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
• 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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