 11.7 Prescribed Airspace Ultimate Runway Layout OLS 

109


Figure 11.8 Prescribed Airspace Ultimate Runway Layout PANS-OPS 

111


12. Environment 

About this chapter 

Westralia Airports Corporation’s commitment to protecting 

the environment is reflected in the Company’s Corporate 

Objectives and key strategic planning documents, including 

this Master Plan 2009, the Environment Strategy and the 

Sustainability Strategy. This commitment encompasses 

an approach of seeking to go “beyond compliance” and 

encouraging employees, tenants, contractors, suppliers and 

customers to exercise exemplary environmental practices. 

Environmental management by WAC focuses on 

identification, assessment and control of environmental 

risks associated with the activities at Perth Airport. The 

Perth Airport Environment Strategy 2009 comprehensively 

describes the scope and approach of the Company’s 

environmental responsibilities and management and is 

regarded as a companion document to this Master Plan 2009. 

These two documents were developed in conjunction and 

they act as a principal reference for planning, development 

and operations at Perth Airport. 

As with the Master Plan, the Environment Strategy is 

reviewed every five years and submitted to the Federal 

Minister for approval. 

The Perth Airport Environment Strategy 2009 describes the: 

• Perth Airport Environmental Policy; 

• Environmental Management Objectives; 

• Areas within Perth Airport that have been identified as 

being environmentally significant; 

• Sources of environmental impact associated with current 

and proposed airport activity; 

• External and internal influences directing environmental 

management outcomes; 

• Specific measures to facilitate achievement of defined 

objectives, and timeframes for those measures; and 

• Details of consultations undertaken in preparing the strategy. 

The Airports Act 1996 requires that the following items 

related to the environment are included in the Master Plan: 

• Westralia Airports Corporation’s assessment of 

environmental issues that might reasonably be expected 

to be associated with the implementation of the plan. 

• Westralia Airports Corporation’s plans for dealing with 

the environmental issues identified, including plans for 

ameliorating or preventing environmental impacts. 

• The Perth Airport Environment Strategy 2009 document 

was approved by the Minister for Infrastructure, Transport, 

Regional Development and Local Government on 

15 September 2009. 

12.1 Key Environmental Attributes 

of Perth Airport 

The Perth Airport Estate has a number of key environmental 

attributes including a diverse array of flora, fauna and 

important wetland systems. 

Conservation Precincts 

Perth Airport has designated approximately 310 hectares 

of the estate as environmentally significant areas which are 

divided into two Conservation Precincts. In addition to the 

two Conservation Precincts a 39 hectare area is reserved 

as “Infrastructure Only Conservation Zone”. The rationale 

for selection of these areas was a consideration of the 

environmental attributes, including vegetation type and 

quality, heritage, habitat and wetlands. The precincts are 

managed under the Conservation Precincts Management 

Plan which is reviewed on an annual basis. 

The Infrastructure Only Conservation Zone is managed 

in accordance with the practices and principles of the 

Conservation Precincts, with the provision for essential 

infrastructure only. 

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Flora 

Two flora species listed as threatened pursuant to s179 of 

the EPBC Act are located on the estate. Westralia Airports 

Corporation takes into consideration the location of these 

flora species in development decisions. The listed flora 

species that have been recorded include: 

• Conospermum undulatum (R) (Vulnerable); 

• Macarthuria keigheryi (R) (Endangered); 

Much of the airport estate has been previously cleared for 

farming and agricultural purposes and the remaining areas of 

bushland vary in quality from completely degraded through 

to pristine (based on condition rating scale from Bush Forever 

2000). Condition mapping of existing vegetation is provided 

at Figure 12.1. 

Fauna 

From the fauna known to occur at Perth Airport, those 

considered threatened, migratory or priority fauna are 

listed below. 

Commonwealth: 

• Great Egret (Migratory) 

• Rainbow Bee-eater (Migratory) 

Commonwealth and State: 

• Carnaby’s Black Cockatoo (S1) (Endangered) 

State: 

• Southern Brown Bandicoot (P4) 

It has been reported that a live specimen of the Western 

Swamp Tortoise (Pseudemydura umbrina), which is listed as 

Critically Endangered under the EPBC Act, was found in the 

vicinity of Perth Airport in 1969. After numerous subsequent 

studies found no evidence of the Western Swamp Tortoises 

at the airport estate it was concluded that there is not a 

population at the site. However, habitat in the Conservation 

Precincts, particularly Precinct 7, may be suitable for Western 

Swamp Tortoises and the possibility of reintroduction is 

currently being assessed. 

Wetlands 

Relatively large areas of land at Perth Airport are subject 

to seasonal inundation due to the shallow depths of 

groundwater, surface water inflows and the heavy nature 

of underlying clays resulting in poor drainage. The main 

wetlands on the estate include: 

• Munday Swamp; 

• Northern Wetland; 

• Runway Swamp; and 

• Precinct 5 Constructed Wetland. 

12.2 Master Plan Environmental 

Issues 

All development inevitably has an impact on the environment 

with clearing activities removing existing vegetation and the 

habitats contained within undeveloped land. Construction itself 

creates further impact with dust, noise and increased emissions 

from construction equipment. Finally the operation of the 

developed facilities also influences the surrounding environment. 

The development plans outlined in this Master Plan 2009 will 

influence the environment on and around the airport. 

The table below identifies which of the environmental 

attributes are influenced by particular categories of 

development outlined in the Draft Master Plan 2009, 

together with a description of WAC’s plans for ameliorating 

or preventing environmental impacts. 

Full descriptions of the plans and strategies can be found in the 

Draft Environmental Strategy 2009 document. 

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Environmental 

Attribute Impact 

Ecosystem 

Alteration 

Hydrological 

Movements 

Soil and Water 

Values 

Heritage Values 

Air Quality 

Climate Change 

and Resource Use 


Development Categories 

• Runway and Taxiway 

Development 

• Ground Transport Systems 

and Car parks 

• Commercial development 


Development 

• Terminal Development 


and Car parks 



and Car parks 



Development 



Development 


• Terminal Development 


Plans to Manage Environmental Impact of Airport 

Development 

• Establish and enhance conservation zones 

• Development approval process, environmental risk assessment 

and targeted approval conditions 

• Management of bird attracting environments in flight paths 

• Development approval process includes assessment 

• Construction Environmental Management Plans (CEMP’s) 

• Operation Environmental Management Plans (OEMP’s) 

• Water monitoring for surface and groundwater quality and level 

• Development of Integrated Water Cycle Management Plan 

• Development Guidelines for water sensitive facility design by tenants 

• Construction Environmental Management Plans 

• Operation Environmental Management Plans 

• Auditing of tenant commitments to EMP’s 

• Adherence to Acid Sulphate Soils Protocols and management plans 

• Implement spill response plans 

• Celebrating Aboriginal Culture at Perth Airport used to guide activities 

• Staff training to raise awareness of cultural values 

• Development Approval Process to provide appropriate approval 

conditions 

• Include requirements in CEMP and OEMP conditions and assessment 

• Monitoring program through State Department of Environment 

and Conservation (DEC) site in Caversham 

• Report emissions annually to National Pollutant Inventory 

• Sustainability Strategy 

• Waste minimisation initiative 

• Water Efficiency Management Plan 

115


12.3 Climate Change 

Westralia Airports Corporation recognises and accepts 

the findings of the UN’s Environment Program, the 

Intergovernmental Panel on Climate Change (IPCC), that in 

all probability accelerated climate change is occurring and 

is a direct result of anthropogenic activities. 

Climate change has the potential to significantly impact the 

ecological values, infrastructure and assets at Perth Airport. 

Westralia Airports Corporation is committed to a sustainable 

approach to business management and has developed 

its Sustainability Strategy to focus on the areas of climate 

change and sustainable resource use. 

Westralia Airports Corporation has the following objectives 

to guide management on the issues of climate change and 

sustainable resource use: 

• provide leadership in the area of sustainability; 

• assess and mitigate the risks of both direct and indirect 

impacts of climate change; and 

• sustainable use of resources. 

116


Figure 12.1 Vegetation Condition Mapping 

117


13. COMMUNITY AND STAKEHOLDER 

ENGAGEMENT 


Safe, reliable, convenient and affordable air services are vital 

to the economic, cultural and social development of our state. 

Perth Airport plays a critical role in the provision of air services 

upon which we all depend and is arguably one of the most 

important elements of public infrastructure in the state. 

The location of Perth Airport within the city of Perth, just 

30 minutes drive from the most of the city’s population, 

offers convenience. However it also presents challenges 

to ensure that the airport is able to continue to grow to 

meet community needs and, at the same time, does not 

inappropriately impact the natural environment or the 

standards of living of those people who live near the airport. 

Integrating the complex processes of airport and urban 

planning is critical. Westralia Airports Corporation devotes 

significant resources to both airport planning and liaison with 

Local and State Government authorities with broader urban/ 

town planning responsibilities. 

One of the objectives of the Airports Act 1996 is to ensure 

there is an appropriate level of vigilance, transparency and 

scrutiny of airport long-term planning to ensure that the 

public interest is met as airport development proceeds. The 

Act includes a number of specific processes to control the 

planning and development of major airports. 

13.1 Other Interests in Airport Land 

When WAC became the airport-lease company for Perth 

Airport in July 1997, it assumed certain pre-existing lessor 

obligations under various leases. WAC also became the headlessee 

under the airport lease subject to a number of other 

interests in the airport land (such as easements). Some of 

these contractual and other rights remain in existence. 

Others have expired. In any proposal for future development 

of the airport, WAC will act consistently with any such 

obligations or interests which exist at the relevant time. 

13.2 Stakeholder Consultation 

Processes 

The current and previous Perth Airport Master Plans involved 

consultation with a wide range of stakeholders. Westralia 

Airports Corporation has continued our active engagement with 

stakeholders during the five year period of the Master Plan 2004 

and during the development of this Draft Master Plan 2009. 

The public comment period for this Draft Master Plan 2009 

is an essential phase in the process of determining the best 

possible development plans for Perth Airport. 

In developing this Draft Master Plan 2009, and other policies 

and plans that guide Perth Airport’s development, input from 

the following consultation processes is taken into account: 

The successful development of Perth Airport therefore 

depends on productive interactions with the wide range 

of stakeholders who are impacted by, and who impact the 

development of the airport. 

This chapter describes Westralia Airports Corporation’s 

approach to engaging with community and other important 

stakeholders. 

119


Consultation Process/Forum 

How it is Taken into Account 

The Public: 

• Comments received during the public comment period • All public comments are assessed and opportunities 

for the draft Master Plan and Major Development Plans. to improve the plans are adopted. 

Industry, Government and Community: 

• Perth Airport Advisory Board comprises senior representatives • The views expressed by the Advisory Board inform priorities 

of key stakeholders. The Board provides high level input into in airport development planning. 

the direction of Perth Airport. 

Environment and Cultural Heritage: 

• Representatives of the Nyoongar people, the traditional • The input of the Nyoongar people shapes environmental 

owners of the land on which Perth Airport is located, meet and cultural heritage management at Perth Airport. 

periodically with WAC to assist with protecting important • The Committee’s activities are a priority consideration in 

sites and to advance the interests of the Nyoongar people. developing and improving WAC’s strategies to manage 

• Noise Management Consultative Committee. 

aircraft noise. 

• Stakeholder forums used to guide development of the • Feedback from attendees at the forums provided input which 

Perth Airport Environment Strategy (ES). 

impacted the content of both the ES and this Draft Master 

Plan 2009. 

Local Government: 

• Perth Airport’s Municipalities Group comprises senior 

• The Municipalities Group highlights issues that are important 

representatives of Local Governments that have an interest to residents in the vicinity of the airport, including ensuring 

in Perth Airport operations and plans. Westralia Airports Perth Airport’s impact on surrounding infrastructure and the 

Corporation is invited to attend Group meetings. 

environment are fully explored. 

State Government: 

• WA Department of Planning and Infrastructure (DPI), Main • DPI, MRWA and the PTA are providing critical technical input 

Roads WA (MRWA) and the Public Transport Authority (PTA) into Perth Airport planning, particularly in relation to surface 

meet regularly with Perth Airport to address a wide range of access and transport. This input has shaped many aspects of 

infrastructure planning issues. 

the Draft Master Plan 2009. 

• Tourism WA and WAC work closely to expand air services to • The views of Tourism WA are taken into account in relation 

Perth. 

to the impact of Perth Airport infrastructure on tourism 

development. 

Federal Government: 

• Interaction with the Office Transport Security. 

• Aviation security is a central consideration in airport 

development plans. 

Industry: 

• Consultation with Industry Associations, including the • The aviation needs of particular industry sectors are an 

Chamber of Commerce and Industry, Chamber of Minerals important input into airport development planning. 

and Energy and Tourism bodies. 

Aviation: 

• Comprehensive consultation with airlines in relation to • The needs of the 26 airlines that operate at Perth Airport are 

airport planning and operations. 

a central consideration in airport development plans. 

• Continuing dialogue with Airservices Australia (ASA) and • Airservices Australia and CASA provide critical input into 

Civil Aviation Safety Authority (CASA). 

airport development plans to ensure aviation safety. 

• Airservices Australia, as the provider of terminal airspace and 

tower services, also provides input on the impact of airfield 

design on the efficiency of both ground and aircraft movements. 

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14. IMPLEMENTATION 

14.1 Delivery Planning 

Due to the significant increase in demand for aviation services 

at Perth Airport in the past five years the consolidation of all 

large RPT air services into the current International Precinct, 

previously projected to occur after 2020, has been brought 

forward and is now expected to occur in stages from 2011. 

The consolidation of Perth Airport’s operations is a complex 

process. It involves relocating approximately two thirds of the 

airport’s aviation activity and requires careful consideration of 

a range of complex interrelated safety, operational, customer 

service and commercial considerations. Consolidation 

into the International Precinct also depends on timely 

and appropriate investment in off-airport infrastructure, 

particularly the regional road network, which is currently 

congested during the traditional morning and evening 

metropolitan peak periods. 

Planning for the phased consolidation is substantially 

progressed and a preferred ultimate Consolidated Precinct 

Development Plan is expected to be completed later in 2009. 

The nature and rate of development of the Commercial 

Precincts is difficult to forecast, as demand for Perth Airport 

property services has been volatile. There was a high level of 

demand for on-airport facilities during the past five years, 

however this demand has slowed substantially due to the 

deterioration in economic conditions that commenced 

in 2008. The rate of commercial property development is 

expected to be lower for the next three to five years. 

Planning undertaken to date anticipates that consolidation 

will occur in a series of three or four stages, with the first 

stage being completed in 2012. The precise timing of the 

redevelopments will be influenced by a range of factors, the 

most important of which are: 

• Market developments – low levels of demand would 

extend the timing of consolidation, while a return to the 

high levels of growth of the past five years would likely 

bring plans forward. 

• Delivery of off-airport road infrastructure – delays in 

upgrading the regional road network in the vicinity of Perth 

Airport will delay the rate of consolidation. 

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14.2 Airport Development Plans - Indicative Program 

The following tables outline the indicative implementation plans for the key development plans described in this Draft Master Plan 2009. It 

must be stressed that these timeframes are only indicative and specific elements may be brought forward or delayed. 

A number of the projects in the following tables will require the development of an Major Development Plan (MDP). Those 

projects that are likely to trigger an MDP are indicated with an asterisks. 

Short Term (2009-2014) 

Development Project 

*Terminal WA and 

Associated Ground Transport 

Airfield Taxiway Improvements 

International Terminal 

Arrivals Extension 

International Terminal Departure 

Concourse Extension and Aerobridges 

Inter Precinct Road 

Domestic Terminals 

Forecourt Upgrade 

Additional Car Parking 

Consolidated Precinct 

Ground Transport 

Terminal 3 Expansion 

Commercial Developments 

Description 

Construction of a single storey terminal building of approximately 19,000 square metres 

together with associated ground transport facilities and road access. 

Construction of additional taxiway connections to provide capacity for aircraft from the 

new apron for Terminal WA. 

Provision of additional baggage reclaim facilities and extension to the border agencies 

process area. 

Construction of additional departure lounge space and a new concourse with 

aerobridge served positions on each side. 

The construction of an on airport public road linking the new roundabout in Brearley 

Avenue on the domestic side travelling around the southern end of the main runway 

and connecting to Horrie Miller Drive. 

This project involves the improvement of flow and capacity on the forecourt together 

with modifications to traffic flow to split modes of transport on the approach and exit to 

the forecourt. 

Car parking is required for staff, short-term and long-term users. These facilities will initially 

be developed at grade and as capacity grows multi-storey facilities will be constructed with 

the first one being located nearest to the ultimate Consolidated Terminal. 

Construction of road access to the reconfigured forecourt in the Consolidated Precinct. 

Key features include separation of vehicles from the face of the terminal and separation 

of pedestrian traffic from vehicle traffic. 

Extensions to the departure hall and the provision of additional aerobridge positions to 

cater for growth until consolidation. 

Predominantly for existing tenant expansion in the initial stages and then in areas 

conducive to the market of the day. 

* MDP likely to be required 

122


Medium Term (2015-2021) 


*New International Terminal 

Facilities and redevelopment 

and Expansion of Terminal 1 

for Domestic Operations 

*Airline/Agencies/ 

Administration Office Building 

Airfield Apron and 

Taxiway Upgrades 

*Multi-Storey Car Park 

*Hotel 

Expanded Long-term 

Remote Car Parks 


Description 

Construction of a modern terminal facility to cater for international traffic linked to the 

redeveloped current International Terminal. 

Shared processes will include check in security screening. Swing capacity will be built into some 

departure gates and the baggage reclaim hall to enable a switch between international and 

domestic operations. 

A stand alone office facility constructed in the centre of the landside precinct this will be sized 

to accommodate customer airlines, agencies and airport administration functions. 

Construction of apron to suit the new international and expanded domestic operations around 

the new terminal buildings together with the required taxiways to link the apron to the balance 

of the airfield. 

Multi-storey car park will be developed progressively in the centre of the Consolidated Precinct 

around the existing control tower as demand exceeds at grade carpark capacity. 

Facility to be sized and constructed in the centre of the Consolidated Precinct. 

Additional long-term at grade remote car parking will be constructed west of Horrie Miller Drive. 

In each of the commercial precincts with the market determining size and scale but in line with 

precinct development land uses and style. 

Long-Term (2022-2029) 


*Parallel Runway 

International and Domestic 

Terminal Expansion 

Airfield Taxiway Upgrades 

Additional Remote 

Aircraft parking 

*Extension to Runway 06/24 

*Extension to Runway 03/21 

Redevelopment of 

Domestic Precinct 


Description 

A 2700 metre parallel runway located between Horrie Miller Drive and the developments in 

Precinct 4. 

Construction of additional departure lounge and associated facilities to cater for growth. 

Additional processing facilities are anticipated as the terminal grows. 

Increased taxiway construction to cater for increase aircraft movements to and from the 

original runways. 

Developed remote from the expanding terminal as the terminal apron is constructed on apron 

used originally for remote parking. 

A 837 metre extension to the north east. 

A 356 metre extension to the north. 

Reconfiguration of the Domestic Terminal and immediate precinct to match changed use. 

In each of the commercial precincts with the market determining size and scale but in line with 

precinct development land uses and style. 

* MDP likely to be required 

123

APPENDICES


A . Airports Act Compliance Matrix 

Part 5, Division 3, Section 70(2) - The purposes of a final master plan for an airport are: 

(a) to establish the strategic direction for efficient and economic development at the airport over Chapter 2 

the planning period of the plan; and 

(b) to provide for the development of additional uses of the airport site; and Chapter 6 

(c) to indicate to the public the intended uses of the airport site; and Chapter 6 and 7. Figure 6.2 

(d) to reduce potential conflicts between uses of the airport site, and to ensure that uses of the Chapter 6, 8 and 11 

airport site are compatible with the areas surrounding the airport. 

Part 5, Division 3, Section 71(1) Contents of draft or final master plan 

(a) the airport‐lessee company’s development objectives for the airport; and Chapter 2 

(b) the airport‐lessee company’s assessment of the future needs of civil aviation users of the Chapter 5 and 7 

airport, and other users of the airport, for services and facilities relating to the airport; and 

(c) the airport‐lessee company’s intentions for land use and related development of the airport Chapter 6 and Figure 6.2 

site, where the uses and developments embrace airside, landside, surface access and land 

planning/zoning aspects; and 

(d) an Australian Noise Exposure Forecast (in accordance with regulations, if any, made for the Chapter 11 Section 11.3 

purpose of this paragraph) for the areas surrounding the airport; and 

and Figure 11.5 

(da) flight paths (in accordance with regulations, if any, made for the purpose of this paragraph) at Chapter 11 Section 11.3 

the airport; and 

and Figure 11.2 

(e) the airport‐lessee company’s plans, developed following consultations with the airlines that use Chapter 11 Section 11.1 

the airport and Local Government bodies in the vicinity of the airport, for managing aircraft noise 

intrusion in areas forecast to be subject to exposure above the significant ANEF levels; and 

(f) the airport‐lessee company’s assessment of environmental issues that might reasonably be Chapter 12 Section 12.2 

expected to be associated with the implementation of the plan; and 

(g) the airport‐lessee company’s plans for dealing with the environmental issues mentioned in Chapter 12 Section 12.2 

paragraph (f) (including plans for ameliorating or preventing environmental impacts); and 

(h) if a draft environment strategy for the airport has been approved—the date of that approval. See Chapter 12 – 

not applicable at this stage 

Part 5, Division 3, Section 71(6) Plan to address consistency with planning schemes 

(c) a draft or final master plan must address the extent (if any) of consistency with planning Chapter 4 Section 4.4 

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

Part 5, Division 3, Section 71(8) Company to have regard to Australian Standard 

In developing plans referred to in paragraph (2)(e) and (3)(e), an airport‐lessee company must have Chapter 11 Section 11.4 

regard to Australian Standard AS2021—1994 (“Acoustics—Aircraft noise intrusion—Building 

siting and construction”) as in force or existing at that time. 

125


B. Glossary 

Aerodrome 

A defined area on land or water (including any buildings, 

installations, and equipment) intended to be used either 

wholly or in part for the arrival, departure and surface 

movement of aircraft. 

Airside 

The movement area of an aerodrome, adjacent terrain and 

buildings or portions thereof, access to which is controlled. 

Airspace 

That portion of the earth’s atmosphere over which a nation 

exercises jurisdiction over aircraft in flight. The continental 

division of airspace usually coincides with the national 

boundaries and the oceanic division is determined by 

mutual agreement of the nations concerned. 

Apron 

A defined area on a land aerodrome intended to accommodate 

aircraft for the purpose of loading and unloading passengers, 

mail or cargo, fuelling, parking or maintenance. 

Australian Noise Exposure Concept (ANEC) 

Is a planning tool and used to test changes to noise exposure 

resulting from proposed changes to aerodrome operations. 

Australian Noise Exposure Forecast (ANEF) 

Shows the anticipated noise contours for the most likely or 

preferred development and forecasts for an airport. 

Australian Noise Exposure Index (ANEI) 

Is the actual noise exposure for some previous time period, 

generally a year. 

Building area 

An area on an aerodrome, outside the movement area, 

allocated for the provision of administration, aircraft 

maintenance and passenger, freight or other facilities. 

A building area may also contain fuel depots. 

Building line 

The line of demarcation between the movement area 

and the building area. 

Closed Charter 

A chartered flight not available to the general public. 

Critical aircraft 

The aeroplane or aeroplanes identified from among the 

aeroplanes the aerodrome is intended to serve as having the 

most demanding operational requirements with respect to 

the determination of movement area dimensions, pavement 

bearing strength and other physical characteristics in the 

design of aerodromes. 

Flight path 

The airspace connecting two locations and surrounding the 

actual or proposed track of the aircraft. Flight plan: Specified 

information provided to air traffic service units, relative to an 

intended flight or portion of a flight of an aircraft. 

Fuelling installation 

A fixed facility for the reception, storage and distribution of 

liquid fuels for the fuelling of aircraft or ground vehicles. 

General Aviation (GA) 

Refers to all flights other than military and scheduled airline 

flights, both private and commercial. 

Global Positioning System (GPS) 

A United States Department of Defence space based 

positioning system, velocity and time system composed 

of space, control and user segments. The space segment 

comprises 24 satellites in six orbital planes. The control 

segment consists of a master control station, monitor stations 

and ground antennas located around the world. The user 

segment consists of antennas and receiver-processors that 

provide positioning, velocity and precise timing to the user. 

126


Helicopter landing site 

An aircraft landing area for hover aircraft. 

Instrument approach procedure 

The approved procedure to be allowed by aircraft in descending 

from cruising level and landing at an aerodrome. It involves a 

series of predetermined manoeuvres for the orderly transfer 

of an aircraft by reference to night instruments, from the 

beginning of the initial approach to a landing or to a point 

from which a landing may be made visually. 

Intrastate 

Intrastate aviation encompasses airline and general aviation 

activities within a state or territory. 

Interstate 

Interstate aviation encompasses airline and general aviation 

activities between the states and/or territories. 

Integrated Noise Model (INM) 

The Integrated Noise Model is an aircraft noise modelling 

software package produced by the United States Federal 

Aviation Administration. 

Landed Tonnes 

Represents the Maximum Take Off Weight (MTOW) of 

a landed aircraft subject to WAC aeronautical charges. 

Landside 

That portion of an aerodrome not designated as airside 

and to which the general public normally has free access. 

Manoeuvring area 

That part of an aerodrome to be used for the take off, 

landing and taxiing of aircraft, excluding aprons. 

Movement 

Either a take off or a landing by an aircraft. 

Movement area 

That part of an aerodrome to be used for the surface movement 

of aircraft, including the manoeuvring areas and aprons. 

N65 Contours 

N65 is a term used generically to describe noise through 

reporting the number of aircraft noise events louder than 

the specified dB(A) level. 

Obstacles 

All fixed (temporary or permanent) and mobile objects, 

or parts thereof, which are located on an area intended for 

the surface movement of aircraft, or which extend above 

a defined surface intended to protect aircraft in flight. 

Obstruction 

An obstacle which prevents aircraft operations to or from a 

runway. 

Operator 

A person, organisation or enterprise engaged in, or offering 

to engage in, an aircraft operation. 

Obstacle Limitation Surfaces (OLS) 

A series of planes associated with each runway of an 

aerodrome and which define the desirable limits to which 

objects may project into the airspace around the aerodrome. 

Obstacles penetrating an OLS may need to be marked and/ 

or lit in accordance with CASA requirements. Definitions of 

individual OLS are: 

Conical surface: a surface sloping upward and outward 

from the periphery of the inner horizontal surface to a 

specified height above that surface. 

Inner horizontal surface: a plane at a specified height 

above the aerodrome reference elevation datum extending 

to a specified outer boundary. 

Approach surface: an inclined plane or combination of 

planes originating at the inner edge associated with each 

runway threshold. 

Transitional surface: inclined planes which originate from 

the edges of the runway strip and the sides of the approach 

surface and extend upward and outward at a specified rate 

to the inner horizontal surface. 

Take off climb surface: a plane originating at the end of the 

clearway, sloping upward and diverging at a specified rate. 

127


Pavement 

A prepared or semi‐prepared surface of a given depth for the 

purpose of providing added bearing capacity to an existing 

ground surface. 

Regular Public Transport (RPT) 

Regular Public Transport represents passenger services 

operating to a published schedule. 

Runway 

A defined rectangular area on a land aerodrome, prepared 

for the take off and landing of aircraft along its length. 

Runway number 

The number allocated to a runway end, being that whole 

number nearest to one tenth of the magnetic bearing of the 

runway centreline (measured clockwise from magnetic north) 

when viewed from the approach. Single digit numbers so 

obtained are preceded by 0 and where the final numeral of 

the bearing is 5 degrees, the number allocated is the next 

largest number. 

Taxiway 

A defined path on an aerodrome established for the taxiing 

of aircraft and intended to provide a link between one part 

of the aerodrome and another, including: 

Aircraft stand taxilane: A portion of an apron designated as 

a taxiway and intended to provide access to aircraft stands 

only. 

Apron taxiway: A portion of a taxiway system located on an 

apron and intended to provide a through taxi route across 

the apron. 

Rapid exit taxiway: A taxiway connected to a runway at an 

acute angle and designed to allow landing aircraft to turn 

off at higher speeds than are achieved on other exit taxiways 

thereby minimising runway occupancy times. 

128


C. Pre-existing Interests in Perth Airport 

Name Type Purpose Location 

BP Australia Limited Lease Aircraft Fuelling Facilities Domestic Aviation Precinct 

Shell Co of Australia ltd Lease Aircraft Fuelling Facilities Domestic Aviation Precinct 

Mobil Oil Lease Aircraft Fuelling Facilities Domestic Aviation Precinct 

Airservices Australia Lease Navigation Equipment And Office Commercial Precinct 1 

Densford Pty Ltd Lease Civil Works Lay Down Area Commercial Precinct 1 

Bureau of Meteorology Lease Meteorological Operations Airfield 

Airservices Australia Lease Fire Station Airfield 

Hawker Pacific Lease Aviation Support Services General Aviation Precinct 

Smart Group Australasia Pty Ltd Lease Commercial Operations Commercial Precinct 1 

Airservices Australia Lease Tyre Store Commercial Precinct 1 

Pearl Aviation P/L Lease General Aviation Operations General Aviation Precinct 

The Aviation Institute Lease Golf Course Commercial Precinct 3 

Australian Customs Service Lease Office Accommodation International Terminal Precinct 

Australian Air Express Lease Air Freight Operations Commercial Precinct 1 

Qantas Airways Ltd Lease Domestic Flight Operations Domestic Terminal T2 

Toll Dnata Airport Services Pty Ltd Lease Air Freight Operations Commercial Precinct 1 

Airservices Lease Operations Centre And Office Commercial Precinct 1 

Alpha – ATS P/L Lease Flight Catering Operation General Aviation Precinct 

WTH Pty Ltd Lease Hire Car Facility Domestic Aviation Precinct 

DIAL ACCOM Lease Communications Facilities International Terminal 

GSM Renta Fone Pty Ltd Lease Retail Operation International Terminal 

Argyle Diamond Sales Ltd Lease Retail Operation International Terminal 

Travelex Ltd Lease Retail Operation International Terminal 

Qantas Airways Ltd Lease Office Accommodation International Terminal 

Australian Quarantine Inspection Service Lease Quarantine Operations International Terminal 

Department of Immigration Lease Immigration Operations International Terminal 

Australian Federal Police Lease Aviation Security Operations International Terminal 

Australian Customs Service Lease Border Control Operations International Terminal 

Telstra Lease Communications Facilities International Terminal 

Airservices Australia Lease Air Traffic Control Tower International Terminal Precinct 

129



Hawker Pacific Pty Ltd Lease Hanger General Aviation Precinct 

Qantas Airways Ltd Lease Cabin Services Operations Domestic Terminal Precinct 

Australian Quarantine Inspection Service Lease Kennels Commercial Precinct 1 

Bureau of Meteorology Lease Anemometer Location Airfield 

Helicopters Australia Pty Ltd Lease Helicopter Operation General Aviation Precinct 

Australian Gold Refinery Lease Commercial Operations Commercial Precinct 2 

Australian Customs Service Lease Office Accommodation International Terminal Precinct 

Nantay Pty Ltd Lease General Aviation Operations General Aviation Precinct 

CTI Fleet Management Pty Ltd Lease Commercial Operations International Terminal Precinct 

Toll Transport Lease Freight Operations Facility Commercial Precinct 1 

Southbridge Holdings Pty Ltd Lease Airfreight Facility / Bond Store International Terminal Precinct 

BP Australia Ltd Lease Aviation Fuel Storage Facility International Terminal Precinct 

Australian Tourism Factory Pty Ltd Lease Hire Car Wash Facility Commercial Precinct 1 

Black and White taxis Lease Vehicle Maintenance Facility Commercial Precinct 1 

K and A Laird Lease Storage Shed Commercial Precinct 1 

WA Trotting Association Lease Training Track Commercial Precinct 1 

Australia Post Lease Post Processing Facility Commercial Precinct 1 

National Jet Systems Lease General Aviation Operations General Aviation Precinct 

Flight Base Services Lease General Aviation Operations General Aviation Precinct 

Remorex Pty Ltd Lease Hanger Facility General Aviation Precinct 

Actlabs Pacific Lease Laboratory Commercial Precinct 1 

DIAL ACCOM Lease Communication Facilities Domestic Terminal 3 

Qantas Airways Ltd Lease Domestic Passenger Terminal Domestic Terminal 2 

Telstra Corporation Ltd Lease Communication Facilities Domestic Terminal Precinct 

Skywest Airlines Lease Office Accommodation Domestic Terminal Precinct 

Department of Agriculture Lease Office Accommodation Domestic Terminal Precinct 

Spagnolo Alf & Rosie Lease Stock Grazing Area Commercial Precinct 3 

Pearl Aviation Pty Ltd Licence Ground Service Equipment Storage Area Airfield 

Gogas Lease Gas Refuelling Facility Commercial Precinct 1 

National Jet Systems Lease Ground Service Equipment Storage Area Airfield 

130



BP Australia Ltd Licence Fuel Hydrant Supply Lines Airfield 

Hawker Pacific Pty Ltd Licence Ground Service Equipment Storage Area Airfield 

Nantay Pty Ltd Licence Ground Service Equipment Storage Area Airfield 

Remorex Pty Ltd Licence Ground Service Equipment Storage Area Airfield 

Helicopters Australia Pty Ltd Licence Ground Service Equipment Storage Area Airfield 

Pearl Aviation Pty Ltd Licence Ground Service Equipment Storage Area Airfield 

Qantas Airways Ltd Licence Ground Service Equipment Storage Area Airfield 

Hawker Pacific Pty Ltd Licence Ground Service Equipment Storage Area Airfield 

Flight Base Services - Skippers Licence Ground Service Equipment Storage Area Airfield 

Ansett Australia Airlines Ltd Lease Domestic Passenger Terminal Domestic Terminal 3 

Dampier Bunbury Natural Gas Pipeline Easement High Pressure Gas Pipeline Commercial and 

Conservation Precincts 

Water Corporation Licence Water Pipe Commercial Precinct 

Parmelia Gas Pipeline Easement High Pressure Gas Pipeline Commercial Precinct 

131

Westralia Airports Corporation ABN 24 077 153 130. PO Box 6, Cloverdale, Western Australia 6985 Australia 

www.perthairport.com

PERTH AIRPORT Master Plan 2009

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