PERTH AIRPORT Master Plan 2009

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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 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
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 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
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Westralia Airports Corporation ABN
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PERTH AIRPORT Master Plan 2009

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