03/04SYDNEY AIRPORTMASTER PLAN

SYDNEY AIRPORT

MASTER PLAN

MARCH 2004

TABLE OF CONTENTS 2

DISCLAIMER 4

COPYRIGHT 4

FOREWORD 5

EXECUTIVE SUMMARY 7

1. INTRODUCTION 9

1.1 Vision 111.2 Purpose of the Master Plan 111.3 Development Objectives 111.4 Planning Principles and Assumptions 111.5 Indicative Development Concept 121.6 Statutory Requirements 12

2. BACKGROUND 19

2.1 A Part of Sydney’s Development 212.2 Other Sydney Basin Airports 222.3 Second Sydney Airport 24

3. GOVERNMENT OPERATIONAL POLICY

AND REGULATORY FRAMEWORK 27

3.1 Curfew 293.2 Movement Cap 293.3 Noise Sharing 293.4 Commonwealth Acts and Regulations 30

4. ECONOMIC, SOCIAL AND STRATEGIC

SIGNIFICANCE 31

4.1 The Economic Significance of Sydney Airport 334.2 Sydney Air Transport Connections 344.3 Investing in Communities 34

5. REGIONAL DEVELOPMENT 35

5.1 Introduction 375.2 Local Government Areas 375.3 Regional Development Proposals 385.4 Socio-Demographic Context 395.5 Statutory Planning Context 395.6 State Interface Issues 39

6. AVIATION ACTIVITY FORECASTS 41

6.1 Historic Performance 436.2 Forecasting Task 456.3 Annual Forecast Methodology 456.4 Passenger Forecasts 466.5 Aircraft Movement Forecasts 476.6 Average Number of Passengers per Flight 476.7 2023/24 “Busy Day” Aircraft Movement

Forecasts 496.8 Air Freight 506.9 Regionals 50

7. AIRFIELD – INDICATIVE DEVELOPMENT

CONCEPT 51

7.1 Introduction 537.2 Existing Facilities 537.3 Current Capacity 55

7.4 Airfield Layout Standards 557.5 Expansion Concept for the Airfield 577.6 New Large Aircraft 587.7 General Aviation and Helicopters 597.8 Emerging Technologies 60

8. TERMINAL AND PASSENGER SYSTEMS –

DEVELOPMENT CONCEPT 61

8.1 Introduction 638.2 International Terminal (T1) 638.3 Domestic Terminals (T2 and T3) 658.4 International/Domestic Terminal Transfers 66

9. FREIGHT – DEVELOPMENT CONCEPT 67

9.1 Introduction 699.2 Existing Facilities 699.3 Current Capacity 709.4 Future Demand 709.5 Development Concept 70

10. AVIATION SUPPORT FACILITIES –

DEVELOPMENT CONCEPT 71

10.1 Aviation Fuel 7310.2 Aircraft Maintenance 7410.3 Ground Support Equipment 7410.4 Flight Catering 75

11. LANDSIDE ACCESS – DEVELOPMENT

CONCEPT 77

11.1 Introduction 7911.2 International Precinct 8011.3 Domestic Precinct 8011.4 External Road Network 80

12. COMMERCIAL DEVELOPMENT –

DEVELOPMENT CONCEPT 83

12.1 Introduction 8512.2 International Precinct 8512.3 Domestic Precinct 8612.4 Southern Precincts 8612.5 Northern Precinct 86

13. LAND USE ZONING PLAN 87

13.1 Introduction 8913.2 Relationship to State Planning Instruments 8913.3 Land Use Zoning 9213.4 Development and Building Consent 9313.5 SACL Owned Land Contiguous with Airport Site 9313.6 Existing Use Rights 9413.7 Air Services Australia and Bureau of

Meteorology Long Term Leases 9413.8 Pre-existing interests in airport land 9413.9 Interim Use of Land 94

14. AIRSPACE PROTECTION 99

14.1 Introduction 10114.2 Obstacle Limitation Surfaces 10114.3 Procedures for Air Navigation Services –

Aircraft Operations - PANS/OPS Surfaces 10114.4 Airports (Protection of Airspace)

Regulations 1996 101

14.5 Engine Out Procedures 10214.6 Navigation Aid and Radar Restricted Surfaces 10214.7 Restrictions to External Lighting 10214.8 Stack and Vent Efflux Issues 10214.9 Bird Hazards 10214.10 Security and Crash Risk 102

15. UTILITES 115

15.1 Power 11715.2 Water Supply 11715.3 Sewerage 11715.4 Gas 11815.5 Stormwater 11815.6 Telecommunications 118

16. SYDNEY AIRPORT ENVIROMENT

MANAGEMENT 119

16.1 Introduction 12116.2 Sydney Airport Environment Management 12216.3 Sydney Airport Environment Strategy 12216.4 Identification of Environmental Issues 12316.5 Ground-Based Noise 12416.6 Aircraft Noise and Mitigation Strategies 12416.7 Noise Descriptors 12616.8 Air Emissions 12716.9 Heritage and Significant/Sensitive Sites 12916.10 Soil Contamination 13016.11 Water Quality 13116.12 Construction Impacts 13116.13 Waste 131

17. COMMUNITY VALUES 145

17.1 Research 14717.2 Community Attitudes Research 14717.3 Master Plan Community Study 14717.4 Communication and Consultation 14817.5 Technical Stakeholder Consultation 148

18. IMPLEMENTATION 151

18.1 Implementation Framework 15318.2 Periodic Review 153

Appendices 155

1. ACKNOWLEDGEMENTS 1572. GLOSSARY AND AVIATION TERMINOLOGY 1583. RUNWAY MODES OF OPERATION 1604. LAND USE 1655. DEVELOPMENT ASSESSMENT AT

SYDNEY AIRPORT 1746. ABBREVIATIONS 1787. BIBLIOGRAPHY 179

LIST OF TABLES

4.1 Airport-Related Business Activity 347.1 Runway Data 537.2 2023/24 Gate Demand Forecasts 5613.1 Zoning Table 9116.1 Building Site Acceptability Based on

ANEF Zones 12716.2 Relative Contributions to Total Sydney Airport

Emissions – 2001/2002 12816.3 Summary of Predicted Emissions for 2024

Compared with 2010 12816.4 Predicted Emissions Compared with Total

Airshed Emissions 129A3.1 Preferred Runway Selection

– Monday to Friday 160A3.2 Preferred Runway Selection

– Saturday and Sunday 161Schedule 1 State Environmental Planning

Policies (SEPP) 165Schedule 2 Sydney Regional Environmental Plans 168Schedule 3 Section 117 Directions 169Schedule 4 Zoning Consistency 172A5.1 Development Standards 175A5.2 External Consultation 176

LIST OF FIGURES

Figure 1.1 Existing Airport Layout 15Figure 1.2 Indicative Development Concept 17Figure 2.1 Sydney Basin Airports 25Figure 6.1 Airport Comparison Passenger

Throughput 2001 43Figure 6.2 Historical Passenger Movements –

10 year Period to 2001/02 44Figure 6.3 Fixed Wing Aircraft Movements

at Sydney Airport -10 year Period to 2001/02 44

Figure 6.4 Passenger Forecasts 46Figure 6.5 Aircraft Movement Forecasts 47Figure 6.6 Average Passengers per Flight 48Figure 6.7 Comparison of “Busy Day” Movements 48Figure 6.8 2023/24 “Busy Day” Hourly Aircraft

Movements 49Figure 6.9 Historic “Busy Days” 50Figure 6.10 Air Freight Forecasts 50Figure 11.1 Additional Peak Hour Vehicular Traffic 81Figure 13.1 Land Use Zoning Plan 2023/24 95Figure 13.2 Current Land Use Zonings Surrounding

Sydney Airport 97Figure 14.1 Obstacle Limitation Surfaces 103Figure 14.2 PANS OPS Surfaces Basic ILS 105Figure 14.3 PANS OPS LLZ/DME 107Figure 14.4 PANS OPS Circling 109Figure 14.5 PANS OPS VOR/DME 111Figure 14.6 Restricted Light Zones 113Graph 16.1 Aircraft Noise Trends 126Figure 16.1 2023/24 Jet Flight Movements 133Figure 16.2 Jet Aircraft Respite Hours 135Figure 16.3 2023/24 Daily Average Number of

Noise Events Louder than 70dba 137Figure 16.4 2023/24 Average Noise

Exposure Forecasts 139Figure 16.5 Sydney Airport 2023/24 ANEF

and 2001 ANEI 141Figure 16.6 Interim Register of National Estate 143Figure A3.1 Runway Modes of Operation 163Figure A5.1 SACL Approval Process 177

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DISCLAIMER

This Master Plan has been prepared by Sydney AirportCorporation Limited (SACL) for the purpose of satisfyingthe statutory requirements of the Airports Act 1996.

The development concepts presented in the Master Planare based on certain forecasts and assumptions, whichhave been prepared and adopted by SACL, specifically forthe preparation of the Master Plan to satisfy statutoryrequirements. These forecasts and assumptions shouldnot be used or relied upon for any other purpose by anyperson.

Whilst all care has been taken in the preparation of theMaster Plan, SACL accepts no liability whatsoever to anyperson who relies in any way on any informationcontained in the Master Plan.

COPYRIGHT

Copyright in this document is vested in SACL. No personshall reproduce this document either in part or in full, inany form by any means, whether electronic, mechanical,photocopying, recording or otherwise, nor reproduce,store in a retrieval system or transmit this documenteither in part or in full, without the prior written consentof SACL. Enquiries regarding copyright should beaddressed to SACL.

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FOREWORD

This year will be the 83rd anniversary of Sydney Airportoperations. I am pleased to present the Master Plan for Sydney(Kingsford Smith) Airport. The plan provides our vision for theoperation and development of Australia’s premier airport for thenext 20 years, to meet the air transport needs of the City ofSydney, the State of NSW, and Australia.

The Southern Cross Airports Consortium acquired the Sydney Airport Corporation Limited (SACL), which included along-term lease for Sydney Airport from the Commonwealth Government in June 2002. The consortium brings togethera blend of local knowledge and international airport and investment expertise.

Sydney Airport is one of Australia’s most significant pieces of transport infrastructure handling around half of alloverseas travellers to and from Australia, and serves as the primary domestic and regional airport for NSW. In thiscontext, Sydney Airport is a significant contributor to, and driver of national and regional economic activity. Over 60,000people are employed directly servicing airport-related activities. When taking into account the impact of indirectemployment this increases to over 170,000 jobs in total. The airport makes a direct contribution of $6.6 billion in NSW Gross State Product, a direct generation of $12.1 billion in output, and a direct provision of $2.7 billion inhousehold income.

We recognise that fulfilling this vital economic role brings with it a range of challenges in meeting the legitimateaspirations of our diverse group of stakeholders, including the wider community. Sydney Airport is subject to acomprehensive suite of government regulatory and operational controls including a curfew and movement cap. The Master Plan is predicated on observing and respecting these controls, and SACL is committed to minimising airport impacts on our neighbours.

It should be noted that this Plan is required to be updated in five years’ time. During this period, Sydney Airport isexpected to welcome the New Large Aircraft, which will require the upgrading of a number of our aviation assets.Given the substantial investment in infrastructure in the lead up to Sydney 2000 Olympics and the fall in traffic growthfollowing the tragic events of September 11 2001, we expect that minimal new aviation related capacity will berequired over the next five years.

Max Moore-Wilton AC

Chairman and Chief Executive OfficerSydney Airport Corporation Limited

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Terminals and Support Facilities

International operations at the International Terminal (T1)and domestic operations at the SACL Domestic andQantas Domestic Terminals (T2 and T3) will be maintainedin their current position although extensions are planned.The domestic terminals will be improved by building aphysical link at the western end of those buildings, andthe International Terminal will be extended to the north.

To facilitate improved connections between theInternational and Domestic terminals, a transfer corridorhas been preserved.

All air freight facilities (excluding aircraft parking positions)are expected to relocate to a new freight precinct onSACL-owned land to the north of the airport.

Existing general aviation and helicopter facilities havebeen retained with an assumption that traffic levels willremain at around their current levels.

Aircraft line and base maintenance capability has beenretained, which includes a reconfiguration of the currentQantas Jet Base area.

Landside

SACL supports the NSW Government’s approach toencourage mode shifts to more sustainable transportforms such as railway use. Analysis undertaken by SACLindicates a demand for an incremental expansion oflandside infrastructure around the airport and new carparks are planned for the International and Domesticprecincts.

Commercial Development

Sydney Airport is an important transport hub within theCity of Sydney. As demand for travel increases, moderncity societies expect and demand a range of services andfacilities at these transport hubs to improve their travelexperience, and to support their businesses.

Executive Summary

Sydney Airport is the nation’s international gateway and theprimary airport serving both Sydney and NSW. The airport is avital economic hub and a major creator of wealth and employmentfor the NSW economy. It occupies a 905 hectare site approximatelyeight kilometres south of the Sydney CBD.

This Master Plan for Sydney Airport provides a plan forthe airport’s future for the next 20 years. It is an outlinefor implementing sustainable physical developments forSACL, airport customers and stakeholders. The MasterPlan has been prepared to fulfil SACL’s statutoryobligations under the Airports Act 1996.

The Master Plan foreshadows that it will not benecessary to build new runways or lengthen the existingrunways over the next 20 years. However, developmentand improvements to a range of facilities includingtaxiways, terminals, transport and commercial areas willbe undertaken.

Key features of the Master Pan include:

Regulatory and Policy Settings

The Master Plan is based on the assumption SydneyAirport remaining the sole international and domesticairport for the Sydney Basin for the 20 year period of theplan and compliance with the current legislation andpolicy in relation to curfew, movement cap, and theprinciples of noise sharing. The range of noise informationpresented in the Master Plan has been calculated on thebasis of continued use of existing flight paths.

Forecasts

The Master Plan is based on aviation activity forecaststhat indicate by 2023/24, Sydney Airport will be handling68.3 million passengers and 412,000 aircraft movements,of which 377,650 will be passenger aircraft. Averageannual growth rates over the planning period are 4.2 percent for passengers, and 2.4 per cent for passengeraircraft movements.

Airfield

Airfield modelling and analysis indicates that the existingrunway infrastructure is adequate to support the forecastair traffic for the next 20 years. Therefore no extension orduplication of runway infrastructure is foreshadowed. Theairfield modelling has identified the need for a number ofnew taxiway and apron elements supporting terminalexpansion.

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As Sydney Airport is relatively “land poor”, “recycling” ofland is essential. As such, interim uses of land arecontemplated for areas where the eventual use of theland is not required until some time in the future.

Environment Management

Environmental management at Sydney Airport isgoverned by the Sydney Airport Environment Strategy,which is updated every five years. It provides an outlinefor continuing to manage vital environmental issuesincluding noise impacts, air quality, heritage sites andwater quality.

Community Consultation

SACL has undertaken extensive research into theopinions of airport neighbours, those further from theairport who are affected by flight paths, and other Sydneyresidents. Throughout the Master Plan developmentprocess, SACL provided regular briefings to airportstakeholders, including elected representatives, councilsand the Sydney Airport Community Forum.

Implementation

The development concept outlined in this Master Plan will be implemented in a staged manner to meetidentified demand. Major Development Plans are requiredfor development proposals that exceed specified triggercriteria set out in the Airports Act 1996. The Airports Act 1996 also requires a review of this Master Plan in five years.

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business partners, public entities, the travelling public,and the wider community, to ensure an equitablebalance is achieved between the economic benefits ofgrowth, and the social and environmental impacts ofgrowth.

1.2 Purpose of the Master Plan

The purpose of this Master Plan is to:

• fulfil SACL’s statutory obligations under the AirportsAct 1996 (Part 5 Division 3) by meeting all legislativerequirements, thereby enabling approval of the DraftMaster Plan by the Minister

• reach understanding between SACL, our businesspartners, and other stakeholders on a 20-yearstrategic outlook for the future development ofSydney Airport based on sustainable outcomes, and

• create long term planning clarity for customers andinternal business units in relation to land use,infrastructure development and operational matters.

1.3 Development Objectives

SACL’s development objectives for the airport are:

• maintaining a safe, secure and reliable airportoperating environment

• being a sustainable business, accepted as aresponsible and valued member of the communityand a key economic driver for Sydney, NSW andAustralia

• providing a quality arriving and departing total journeyexperience for the travelling public and airport visitors

• planning and developing new capacity to facilitatefuture growth

• operating the airport in order to maximise the efficientuse of existing infrastructure

• ensuring flexibility to meet changing customer needs

• exploring new growth opportunities to enhance valuein existing or new synergistic businesses, and

• continuing to be an environmentally responsibleairport.

1. Introduction

Master planning is a part of a dynamic process within the aviationindustry. Master Plans evolve as markets and technology change,and airlines and businesses adapt to new operating environments.Therefore, an inherent flexibility has been a guiding philosophyunderpinning the Master Plan.

Sydney Airport is situated eight km south of the CBD ofSydney, adjacent to Sydney’s major port facility. It issurrounded by water on three sides, Botany Bay to thesouth, the Cooks River to the west and the AlexandraCanal to the north.

The 905 hectare site is owned by the Commonwealth ofAustralia, and leased to Sydney Airport CorporationLimited (SACL). The airport is bounded by the localgovernment areas of City of Botany Bay, Marrickville andthe City of Rockdale.

The major infrastructure elements needed to operate amodern international airport including three runways, twoterminal precincts, freight facilities and a General Aviationarea are provided on the site.

The airport is served and enclosed by a number of majorroads and railways including General Holmes Drive, theM5 East, Southern Cross Drive, the Port Botany GoodsLine and two on-airport suburban railway stations.

1.1 Vision

Sydney Airport Corporation Limited’s (SACL) vision as theairport lessee company and operator of Sydney Airport, is“to be a world-class airport management company”.

Consistent with this vision, the goal of the Master Plan isto “create long-term value for SACL and itsstakeholders”. A key factor in being able to achieve thisvision, relates to successful long-term planning of theairport asset. The Master Plan will achieve this by:

• planning for new capacity to facilitate future growth atSydney Airport, while recognising Government policyon issues such as the curfew, movement cap,regional access etc

• providing new growth opportunities and maximisingthe use of existing assets within Sydney Airport, and

• engaging with and seeking feedback and input from

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1.5 Indicative Development Concept

The current Sydney Airport layout is shown in Figure 1.1.

The Indicative Development Concept for 2023/24 isshown in Figure 1.2 and is based on SACL’s forecasts for2023/24, the development objectives and the planningprinciples and assumptions described above.

1.6 Statutory Requirements

Airports Act 1996

Preparation of the Master Plan is a statutory requirementfor SACL arising from the application of the Airports Act1996. The Minister for Transport and Regional Servicesdirected that a Draft Master Plan (DMP) for SydneyAirport is to be submitted by 31 December 2003.

The DMP was submitted for the Minister’s considerationon 23 December 2003. The Minister approved the DMPon 22 March 2004.

The Master Plan is a key part of the Commonwealth’sregulatory framework for Airport Lessee Companies (ALC)such as SACL. It essentially requires lessees to indicatehow they intend to develop the airport to accommodatethe efficient facilitation of future aviation growth, whileensuring all relevant stakeholders have had an opportunityto understand, comment and give their input to theprocess.

In summary, the plan must:

• cover a period of 20 years (known as the planningperiod)

• be reviewed every five years

• specify the ALC’s development objectives

• assess future needs of civil aviation users and otherusers

• specify the ALC’s proposals for land use and relateddevelopment

• include forecasts relating to noise exposure levels,and the ALC’s plans following consultation, formanaging aircraft noise intrusion above significantAustralian Exposure Noise Forecast (ANEF) levels

• assess environmental issues and the ALC’s plans formanaging these issues, and

• must be displayed for a period of 90 days for publiccomment.

There are a number of steps in the regulatory processleading to the approval of the Master Plan as follows:

• the ALC prepares a Preliminary Draft Master Plan(PDMP) and invites public comment on the PDMP fora period of 90 days

1.4 Planning Principles and Assumptions

The development concept depicted in the Master Plan ispredicated on a number of planning principles andassumptions. During the development process, theseassumptions were tested and validated. The assumptionsinclude:

• Sydney Airport is assumed to remain the soleInternational and Domestic airport in the Sydney Basinfor the duration of the planning period (see chapter2.3)

• Aircraft operations will continue within the existingregulations relating to the curfew and movement cap

• The slot management scheme for Sydney Airport willcontinue in its current form

• Sydney Airport will continue to support the principlesof noise sharing

• There will be no new or lengthened runways

• Access for Regional air traffic will continue

• International traffic will generally be processed in theexisting International Terminal precinct, and Domestictraffic will generally be processed in the DomesticTerminal precinct

• Trans Tasman air traffic will remain an internationalsector

• Wherever possible, incremental expansion of existingfacilities will be used to deliver new capacity

• Over time, industry processes will become moreefficient and productive

• New Large Aircraft types will be introduced, with theAirbus A380 to commence operations from 2006

• The south east and south south east sectors (south ofthe east-west runway and east of the north-southrunway) are to be reserved for aviation uses beyondthe planning period

• As Sydney Airport is a relatively “land poor” airport,land must be ‘recycled’ and put to interim uses untilits final use is needed

• Aircraft line maintenance capability is to be retained

• Concurrent relocation of freight facilities is desired toallow for incremental terminal growth, and

• Adequate external transport infrastructure within thecity and the region will be provided by the relevantauthorities to ensure that passengers, freight, staffand visitors can access the airport.

The MDP approval process also involves assessment ofenvironmental impacts against the requirements of theCommonwealth Environment Protection and BiodiversityConservation Act 1999. The Federal Department ofTransport and Regional Services (DoTRS) andEnvironment Australia (EA) determines the level ofenvironmental assessment required.

For development proposals not exceeding the MDPtrigger criteria, SACL employs a rigorous internaldevelopment assessment process, which involvesconsultation with relevant stakeholders and externalaffected parties. The proposal would also require theapproval of the Airport Building Controller pursuant to theAirports (Building Control) Regulations. The process isdescribed at Appendix 5.

Environment Strategy 1999

SACL’s Environment Strategy 1999 was prepared inaccordance with the Airports Act 1996. The next updateto the strategy will be undertaken in 2004.

Airport Building Controller and Airport

Environment Officer

Under the Airports Act 1996, DoTRS oversees buildingcontrol, and regulates environmental issues, excludingaircraft over-flight noise impacts. The Airport BuildingController (ABC) and Airport Environment Officer (AEO)are responsible for administration of the regulations.DoTRS oversees the AEO and ABC and retains overallresponsibility for enforcement of the Act and Regulations.

Disabled Access

SACL takes seriously its accessability obligations incomplying with the legislative requirements as defined inthe Commonwealth Disabilities Discrimination Act and inthe Building Code of Australia. Accessibility issues areaddressed in early design stages.

Review of the Airports Act 1996

In November 2002, the Federal Minister for Transport andRegional Services announced a review of the Airports Act1996 would be undertaken. At the time of preparing thisMaster Plan the review was underway. After inquiring ofDoTRS, nothing has come to the attention of SACL at thetime of writing that indicates that any substantivechanges to the Master Plan are required.

• the ALC prepares a DMP based on the PDMP andconsideration of public comment

• the ALC submits the DMP to the Federal Minister forthe Transport and Regional Services for approval, and

• once Ministerial Approval of the Plan is received, theALC must publicly advise of the approval within 90days and make copies available to the public.

The Airports Act 1996 also establishes a Commonwealthenvironmental management regime for all leased FederalAirports. The main elements include environmentalstrategies for each of the leased airports and themonitoring and remediation of pollution. The Airports(Environment Protection) Regulations 1997 provide detailsof how environmental management objectives will beachieved.

In addition, the Act requires a Major Development Plan(MDP) to be prepared if any proposed works are:“of a kind that is likely to have significant environmentalor ecological impact” or if it “affects an area identified asenvironmentally significant in the Airport’s EnvironmentStrategy”.

Major Development Plans

The approval of the DMP does not imply developmentconsent for any specific proposals within the Plan. Majordevelopments that exceed criteria specified under section89 of the Airports Act 1996 are subject to the preparationof a Major Development Plan (MDP). This separateprocess includes a public exhibition period and approval ofthe MDP by the Minister. To receive Ministerial approvalan MDP must demonstrate consistency with the MasterPlan.

The types of development that trigger the requirement toprepare a MDP are listed in section 89 of the Airports Act1996 and include the following:

• extending or constructing new runways

• extending or constructing new taxiways, the cost ofwhich is $10 million or greater

• constructing new terminals greater than 500 sq m, oradding more than 10 per cent to an existing terminal

• constructing any new building (except terminals)where the cost is $10 million or greater

• constructing new roads where the cost is $10 millionor greater, and

• development which is likely to have a significantenvironmental or ecological impact or which affects anarea specifically listed in the Airport’s EnvironmentStrategy.

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RAILWAY STATION

RAILWAY STATION

To Green Square (Cycleway)

To Botany Bay and

Concord (Cycleway)

CYCLEWAY

This drawing has been prepared to illustrate the Sydney Airport Master Plan and is not intendedto serve any other purpose. The drawing must be read in conjunction with the Master Plan.

Figure 1.1

Existing Airport Layout

2003/04

Sydney Airport

Master Plan

2003/04

RAILWAY STATION

To Green Square (Cycleway)

ENVIRONMENTALLY SENSITIVE BUSINESS PARK

RAILWAY STATION

To Botany Bay and

Concord (Cycleway)

CYCLEWAY

This drawing has been prepared to illustrate the Sydney Airport Master Plan and is not intendedto serve any other purpose. The drawing must be read in conjunction with the Master Plan.

Figure 1.2

Indicative Development

Concept – 2023/2024

Sydney Airport

Master Plan

2003/04

02background

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In 1921, the Commonwealth acquired the aerodrome aspart of a program to develop a nation-wide airportnetwork. In the 1930s in response to criticism of the lackof facilities additional land was purchased, the mainrunway was surfaced with gravel and two ancillary grassrunways were laid out. These early runways were locatedin the vicinity of what is now the Domestic Precinct andQantas Jet Base.

In 1940, a new passenger terminal was opened and theaerodrome was declared “an airport worthy of the City ofSydney”. The airport was further developed during WorldWar II to enhance its civilian and military facilities.

After the war, the Cooks River was diverted and two offour new runways were built in accordance with theairport’s first master plan prepared by Dr KNE (Bill)Bradfield. This period coincided with the introduction ofnew propeller driven aircraft such as the LockheedConstellation, which introduced pressurised travel. Thisinnovation transformed aviation into a reliable andcomfortable means of transport, well-suited to Australia’slong distance internal and overseas routes.

Jet Era

The arrival of the B707 in 1959, and other new jet andturbo-prop aircraft ushered in a period of rapid growth inair travel. An 11pm to 6am curfew was adopted in 1963,in response to the resulting increase in aircraft noise.

In 1968, the main north-south runway (16/34) wasextended into Botany Bay to cater for the long-haulinternational jets. This was a major civil engineeringconstruction project that required the routing of GeneralHolmes Drive under the runway, land reclamation and thediversion of the Southern and Western Sydney OceanOutfall Sewer.

The 1960s saw a significant modal shift of internationaltravel from sea to air, and in 1970 the first stage of a newinternational terminal was opened on its current site inthe north-west sector of the airport.

2. Background

The Sydney metropolitan area is served by Sydney Airport, threegeneral aviation airports, a number of private airstrips and theRichmond RAAF Air Base.

In 1986, the Federal Government announced thatBadgerys Creek had been selected as the site for asecond Sydney Airport. Major Sydney Basin airports areshown in Figure 2.1.

In 2000, the Federal Government advised that a furtherreview of Sydney’s airport needs will be undertaken in2005. This Master Plan assumes that Sydney Airport willremain the sole international and domestic airport for theSydney Basin for the next 20 years.

2.1 A Part of Sydney’s Development

Pre Aviation

The Sydney Airport site has been a vital part of thehistory of Sydney since the earliest days of Europeansettlement. The airport lies on the area around BotanyBay first explored by Captain James Cook and botanist SirJoseph Banks in 1770.

When the First Fleet settlers arrived, the airport site wasmarshland, traversed by the Cooks River. As settlementdeveloped, a series of ponds on the eastern edge of thesite were used to supply the city of Sydney withfreshwater until 1835. Remains of both the originalpumping station and the Engine Pond still exist, and arelisted as environmentally significant in Sydney Airport’sEnvironment Strategy. During the late nineteenth andearly twentieth century the site was used by industrialbuildings including textile and flour mills.

Aerodrome Opens

In 1911, Joseph Hammond, a representative of the BritishColonial Aircraft Company landed the first aircraft on theformer Ascot Racecourse (now part of the airport site).Several years later, the Australian Aircraft and EngineeringCompany formed by Harry Broadsmith, Walter (Jack)Warneford and Nigel Love built structures on the site toassemble and fly Avro 504K aircraft. Once part of theswamp was reclaimed, “Mascot Aerodrome” wasofficially opened in January 1920.

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In December 2000, the Commonwealth announced itsdecision to privatise the airport. The sale processcommenced but was subsequently deferred following theterrorist attacks in the United States and the collapse ofAnsett Australia in September 2001. In June 2002, thesale of Sydney Airport to the Southern Cross AirportsCorporation was concluded, thus returning the airport toprivate hands after some eighty years of governmentownership and management. One of the consequencesof the sale was the requirement for the development of a20 year master plan for the airport.

Sydney Airport now occupies a 905 hectare siteapproximately eight kilometres south of the Sydney CBD.

2.2 Other Sydney Basin Airports

Metropolitan Sydney is served by three currentlyCommonwealth owned general aviation (GA) airports atBankstown, Camden and Hoxton Park. There are anumber of small, privately owned and local governmentairfields in the greater region including Wilton, The Oaks,Wedderburn, Warnervale and Albion Park. The RoyalAustralian Air Force (RAAF) also has an air base atRichmond.

In December 2000, the Commonwealth announced it haddecided to make Bankstown Airport available as anoverflow airport for Sydney Airport. However, in April2003, the Commonwealth announced that due to changesin the aviation environment, the need to develop overflowcapacity to supplement Sydney Airport was no longerrequired.

In March 2001, the Commonwealth indicated it intendedto sell Bankstown, Camden and Hoxton Park airports as agroup, in a 100 per cent trade sale. In November 2003,the sale process was completed, with the BaCH AirportsConsortium named as the successful bidder. SACL is nota participant in the BaCH Airports Consortium. MasterPlans are expected to be developed by each of theseairports within 12 months from the sale date.

Bankstown Airport

Bankstown Airport functions as the main GA airport forthe Sydney region. It caters to a wide range of activities(fixed wing and helicopters) including charter, flyingtraining, private, freight, aircraft maintenance and support,and a number of non-aviation related businesses.

The introduction of the B747 aircraft in the 1970s morethan doubled the passenger carrying capacity ofpassenger jets. In 1972, Runway 16/34 was againextended to its present length of 3962m by further landreclamation within Botany Bay. This added to the stronggrowth in air traffic, driving further expansion of theinternational terminal. The domestic carriers also re-developed their terminals.

The growing complexity and expansion of operations atSydney Airport prompted several inquiries and studiesinto the need for additional runway capacity and/or thedevelopment of a second airport within the Sydney Basin.

Parallel Runway and Terminal Expansion

Increasing congestion in the 1980s led to a decision todevelop a close-spaced parallel runway, which was laterabandoned by the Federal Government in favor ofdeveloping a second airport at Badgerys Creek. Thedomestic terminals were also further extended and wide-bodied jet operations commenced on major domestictrunk routes.

In 1988, control and operation of the airport passed fromthe Commonwealth Department of Transport to theFederal Airports Corporation (FAC), a CommonwealthGovernment Business Enterprise. In 1989, theCommonwealth decided to proceed with thedevelopment of the third (parallel) medium-spacedrunway, and also announced that detailed planning wouldcommence for the staged development of a second majorairport at the Badgerys Creek site.

In 1992, a major expansion to the international terminalwas opened, which added eight gates catering for B747-400 aircraft. In 1994, the 2438m long parallel runway(16L/34R) opened. A new control tower complimentingthe airport’s parallel runway configuration was opened in1996. Control and operation of Sydney Airport passedfrom the FAC to SACL in 1998.

Olympic Expansion

Prior to the Sydney 2000 Olympic and Paralympic Games,the international terminal was significantly upgraded andexpanded. The main domestic carriers also undertookmajor terminal redevelopment and expansion projects.Concurrently, the NSW Government and privatedevelopers also delivered significant ground accessinfrastructure, including the Airport Rail Link, the EasternDistributor and M5-East motorway links.

RAAF Base Richmond

RAAF Richmond is currently the home base to the RAAFHeavy Lift Group comprising two C130H/J squadrons anda B707 squadron. These are the only RAAF operationalflying units based in the Sydney Basin. A number ofground support units are also located at the base. TheGovernment has noted that the base will be operationaluntil at least 2010.

RAAF Base Richmond occupies a 270ha site and isequipped with:

• a single sealed runway (2134m long) in the 10/28direction

• runway lighting

• PAPI

• high intensity approach lighting system in the 28direction, and

• navigation aids including an instrument landing system(ILS) serving runway 28, NDB, and a tactical airnavigation beacon.

Military ATC is provided and practice civilian ILSapproaches are permitted subject to RAAF operationalapproval. Civilian gliding operations are undertaken onweekends. The Second Sydney Airport DraftEnvironmental Impact Statement 1997 reported thatapproximately 45,000 aircraft movements occur annually.

Other Greater Regional Airfields

The NSW Sport Aircraft Club operates a private airstrip atWedderburn. Many tenants at Wedderburn own andoperate vintage and/or kit or home built aircraft. There arenumerous hangars and some are now occupied byowners/operators of more traditional private aircraft.Facilities are only for private operations.

The Oaks is a private airstrip to the south west ofCamden. Activities are those of conventional singleengined private aircraft or ultralight sports aircraft, andthere is some limited hangarage.

Wilton, which is near a site assessed in the 1985 EIS forthe Second Sydney Airport is used exclusively by SydneySkydivers. The surrounding airspace has been speciallydesigned for skydiving activity, and the owner/operatorhas invested heavily in this facility.

It occupies a 313ha site and is equipped with:

• four sealed runways, three parallels (1042-1415mlong) in the 11/29 direction and one (800m long) in the18/36 direction

• airfield lighting

• a precision approach path indicator (PAPI) system onRunway 11C/29C, and

• a non-directional beacon (NDB).

Air Traffic Control (ATC) is provided utilising GeneralAviation Airport Procedures (GAAP). These permit day andnight high-density operations to be undertaken in visualmeteorological conditions. Currently no scheduledpassenger services operate from the airport, althoughsmall-scale regional services have occurred in the past. In 2001/02, 340,000 aircraft movements were reported.

Camden Airport

In addition to GA activities, Camden Airport caters for themain gliding activities in the Sydney Basin as well as acentre for ballooning. It occupies a 194ha site and isequipped with:

• one sealed runway (1464m long) in the 06/24 directionand a grassed runway (723m long) in the 10/28direction

• two separate grass runways for gliding activities

• airfield lighting for the main runway, and

• an NDB.

ATC is established utilising GAAP. In 2001/02, 68,660aircraft movements were reported.

Hoxton Park Airport

Hoxton Park Airport handles a smaller range of GAactivities than Bankstown and Camden. It occupies an 89hectare site and is equipped with:

• a single sealed runway (1098m long) in the 16/34direction, and

• airfield lighting for the runway.

There is no ATC or navigational aids.

Traffic at Hoxton Park is not reported, but the estimatedtraffic level is 80,000 movements per annum. As part ofthe sale agreement concluded with the BaCH AirportsConsortium, the lease has been shortened to betweenfive and seven years, after which time freehold title willtransfer to the lease owner. It will then be up to theowner to determine the best use for the site, consistantwith relevant state and local government planning laws.

23

24

In September 1999, the Minister for the Environment andHeritage announced that having reviewed theenvironmental impact assessment, development (subjectto conditions) could proceed if required.

In December 2000, the Minister for Transport andRegional Services announced that the Government wouldretain ownership of the Badgerys Creek site and wouldlegislate to protect the site from incompatibledevelopment in surrounding areas.

As a condition of the sale of Sydney Airport, which wasconcluded in June 2002, the owner, Southern CrossAirports Corporation, has been given the first right ofrefusal by the Commonwealth to build and operate anysecond major airport within 100 kilometres of the SydneyCBD.

Warnervale is owned by the Wyong Shire Council andoperated by the Central Coast Aero Club. It is withinrelatively easy reach from Sydney’s northern suburbs. It isbusy during weekends with circuit training, and is situatedunder the busy coastal corridor between Sydney andNewcastle. Parachute jumping is also carried out in thevicinity.

Wollongong Airport (Albion Park) is owned byShellharbour Council and is available for public use. Thereare several training and other GA organisations based atthe airport, and it is the base for the Historical AircraftRestoration Society, which operates several largetransport and former military aircraft. There are severalhangars and a small passenger terminal. The airport isequipped with an NDB, which is frequently used byaircraft on Instrument Flight Rules (IFR) training flights.There are two runways, approximately north/south andeast/west, with noise abatement procedures applicablebecause of noise sensitive areas to the west and south ofthe airport.

2.3 Second Sydney Airport

In December 2000, the Commonwealth announced that itwould be premature to build a second major airport in thecity. The Government concluded that Sydney Airportwould be able to absorb the air traffic demand to the endof the decade. The Minister for Transport and RegionalServices announced in December 2000 that theGovernment will further review Sydney’s airport needs in2005. SACL is committed to participating in this review.Current forecast indicate that Sydney Airport will be ableto handle projected traffic for the period covered by thisMaster Plan.

The provision of a Second Sydney Airport (SSA) atBadgerys Creek, 46 kilometres south-west of Sydney, hasbeen under discussion for a number of years.

In February 1986, the Commonwealth announced thatBadgerys Creek had been selected as the site for SSA.This followed a lengthy site selection and environmentalimpact assessment process. Subsequently, 1,700hectares of land was acquired by the Commonwealth.

In 1989, it was announced that the first stage ofdevelopment would be a general aviation facility, but in1995 it was decided to accelerate the development of theairport and build facilities capable of handling domesticand international traffic. In January 1996 it wasannounced that an Environmental Impact Statement (EIS)would be prepared for the construction and operation ofthe new airport.

This drawing has been prepared to illustrate the Sydney AirportMaster Plan and is not intended to serve any other purpose. Thedrawing must be read in conjunction with the Master Plan.

Figure 2.1

Sydney Basin Airports

Sydney Airport

Master Plan

2003/04

03

government operational regulatory and policy framework

29

3.2 Movement Cap and Slot Management

In 1996, the Commonwealth declared that Sydney Airportwould be limited to 80 movements per hour and indicatedits intention to introduce a slot management scheme. TheSydney Airport Demand Management Act 1997 enshrineda cap of 80 hourly movements and establishes aframework for a slot management scheme. The SlotManagement Scheme became effective for thescheduling season beginning in March 1998 and the SlotCompliance Scheme in October 1998.

Airport Coordination Australia (ACA) is an independentcompany that manages the coordination and allocation ofslots at Sydney Airport, and at the international terminalsof other Australian airports.

ACA allocates planning slots at Sydney Airport inaccordance with the Act and the Scheme. There are four-quarter hour checkpoints in each hour to avoid excessivepeaking. All fixed wing commercial and private aircraftrequire a slot to land or take-off from Sydney Airport.Military and emergency operations are exempt from theAct and the Scheme.

Rules have been implemented in relation to maintainingaccess to Sydney Airport from regional destinations (the “regional ring fence”).

3.3 Noise Sharing

In November 1995, the Senate Select Committee onAircraft Noise in Sydney released its report “Falling onDeaf Ears”, which inquired into a range of issuesfollowing the opening of the new Runway 16L/34R atSydney Airport in November 1994.

These issues included the public reaction to noiseimpacts to the north and south of the airport. TheCommonwealth had limited use of Runway 07/25 tocircumstances when adverse weather conditionsprecluded the use of the other runways for safetyreasons. In addition departures to the north from Runway34R were prohibited, which required all northerlydepartures to be from Runway 34L.

3. Government Operational Regulatory and Policy Framework

Sydney Airport’s operations are subject to a number ofgovernment regulated operational, regulatory and policyrequirements. This Master Plan is based on operations conformingto the requirements covering curfew, the movement cap and noisesharing principles.

3.1 Curfew

In 1963, the 11pm to 6am curfew was introduced inresponse to the introduction of jet aircraft. In 1995, the11pm to 6am curfew was enshrined in legislation in theSydney Airport Curfew Act 1995 and associatedRegulations. Key features of the curfew includerestrictions on take-offs and landings to specific types ofaircraft and operations as follows:

• small (less than 34,000kg) noise certificated propellerdriven aircraft and low noise jets (mostly business andsmall freight jets)

• limited numbers of medium size freight jets meetingthe most restrictive current noise emission standards,and

• international passenger jet arrivals (meeting thestrictest noise standards) in the curfew shoulderperiod between 5am and 6am of no more than 24 movements per week (no more than five on anyone day).

During the curfew period, aircraft must operate overBotany Bay; arrivals to the north on Runway 34L andtake-offs to the south on Runway 16R.

The curfew restrictions do not apply in cases ofemergency, and in exceptional circumstances the FederalMinister for Transport and Regional Services may grantdispensations. The Act provides for fines of up to$550,000 for curfew breaches.

30

3.4 Commonwealth Acts and Regulations

The following are Commonwealth Acts which havespecific implications to the operation and management ofairports:

Airports Act 1966

Airports Regulations 1997

Airports (Building Control) Regulations 1996

Airports (Environment Protection) Regulations 1997

Airports (Protection of Airspace) Regulations 1996

Airports (Ownership Interests in Shares) Regulations1996

Airports (Control of On-Airport Activities) Regulations1997

Aircraft Noise Levy Act 1995 and Regulations

Aircraft Noise Levy Collection Act 1995

Air Navigation Act 1920

Air Navigation (Aircraft Noise) Regulations 1984

Air Navigation (Aircraft Engine Emissions) Regulations

Air Navigation (Checked Baggage) Regulations 2000

Air Services Act 1995 and Regulations

Civil Aviation Act 1988

Civil Aviation Regulations 1988

Civil Aviation Safety Regulations 1988

Commonwealth Places (Mirror Taxes) Act 1998

Environment Protection and Biodiversity Conservation Act 1999

Environment Protection and Biodiversity ConservationRegulations 2000

Sydney Airport Curfew Act 1995

Sydney Airport Curfew Regulations 1995

Sydney Airport Demand Management Act 1997

Sydney Airport Demand Management Regulations1998

In March 1996, Airservices Australia was directed by theMinister for Transport and Regional Development underthe Air Services Act 1995 to increase use of Runway07/25 and to develop a Long Term Operating Plan (LTOP)for Sydney Airport and associated airspace to:

• Use all three runways

• Maximise flight paths over water and non-residentialareas

• Where over water operations are not possible, toensure over flight of residential areas is to beminimised, and that noise arising from these flightpaths is to be fairly shared

• Maintain maximum capacity with programmedmovement rate not above 80 per hour

• Not compromise safety, and

• Examine the impact of military airspace.

In July 1997, the Minister for Transport and RegionalDevelopment directed Air Services Australia undersubsection 16(1) of the Air Services Act 1995 toimplement progressively the Sydney Airport Long TermOperating Plan.

Following a major community consultative process andenvironmental clearance, the LTOP was progressivelyimplemented from August 1997 through to December1999. Use of Runway 34R for departures to the north hadbeen previously introduced in October 1996.

Ten Runway Modes of Operation (RMO) as shown inAppendix 3 are currently used to facilitate noise sharing.

The implementation of noise sharing arrangements ismonitored by the Sydney Airport Community Forum(SACF) and an Implementation and Monitoring Committee(IMC). These groups were established by the FederalGovernment in July 1996. SACF is the main body forconsultation on Sydney Airport flight paths and includesrepresentatives from the community, local councils,industry, and State and Federal Parliaments. Consultationregarding flight path impacts, is also conducted withthese groups.

04

economic, social and strategic significance

33

Key findings of the study are:

• direct employment (full-time and part-time jobs) of62,048, plus indirect employment of 108,414 for atotal of 170,462 jobs

• 36,882 direct full-time equivalent (FTE) jobs, plus63,568 indirect FTE jobs for a total of 100,450; and anaverage wage level that is 40 per cent above theNSW average

• direct contribution of $6.6 billion in NSW Gross StateProduct. After taking into account flow-on impacts, acontribution of a total of $13.6 billion to NSW GrossState Product

• direct generation of $12.1 billion in output. Aftertaking into account flow-on impacts, generation of$24.9 billion in output, and

• direct provision of $2.7 billion in household income.After taking into account flow-on impacts, provision of$6.0 billion of household income.

The Sydney Airport workforce has a medium-to-high skilllevel. Around one-third are skilled workers with trades-persons accounting for 21 per cent and professionalsaccounting for around 12 per cent. The airport labourforce is quite different from the general Australian labourforce. Proportionally, Sydney Airport has double theamount of trades-persons and around 2.5 times thenumber of intermediate/production and transport workers.

In addition to being a major employment generator,Sydney Airport and its environs are a significant hub forairport-related business activity as shown on Table 4.1.

4. Economic, Social And Strategic Significance

Sydney Airport is the nation’s international gateway and primaryairport serving the State of NSW and City of Sydney. It is the onlyairport in the Sydney Basin providing facilities for scheduledpassenger operations. It occupies a 905 hectare site approximatelyeight kilometres south of the Sydney CBD.

In 2001/02, following the events of September 11 and thecollapse of Ansett, Sydney Airport handled some 23.9million passengers, 416,000 tonnes of freight and254,729 aircraft movements. The previous year, prior toSeptember 11 and the Ansett collapse, Sydney Airporthandled 26.4 million passengers, 430,000 tonnes offreight and 317,339 movements. In 2001 Sydney wasranked the world’s 31st busiest airport in terms ofpassenger throughput.

4.1 The Economic Significance of Sydney

Airport

In July 2001, SACL commissioned a report to analyse theeconomic significance of Sydney Airport. The studymeasured the impact of the airport on four key indicators– output, value added, household incomes andemployment – and a combination of direct and indirecteffects.

The results of the study provide sound evidence thatSydney Airport is a major employment generator andwealth creator in the NSW economy.

34

of technology and applied studies.

SACL has also sponsored a ‘greening’ program aims toprovide students with an outdoor environment in whichthey can study, have some “quiet time” or participate inschool activities such as plays or sporting activities.

A total of 30 schools have received in total $460,000under this SACL-initiated program.

Investing in Pre-Schools

In addition, SACL has offered numerous kindergartensand pre-schools capital grants for repair and installation ofplayground equipment. A total of 24 pre-schools andkindergartens have received a total of $50,000 under thisprogram.

Investing in Junior Sport

SACL has developed a junior sport sponsorship program.SACL sponsors six junior soccer teams in Sydney’s InnerWest, and is a major sponsor of the Surf Life Saving‘Nipper’ activities, covering coastal beaches from NorthBondi to Burning Palms in the National Park.

SACL is also a major sponsor of the Sydney Airport(Newtown) Jets Rugby League Football Club with thefunds being used to develop and promote the sport toyouth of the Inner West.

Investing In Communities

SACL provides sponsorship to various community-basedactivities and festivals, including Marrickville Festival andMarrickville Australia Day celebrations, and SutherlandShire Australia Day celebrations, children’s school holidayart workshops with Hazelhurst Gallery in Sutherland Shire;and a $50,000 capital grant to construct a whale watchingplatform at Cape Solander on the Kurnell Peninsula.

Table 4.1 Airport-Related Business Activity

Airlines 45 passenger airlines operating out of Sydney Airport

Other aircraft operators 25 GA operators

Freight At least 124 organisations involved in freight activitiesincluding transport companies, handlers and forwarders

Airport service providers 205 service providers including fuel, maintenance, flightcatering and security organisations

Retailers At least 131 on-airport retailers (some of which operatemultiple outlets)

Hotels 10 hotels around Sydney Airport

Government Six Federal and State Government departments andagencies

Car rental and parking As many as 14 operators

Ground transport At least 54 ground transport providers

Source: SACL 2002

4.2 Sydney Air Transport Connections

Sydney Airport has a major role to play in supportingSydney as a “World City” competing with other majorcities in Asia. Critical mass and number of connectionsprovides support for business and tourism operations.While there are other airports in Australia, which provideinternational connections, the scale of Sydney allows bothSydney and Australia to compete more effectively withother international cities and countries.

Currently, Sydney has connections to 62 internationaldestinations, 24 domestic destinations and 25 regionalNSW destinations.

4.3 Investing in Communities

Sydney Airport’s Community Investment Programme isdesigned to assist those local communities most affectedby the airport’s operations. The program seeks tospecifically support environmental and educationalinitiatives, as well as events and activities that help tocreate a sense of community. The program has beenstructured in response to Community Attitude surveys, aswell as direct feedback from elected communityrepresentatives.

Investing in Schools

Sydney Airport Corporation Ltd has initiated anEducational Grants Scheme, offering support forworthwhile projects at local government schools andkindergartens in areas surrounding the airport. Theprogram involves multiple grants of $10,000 each, and asignificant grant of $25,000.

In 2003, Sydney Secondary College Leichhardt Campuswas awarded $25,000 for funding of an art and metaljewellery workshop to increase subject choice forstudents and to encourage female students into the study

05regional development

37

Qantas is a major land user in the western sector, withadministrative, operational and stores facilities locatedadjacent to the Mascot Railway Station. Recent rezoninginitiatives will further encourage commercial developmentin this area. The Council’s zoning flexibility has allowedairport-related industries such as freight forwarders,catering facilities and car rental/parking facilities toestablish within close proximity to the airport. A majorredevelopment in the Green Square precinct (within theSouth Sydney LGA) has recently been announced, whichis encouraging a mix of sites along O’Riordan Street andBotany Road to be redeveloped for commercial officesand bulky goods retailing.

Marrickville

Marrickville is located immediately north-west of SydneyAirport across the Alexandra Canal. Due to accesslimitations, few airport-related industries are locatedwithin Marrickville. Future developments such as theproposed St Peters Industrial Route (SPIR) may facilitatedevelopment of airport-related industries on redundantroad reservations.

SACL has ownership of a parcel of land in the Marrickvillelocal government area, which may be developed forfreight and other commercial opportunities. MarrickvilleCouncil has proposed redevelopment of the formerTempe Tip site, which is contiguous to the SACL land.

Rockdale City

Rockdale is located immediately to the west of the airportand separated from the airport by the Cooks River. Thearea is characterised by a diverse range of commercial,residential, industrial and natural landscapes such as theshores of Botany Bay. As with other parts of Sydney,growth is being driven by increasing residential densitiesin existing and new development areas.

5. Regional Development

Land use in the region surrounding Sydney Airport is experiencingsignificant change with large-scale urban renewal and majordevelopments taking place and being planned. The relative size ofSydney Airport and its strategic location is an important factorwithin the strategic planning context for the region.

5.1 Introduction

Sydney Airport is located approximately eight kilometressouth of the Sydney CBD, and is a significant catalyst foreconomic growth in the airport region. The boundaries ofthe Local Government Areas (LGAs) of Botany Bay,Marrickville and Rockdale fall within the airport site.

The NSW Government’s policy of increasing urbanresidential densities has provided the impetus for large-scale urban renewal, particularly in South Sydney. Landuse within the region has undergone significant change inthe past decade due to relocation of industrial activitiessupported by the development of major transportinfrastructure projects such as the Airport Rail Link, theEastern Distributor and the M5 Motorway.

5.2 Local Government Areas

South Sydney

South Sydney is located to the north of Sydney Airportbetween the CBD and the City of Botany Bay. It ischaracterised by turn of the century terrace style housingand heavy industry, interspersed with recent public andprivate residential development. Following thedevelopment of the Eastern Distributor and the AirportRail Link, South Sydney is undergoing a majortransformation to a mixed residential, light industrial andcommercial hub particularly in the Green Square area.

City of Botany Bay

The City of Botany Bay lies to the north and east ofSydney Airport. It is divided into east and west sectors bythe Southern Cross Drive. It is characterised byfreestanding dwellings interspersed with commercial andindustrial development along trunk roads. It is also hometo numerous golf courses, a number of industrial andpetro-chemical facilities and Port Botany.

38

South Sydney Growth Centre/Green Square –

South Sydney

The South Sydney Growth Centre, formed by the inner-south suburbs of Rosebery, Beaconsfield, Zetland andAlexandria is also collectively known as Green Square.The Green Square Masterplan provides for theredevelopment of the former Central Industrial Area withaccommodation for up to 28,000 new residents and42,000 new workers by 2020. These are expected to becontained in a mix of low and high rise developments,comprising light industrial and technology business parks,commercial office space and residential developments.

F5/F6 Corridor Review – Rockdale and

Marrickville

TransportNSW are currently investigating a number ofpublic transport options for the F5/F6 reservation corridor.The review may recommend new forms of publictransport such as light rail or bus corridors, or recommendextensions to the heavy rail network. At the time ofpreparing this Master Plan, no recommendations havebeen made.

St Peters Industrial Route (SPIR) – Marrickville

The NSW Roads and Traffic Authority (RTA) isinvestigating the feasibility of a bypass road parallel to,and between the Princess Highway and Alexandra Canal.The current alignment of SPIR is located partially on SACL land.

Status of Kurnell Development

Australand Holdings Limited own a significant parcel ofland within the area defined in the Sydney RegionalEnvironmental Plan 17 – Kurnell Peninsula (SREP 17).Land within SREP 17 is subject to a range ofenvironmental and development controls to protect thecharacter of the Kurnell Peninsula. In 2001, Australandapproached the State Government seeking a rezoning ofindustrial land to accommodate a large scale residentialdevelopment.

To date, the State Government has indicated that it willnot support a residential rezoning application.

To minimise the number of residents potentially exposedto aircraft noise, and protect future air navigation options,large scale residential development on the KurnellPeninsula is not recommended by SACL.

5.3 Regional Development Proposals

The Southern Sydney region provides many advantagesdue to the numerous transport links and employmentgenerators. This has initiated a number of large-scaledevelopment proposals including those described below.

Cooks Cove – Rockdale

The proposed Cooks Cove redevelopment is on a 100hectare site on the western side of the Cook’s Riveradjacent to the International Terminal. The proposal is torelocate Kogarah Golf Course and develop a 22 hectare‘commerce and technology gateway’.

The development takes advantage of proximity to SydneyAirport, Port Botany, motorway links and rail infrastructureand is projected to provide employment for 11,500workers. A draft Regional Environmental Plan has beenforwarded to the NSW Minister of Infrastructure andPlanning.

North Arncliffe Redevelopment – Rockdale

Located on a major confluence of transport infrastructure,the North Arncliffe development is a substantial urbanrenewal project located at the juncture of the CooksRiver, Princes Highway, M5-East and Wolli Creek RailwayStation. The overall development, including the Intercitiproposal, is planned to create a community ofapproximately 8,000 residents and 6,000 workers.

Port Botany Expansion – Botany

Port Botany is forecast to reach operational capacity by2010. Sydney Ports Corporation (SPC) has proposed anexpansion to Port Botany that will require the reclamationof 60 hectares from within Botany Bay to develop a thirdcontainer terminal. As part of this project, SPC iscommitted to increasing the proportion of containermovements by rail, which may require duplication of theexisting single-track rail line. SACL has been in anongoing dialogue with SPC to work through the potentialimpacts of this development. SACL believes that someaugmentation of road infrastructure will also be requiredto cater for the increase in overall truck movements in theregion.

39

SACL and state government agencies/corporations suchas the RTA, Rail Infrastructure Corporation, and SydneyPorts Corporation liaise directly on issues of mutualinterest. This open approach ensures that major off-airportinfrastructure projects are managed and developed inrecognition of the long-term planning objectives ofSydney Airport.

State Infrastructure Strategic Development

Plan 2002 (SIDP)

The SIDP outlines the State Government’s priorities forinfrastructure development for the next 10 years. Keydevelopments identified in the SIDP of relevance toSydney Airport are Landcom developments at Interciti andVictoria Park (Green Square), and the SPC Port BotanyExpansion Project.

Action For Transport 2010

Action for Transport 2010 gives the NSW Government’sintegrated transport plan for Sydney for 2010. SACLsupports the initiatives to encourage the use of publictransport, the integration of railway stations and othertransport modes to improve connectivity and thedevelopment of better, faster services to Sydney’s West,Illawarra and the Hunter.

Memorandum of Understanding with NSW

A Memorandum of Understanding (MoU) between SACLand the NSW Government has been signed, andestablishes a framework for consultation between thetwo parties on matters relating to a variety of social,environmental, and economic policies and programmesthat directly affect, and are affected by, Sydney Airport,on such issues as:

• Planning and Environmental Strategies

• Transport (including sustainable land strategies and airlinks to regional NSW)

• Business, Employment, Economic Development andTourism

• NSW Government Utility Services

• Police and Emergency Services

• Local Government and Community Consultation, and

• Future Major Airport Capacity Serving Sydney.

5.4 Socio-Demographic Context

The NSW State Government has adopted a metropolitangrowth management strategy to limit geographic spread.Inner city suburbs close to established business centresare experiencing major shifts towards higher-densitydevelopment. Typically, this increases the number of, anddecreases the size of households. For example, SouthSydney has seen a population increase of 11 per cent inthe ten years to 2001. Generally, median income levelswithin the Southern Sydney region are rising, reflectingthe high servicing costs of property.

5.5 Statutory Planning Context

The Airports Act 1996 covers land use, planning andbuilding controls within the airport site. The regulationsstate that, where possible, landside proposals within theairport should be described in terms consistent with stateplanning legislation.

5.6 State Interface Issues

Sydney Airport has and will continue to developproductive relationships with relevant governmentauthorities on planning issues. Further work is required tomanage the impacts of continued development in theregion.

PlanFirst

PlanFirst is a NSW Government initiative to promoteintegrated planning practices at the local and regionallevel. Sydney Airport is located in the PlanFirst, SouthernSydney Region, which encompasses all councils withinthe Southern Sydney region, as well as eastern, innerwest and southern Sydney local government areas.

Sydney Airport is committed to participate in planninginitiatives to ensure that long-term planning anddevelopment in the region is complementary to the needsof the airport environment.

In March 2003, a handbook and website were launched tofacilitate community engagement, a core element ofPlanFirst.

State Agencies and Corporations

SACL has recently entered into a Memorandum ofUnderstanding with the NSW Government to assist,amongst other issues, in the coordination of planningmatters. In time, SACL envisages similar arrangementswith surrounding local government authorities.

06

aviation activity forecasts

43

and the collapse of Ansett Australia in the same monthhad a serious negative effect upon air traffic in Australiaand at Sydney Airport.

passengers through Sydney Airport increased from 16.4million to 23.9 million, and total fixed-wing aircraftmovements increased from 235,355 to 254,729. Thisrepresents an annual growth rate of 4.3 per cent forpassengers. Globally in 2001, Sydney Airport was rankedthe 31st busiest airport in the world in terms ofpassenger throughput.

Figure 6.1 gives a comparison of passenger throughput in2001 of 20 international airports. Figues 6.2 and 6.3 givehistoric growth of passanger and aircraft movements atSydney Airport over the ten years to 2001/02.

6. Aviation Activity Forecasts

Sydney Airport is one of the highly attractive "World Cities"generating a demand for travel. A forecast has been prepared byIATA and local experts to identify the growth in travel demand andmore particularly the fleet/schedule opportunities that airlineshave to respond to this demand.

Forecasts of passenger and aircraft movements and airfreight volumes provide the fundamental basis for theplanning and staged development of airport facilities.

By 2023/24, Sydney Airport is projected to handle 68.3million passengers and 412,000 aircraft movements, ofwhich 377,650 are expected to be passenger aircraft.

6.1 Historic Performance

Sydney Airport is Australia’s busiest airport for scheduledpassenger services, handing approximately 50 per cent allinternational, and almost 30 per cent of all domesticpassengers. In the 10 years to 2001/02 total annual

The entry of Impulse and Virgin Blue airlines and theSydney Olympics in 2000-2001 created a boost topassenger and movement results. However, the 11September 2001 terrorist attacks in the United States,

Figure 6.1 Airport Comparison Passenger Throughput 2001

Sou

rce:

AC

I 200

2

Pas

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Atlanta

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ancis

co

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k

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rk (J

FK)

Singap

ore

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o (Nar

ita)

Sydney

Munich

Seoul

Honolulu

Bruss

els

Man

ches

ter

Melb

ourne

Vanco

uver

44

Figure 6.2 Historical Passenger Movements - 10 year Period to 2001/02

0

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rce:

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1992/93 1993/94 1994/95 1995/96 1996/97 1997/98 1998/99 1999/00 2000/01 2001/02

0

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craf

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1992/93 1993/94 1994/95 1995/96 1996/97 1997/98 1998/99 1999/00 2000/01 2001/02

Figure 6.3 Fixed Wing Aircraft Movements at Sydney Airport -10 year Period to 2001/02

The advantages of this type of analysis include:

• The views of the industry are implicit through the useof the IATA database

• There is detailed inclusion of multiple demand drivers,and

• A multitude of non-economic factors can be includedsuch as hubbing strategies, aero-political issues,airline fleet strategies, airport constraints, anddifferential product growth.

The methodology was complemented by a top-downapproach, by forecasting passenger figures based onAustralian Gross Domestic Product and using growthprojections in the Australian economy prepared byConsensus Economics.

On that basis eight specific route areas were forecast forSydney Airport:

• Sydney – Melbourne

• Sydney – Brisbane

• Sydney – Canberra

• Sydney – New South Wales

• Sydney – Rest of Australia

• Sydney – International Regional Hubs (includingBankok, Singapore, Hong Kong and Kuala Lumpur)

• Sydney – International Regional (all other Asian andPacific destinations aside the four hubs), and

• Sydney – Long Haul.

Specific attention was given to China, New Zealand,Japan and USA.

The forecast takes into account the impacts resultingfrom the 11 September 2001 terrorist attacks in theUnited States and the collapse of Ansett Australia. As thestructural change was more significant for aircraftmovements than for passengers, it has been decided touse the 2001/02 aircraft movement numbers and the2000/01 passenger numbers for comparison purposes.

The forecast was prepared prior to the Bali bombing inOctober 2002, the Iraq war and the outbreak of SevereAcute Respiratory Syndrome (SARS).

General Aviation (GA)

In the three years to 2001/02, GA movements declinedfrom 28,617 to 22,003. For the purpose of the MasterPlan, GA activity is assumed to remain at its 2001/02 levelof approximately 22,000 annual movements over theplanning period. As scheduled traffic increases, SACLexpects that there will be fewer slots available for GAtraffic.

6.2 Forecasting Task

The annual and “Busy Day” framework forecasts, whichappear throughout this Master Plan were prepared forSACL by the Air Transport Consultancy Services Unit ofIATA. IATA represents and serves approximately 280airlines, whose flights comprise more than 95 per cent ofall scheduled international air traffic.

IATA prepared the air traffic forecasts for Southern CrossAirports Consortium (SCAC) for its successful bid forSydney Airport.

After sale, IATA and TFI, a Sydney-based consultancyspecialising in tourism and aviation forecasting, who haveprovided forecast services to SACL over a number ofyears, were teamed up to adjust and expand the bidforecast to 2023/24.

6.3 Annual Forecast Methodology

Passengers and Scheduled Aircraft Movements

By 2023/24, Sydney Airport is projected to handle 68.3million passengers and approximately 412,000 aircraftmovements, including approximately 377,650 passengeraircraft movements.

The methodology adopted by IATA to prepare the annualforecasts was based on the use of a comprehensivemodel (bottom-up approach).

The bottom-up approach methodology involved theanalysis of over 150 routes based on Sydney. Inconsidering each route, multiple variables were forecastprincipally economic growth, tourism, yield, airlinealliances, average aircraft size, load factors andemergence of competing airports. In consideringindividual route forecasts, extensive use was made of theIATA traffic forecast database covering nearly 2,000unduplicated city-pairs for the period 1985-2015. This database includes historic route based information from actualcoupon data supplied by IATA constituent airlines as wellas results of a worldwide survey of intentions among allIATA members including Qantas and most of the otherinternational airlines operating at Sydney Airport.

The results of these individual route forecasts were thenaggregated together to create the overall forecast forboth passengers and movements.

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Helicopters

Helicopter movements at Sydney Airport have declinedfrom 12,052 in 1999/2000 to 9,692 in 2001/02. For thepurpose of the Master Plan 11,000 movements perannum have been adopted as the annual forecast forhelicopter movements over the planning period.

Military and Emergency Operations

Relatively small numbers of military aircraft movementsoccur on a regular basis at Sydney Airport. Principally,these comprise RAAF VIP flights that utilise similar typesof aircraft to those used by airlines and major GAoperators. Sydney Airport is also used on occasions byaircraft carrying overseas Heads of State and is the homebase of the NSW Air Ambulance, which providesemergency retrieval services within NSW.

Military and emergency operations are not subject to the80 movements per hour cap under the Sydney AirportDemand Management Act 1997 and are not included inthe forecasts.

6.4 Passenger Forecasts

IATA passenger forecasts show growth from 26.4 millionpassengers in 2000/2001 to 68.3 million passengers in2023/24. This represents annual average growth rates of4.9, 3.9 and 2.3 per cent for international, domestic andregional passengers respectively. Overall, this is anaverage annual growth of 4.2 per cent. Figure 6.4 showsforecast passanger growth over the planning period.

In line with historic data, regional traffic is expected tocontinue to grow at a lesser rate than domestic traffic. A recent study undertaken by the Bureau of Transport andRegional Economics (BTRE) reports that Australia-widedomestic air travel grew at a rate of 5.7 per cent per yearover the fifteen years to 2000/01, compared to regionalair travel growth of 1.4 per cent per year over the sameperiod.

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Figure 6.5 Aircraft Movement Forecasts

6.5 Aircraft Movement Forecasts

IATA’s aircraft movement forecasts for scheduledpassenger operations show growth from 225,200movements in 2001/02 to 377,650 movements in2023/24. This represents annual average growth rates of3.3, 3.0 and 0.2 per cent for international, domestic andregional services respectively. Overall, this represents anaverage annual growth of 2.4 per cent for passengeraircraft movements. Figure 6.5 shows forecast aircraftmovement growth over the planning period.

Dedicated freighter movements assume an averagegrowth rate of 2.3 per cent, and GA activity is assumed toremain at its 2001/02 level of approximately 22,000annual movements over the planning period.

Projected total aircraft movements in 2023/24 are412,000.

6.6 Average Number of Passengers per Flight

As a consequence of the lower rate of growth in aircraftmovements relative to passengers, the average number of

passengers per flight over the planning period is projectedto increase. Figure 6.6 depicts the historical growthexperienced over the last 10 years and the projectedincrease to 2023/24.

48

This increase in the average number of passengers perflight will be achieved through the use of larger capacityaircraft, including the introduction of the Airbus A380 with555 seats from 2006. In addition to the A380, for which 40movements per day are projected in 2023/24, theforecasts assume a progressive up-scaling in aircraft size

across the fleet, as shown in Figure 6.7. An early 2002/03typical busy day has been chosen for comparisonpurposes, as this day is more representative with respectto the new arrangements of Regional Airlines at SydneyAirport.

Figure 6.7 Comparison of 2002/03 and 2023/24 “Busy Day” Aircraft Movements

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6.7 2023/24 “Busy Day” Aircraft Movement

Forecasts

The “Busy Day” in 2023/24 was used to size facilities anddetermine when they will be required. The “Busy Day” isdefined as the 95th percentile or approximately the 18thbusiest day of the year. The “Busy Day” analysisassessed:

• the operational suitability of an aircraft type for a givenroute structure

• the aircraft rotations compatible with a high level ofutilisation

• the use of commercially feasible arrival and departuretimings throughout the route structure, and

• regulatory requirements such as the curfew andmovement cap.

TFI further developed and expanded the typical 2023/24“Busy Day” schedule framework prepared by IATA, withthe addition of more detailed information in relation to:

• aircraft types

• inclusion of freight and GA traffic

• arrival and departure times, and

• origin and destination of flights.

The “Busy Day” forecast was analysed by AirportCoordination Australia (ACA) to ensure that it met theregulatory requirements for slot allocation.

Figure 6.8 depicts the “Busy Day” hourly aircraftmovement profile for 2023/24 broken down by flightcategory. This covers the normal 17 hour operating daybetween 6am and 11pm, as well as a small number ofinternational passenger aircraft arrivals in the 5am-6amcurfew shoulder period. During the 11pm-6am curfewperiod, freight and GA aircraft movements are projectedto be 18 and 26 respectively. In 2001/02 a typical “BusyDay” (15 August 2001 representing the 95th percentilefor August 2001) resulted in 39 movements by freight andGA aircraft collectively. The period prior to September2001 is more historically representative of curfew traffic,as it includes operations by Ansett BAe 146 jet freighters.

For comparison, Figure 6.9 shows the actual reportedhourly aircraft movements for two representative “BusyDays” in 2000 and 2001:

• 2 October 2000 was the day following the 2000Olympics closing ceremony and is the airport’s busiestday to date with a total of 1003 movements (ex-curfew), and

• 11 April 2001 representing a typical “Busy Day” at apoint in time when four domestic carriers wereoperating and resulted in a total of 918 movements(ex-curfew).

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6.9 Regionals

As indicated in Figure 6.8, it is expected that Regionaltraffic will continue to account for a substantial proportionof slots in the peak hours during the busy day in 2023/24.Annual passengers are forecast to grow to 2,700,000 by2023/24. This growth in passengers will be accompanied

by a growth in the average aircraft size to between 50and 60 seats. The forecast schedule anticipates thatregional destinations will continue to be serveredpredominately by turbo-prop aircraft. In addition, less thanten per cent of the movements to regional destinationsare expected to be served by jet services by 2023/24.

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Total freight is forecast to grow from 430,000 tonnes in2000/01 to 1,297,000 tonnes in 2023/24. This representsan average annual growth of 4.9 per cent. Forecasts ofinternational and domestic freight tonnages are depictedin Figure 6.10.

Figure 6.9 Historical “Busy Day” Aircraft Movements

6.8 Air Freight

The efficient handling of air freight is an importantcomponent of SACL’s aviation business. Over 80 per centof freight is carried in the holds of passenger aircraft, withthe remainder transported in dedicated freighter aircraft.

07

airfield – development concept

53

Airservices Australia is also responsible for theadministration and management of the operationalairspace surrounding the airport which supports airfieldoperations for aircraft operating to, from and overflyingthe airport.

7.2 Existing Facilities

The existing airfield facilities are shown on Figure 1.1.

Runways

Sydney Airport is equipped with three runways. Thedimensions and Declared Distances of these runways are given in Table 7.1.

Table 7.1 Runway Data

Runway Length Width Take-off Take-off Accelerate Landing(m) (m) Run Available Distance Available Stop Distance Distance

(m) (m) Available (m) Available (m)

16R 3962 45 3962 4052 3992 3877

34L 3962 45 3962 4052 3962 3962

16L 2438 45 2438 2528 2438 2207

34R 2438 45 2438 2498 2438 2400

07 2530 45 2530 2620 2560 2530

25 2530 45 2530 2590 2530 2429

Source: SACL 2003

7. Airfield – Development Concept

The ability of Sydney Airport to meet future traffic growth overthe planning period is dependent in part on the efficiency of theairfield and airspace systems supporting aircraft operations. SACLdoes not project a need for additional runway infrastructure tomeet the forecast traffic growth. However, upgrading of taxiways,aprons and aviation technology will be required over the nexttwenty years.

7.1 Introduction

The airfield system consists of the runways, taxiways,aprons, which collectively form the movement area of theairport. A dedicated helicopter precinct also forms part ofthe movement area. Other elements supporting thesystem include the control tower from which aerodromeand surface movement control is provided, non-visualnavigation aids, radar surveillance systems, and theAirport Rescue and Fire Fighting (ARFF) service.Airservices Australia is the agency responsible forproviding these services.

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Aprons

Aprons are areas for parking aircraft, either at terminals orat other locations. The parking position is known as anaircraft gate (or stand). Taxilanes provide the means ofaccess between the airport’s taxiways and aircraft gates.They have similar characteristics (width, separations etc)to taxiways, although physical clearances are reduced,which reflect the slower taxiing speeds in areas adjacentto terminals.

The existing aprons at Sydney Airport accommodateoperations by the full range of aircraft types. Currentlythere are 42 gates dedicated to supporting internationalpassenger and freight operations, and 40 gatessupporting domestic and regional operations fromTerminals 2 and 3. A number of domestic and regionallayover positions are available for use on the DOM 4 andGA apron area. There are a number of parking positionson the aprons within the GA area for aircraft of varioussizes and Qantas provides parking positions for its ownuse within the Jet Base precinct.

Apron areas also support activities associated with theservicing of aircraft such as baggage, freight, refuelingand flight catering, which utilise a variety of groundsupport equipment (GSE) operated by third parties. Anetwork of airside roads provides for GSE and othervehicle movements.

Helicopters

A dedicated helicopter precinct is established in thesouth-east sector. This includes primary and secondaryhelipads, individually leased helicopter facilities andlicensed parking pads, and common-use parking pads.

SACL Emergency Facilities

The airport has two marshalling areas for the staging ofemergency vehicles and associated communication andcoordination facilities, located adjacent to the ARFFfacilities. There are also two emergency evacuationfacilities for marine rescue and recovery, located on theparallel runways within Botany Bay.

Airservices Australia Facilities

Airservices Australia is responsible for the provision of arange of services and facilities related to the airfield.

The Air Traffic Control (ATC) tower is situated mid-waybetween Runways 16R/34L and 16L/34R, and south ofRunway 07/25. The primary responsibility of the ATC staff

Runways 16R/34L and 16L/34R are on an approximatenorth-south alignment, are parallel to each other andseparated by 1037m. Runway 16R/34L is suitable forheavy long haul departures. Runway 07/25 crossesRunway 16R/34L and is on an approximate east-westalignment. Weather requires the exclusive use of Runway07/25 on a limited number of hours per year, when strongwinds preclude the use of the north/south runways. It isalso a key element of noise sharing operations.

All runways are equipped with runway lighting meetingthe prescribed standards appropriate to the particularrunway’s operational category. Other visual ground aidsinclude T or AT-Visual Approach Slope Indicator Systems(T-VASIS or AT-VASIS), High Intensity Approach Lighting(HIAL) systems for Runways 16L and 16R, and theappropriate pavement markings. Runway 07 waspreviously equipped with a HIAL system that wasdecommissioned in the late 1990s. The easementsupporting the off-airport components of this system hasbeen retained, to permit installation of a futurereplacement system if this becomes required. IlluminatedWind Indicators (IWI) are located adjacent to runwaythresholds.

All six runway approaches are equipped with InstrumentLanding Systems (ILS), that permit aircraft to conductprecision approaches to low altitudes in poor weather(instrument meteorological conditions, IMC). Each ILSconsists of two components, a glide path and localiserfacility, which at Sydney Airport facilitate Category 1approaches. ICAO has indicated that ILS systems will bedecommissioned from 2010, as the implementation of areplacement technology occurs.

A Doppler Very-High Frequency Omni Range and co-located Distance Measuring Equipment (DVOR/DME),provides the ability to conduct non-precision approachesin poor weather, and also serves as an inbound andoutbound tracking, and en-route navigation aid. The ILSand DVOR/DME are termed non-visual navigation aids,and are provided by Airservices Australia.

Taxiways

The runways are supported by a comprehensive taxiwaysystem designed to accommodate efficient movement ofaircraft between the runways and terminal areas. Curvedrapid exit taxiways are provided on the parallel runways tominimise runway occupancy time for landing aircraft, bypermitting higher exit speeds than are possible fromconventional right-angled taxiways. The majority oftaxiways are designed for operations by the largestaircraft currently using Sydney Airport.

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7.3 Current Capacity

The airfield has been progressively expanded andmodified over a long period in response to traffic growthand changes to fleet mix and aircraft size. The airfield iscapable of supporting the current level of operations,noting that contemporary traffic levels are around 20 percent lower than those which were achieved in early 2001.

7.4 Airfield Layout Standards

ICAO publishes International Standards andRecommended Practices for aerodromes (in documentAnnex 14). Australia’s Civil Aviation Safety Authority(CASA), which regulates airport operators such as SACL,publishes the Manual of Standards (MOS) Part 139 –Aerodromes, which sets out the technical standards foraerodromes used in air transport operations. The MOSbecame effective in May 2003 and replaces previousdocumentation which had been in use for a number ofyears and will be supported by a series of AdvisoryCirculars. The MOS is essentially derived from the ICAOstandards and recommended practices.

It is important to note the difference between planningstandards (which would apply to new or improvedelements of airfield infrastructure) and operationalstandards, which might apply to parts of the airfieldwhere the airfield meets the geometric standards thatapplied at the time of construction. The MOS recognizesthat subject to safety not being compromised, it may bepossible to operate to standards different to thosecurrently prescribed for planning purposes.

For airport planning purposes, CASA has adopted theICAO two-element alpha-numeric code, derived for thecritical aeroplane for the particular aerodrome facility. The Codes range from A through to F with A being thesmallest and F being the largest aircraft.

Sydney Airport regularly accommodates operations by thefull range of aircraft codes, with Codes C (such as A320,B737), D (such as MD11 and B767) and E (such as A330,A340 and B747) comprising the majority of operations.Code F operations are currently limited to occasionalmovements by Antonov AN-124 freight aircraft. However,from late 2006, the Airbus A380 Code F aircraft isanticipated to become a regular and increasing feature ofinternational passenger operations.

is the processing and separation of air traffic in the initialand final stages of flight. ATC also provides surfacemovement control to aircraft on the runways andtaxiways. The tower is equipped with Surface MovementRadar (SMR) to assist the control of aircraft on the groundin the movement area. Line of sight from this facility tocritical movement areas is a key design criteria.

The Precision Runway Monitor (PRM) is a radar systemwith a high update rate which permits ATC to accuratelymonitor the position of aircraft on approach. It enablesindependent parallel runway approaches to be conductedin poor weather conditions, and is therefore critical tomaintaining runway capacity in these conditions. It is alsoused in multi radar tracking for surveillance for theairspace out to 45 nautical miles (approximately 83km)from Sydney. This instrument has significant obstacleclearance requirements.

The Terminal Area Radar (TAR) is used to provide ATCwith aircraft surveillance capability out to a radius of 50 nautical miles (approximately 92km) for primary and256 nautical miles (approximately 472km) for secondarysurveillance from the airport and is an integrated primaryand secondary radar.

These surveillance systems rely on the transmission ofradio waves that must be protected from any structuresor obstacles that could cause signal refraction orinterference. Consequently areas surrounding thesefacilities may have development restrictions imposedthrough SACL’s development approval assessmentprocess.

The ARFF service has two on-airport fire stations andcurrently provides International Civil Aviation Organization(ICAO) Category 9 standard during hours of flightoperations, and Category 7 standard at other times. TheARFF service is also equipped to undertake marinerescues within Botany Bay. A fire training area is locatedto north of the ARFF facility near Runway 16L.

Bureau of Meteorology Facilities

The Bureau of Meteorology (BoM) has a number of on-airport facilities, some of which directly support airfieldand airspace operations. They include:

• a weather balloon launching station and instrumentenclosure

• a vertical wind profiler, and

• a visibility sensor.

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Aircraft Stand Demand

A peak period gate demand chart was prepared by SACL’sTerminal Operation Centre for the “Busy Day” forecasts,which is shown in Table 7.2 depicting international,domestic/regional, and freight demand respectively.

Note 5: This is the demand for dedicated freight gatesoccurring concurrently with passenger peak gatedemand. At other times some dedicated freightaircraft will operate from passenger gates. Forexample, there is an assumption of Code F(A380) freight aircraft operating in 2023/24.These will take place from non-contactpassenger gates and hence there is no Code Fdemand shown in Table 7.2 for freight.On the basis of the “Busy Day” forecast it isexpected that in total five aircraft stands will beused for freighter parking on a regular basis(outside the passenger peak gate demand).

Note 1: Active gates are those used for actualpassenger processing. They can be contactgates (i.e. those served by an aerobridge, orwalk-up), or alternatively passengers can bussedfrom other locations.

Note 2: Layover gates are those gates where aircraft notcarrying out an immediate turnaround are towedand parked, prior to being towed back to theterminal for departure.

Note 3: All gates are designated active and will include acombination of contact, walk-up and bussedpositions.

Note 4: Dedicated turbo-prop aircraft gates. Someregional services will be operated by jet aircraftand are taken into account in the Domesticdemand.

Runways 16R/34L and 07/25 and their supportingtaxiways have been previously planned to accommodateoperations by aircraft up to and including Code E,however works to accommodate A380 Code F on thesefacilities are described below. Runway 16L/34R and itssupporting taxiways have been planned to accommodateaircraft up to and including Code E.

The International Precinct expansion is based on Code Fdesign aircraft and the Domestic Precinct expansion isbased on facilitating up to Code E operations.

Table 7.2 2023/24 Gate Demand Forecasts

Category International Domestic Regional Freight

(Note 3) (Note 4) (Note 5)

Active (Note 1)

Code F 12 0 0 0

Code E 26 8 0 1

Code D 0 16 0 1

Code C 1 23 9 (Note 4) 0

Sub-Total 39 47 9 2

Layover (Note 2)

Code F 4 0 0 0

Code E 14 0 0 0

Code D 0 0 0 0

Code C 1 0 0 0

Sub-Total 19 0 0 0

Grand Totals 58 47 9 2

Source: SACL 2003

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Bad Weather Analysis

Sydney Airport’s runway capacity is maintained in almostall weather conditions prevailing in Sydney. Howeverlimitations occur

• in Category 2 / Category 3 conditions (eg heavy fog)for an average of less than five hours/year, and

• in periods where strong winds preclude the use of thenorth/south runways. Analysis carried out indicatesthat in these periods delays will occur, but that thetraffic can be cleared during the day.

7.5 Expansion Concept for the Airfield

Runways

The current capacity of the runway system whenoperating in parallel modes is estimated to be in excessof 80 movements per hour. Since the airport is subject toa legislative cap of 80 movements per hour, and theforecast hourly movement profile remains within the cap,SACL is not contemplating the need for additional runwayinfrastructure to meet the forecast traffic growth.

At 45 metres width, all runways meet the standard foroperations up to and including Code E aircraft. Airbus, themanufacturers of the A380, expect to have the aircraftcertified for operations on 45 metre wide runways, aspart of the aircraft’s certification process expected to takeplace during 2005.

CASA has indicated they will accept the outcome of thecertification process. SACL assumes an acceptance of the45 metre runway width for permanent A380 operations.Runways 16R/34L and 07/25 are proposed to bedesignated for A380 usage. SACL is anticipating thatshoulder and flank pavement widening works will still berequired to address jet blast erosion issues. This type ofpavement works will not lead to a change to thedeclaration of runway width.

Areas Beyond Runway Ends

The Manual of Standards (MOS) requires that RunwayEnd Safety Areas (RESA) be provided at the ends of allrunways to protect an aircraft in the event of itundershooting or overrunning the runway. In Australia, theorigin of the RESA has traditionally been measured fromend of runway. Changes in the MOS aim to alignAustralian practice with the current ICAO provisions. Thiswill result in the need to provide an additional 60m ofRESA length beyond the current location to comply withthe mandatory requirements.

For international services it should be noted that the ratioof contact to layover gates was based on the followingtowing assumptions for the year 2023/24:

• aircraft remaining on the ground for less than threehours remain on the active gate

• removal from an active to a layover gate occurs 60minutes after arrival, and

• re-positioning from a layover to an active gate occurs90 minutes prior to departure.

Airfield Modelling

An airfield and airspace modelling study has been carriedout using Boeing’s Total Airport and Airspace Modeler(TAAM) fast time simulation. This validated theeffectiveness of the Master Plan’s infrastructureproposals and supporting strategies.

The model was structured around:

• the 2023/24 movement area layout as shown onFigure 1.2

• the 2023/24 “Busy Day” schedule, and

• a weather assumption which facilitates maximumrunway capacity in all Runway Modes of Operation(RMO).

The model was tested against a 2002 traffic andmovement area configuration for calibration. Thesimulation was carried out using single and randomisedmultiple runs.

To reflect the effects of the noise sharing RMO, six basicrunway selection scenarios were modelled based ontypical weather/wind patterns.

The model confirmed that the proposed airfield layout asshown on Figure 1.2 is capable of handling the predictedtraffic volumes in 2023/24. This confirmation included theexisting runway configuration, proposed expansions tothe taxiway system and aprons, different RMO’s enablingnoise sharing and operational strategies such as towing.

The TAAM output results were discussed with local ATCstaff. There were no substantive operational issues raisedas to the assumptions, modelling results and the ability ofATC to develop the procedures necessary to support thefurture traffic demand.

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Aprons

Figure 1.2 depicts the apron and gate expansion proposedto meet the forecast demand by 2023/24.

The location of the future apron and gate expansion wasalso validated with reference to the TAAM airfieldmodeling exercise. This included testing of the towingassumptions underpinning the forecasts of contact andlayover gates for international passenger aircraft.

Airservices Australia

SACL and Airservices Australia, together with the aviationindustry, are working cooperatively on the implementationof new technologies, which over time are expected toresult in changes to air navigation and surveillance. Theproposed airfield expansion concept and other aspects ofthe Master Plan have been planned with the flexibility totake advantage of these technologies as they becomeavailable.

Interim requirements supporting the proposed airfieldexpansion will result in the relocation of some existingAirservices Australia facilities including:

• relocation of the Runway 34L Localizer

• relocation of the Runway 25 Localizer

• relocation of the Runway 16R Glidepath (two sitingoptions currently being considered)

• relocation of the Runway 07 Glidepath, and

• relocation of the Satellite Ground Station (SGS) andassociated cables.

These relocations will not cause any changes to flightpaths.

The existing ARFF facilities are retained in the MasterPlan. The introduction of the A380 in late-2006 willrequire upgrading of the ARFF service to Category 10 tomeet current ICAO standards.

7.6 New Large Aircraft

During the early part of the planning period, Airbus willdeliver their A380 model aircraft. This aircraft will belarger than the current model Boeing B747-400, and is thefirst of what is termed New Large Aircraft (NLA).

These aircraft are physically larger in terms of wingspan,weight and height and carry a larger number ofpassengers. Whilst this type is yet to fly, Airbus haveadvised that its performance, noise and emission

There is sufficient land within the boundary of SydneyAirport to achieve compliance for five of the six runwayends. At the western end of Runway 07/25, the locationof the Cooks River, Sydney Water Corporation’s Southernand Western Suburbs Ocean Outfall Sewer (SWSOOS)and Air Services Australia’s Runway 25 localizer antennawill make it difficult to meet the MOS requirement.However, alternative forms of RESA engineering solutionsare permitted where it is not practical to provide the fulllength. SACL is currently investigating engineeringoptions such as the use of a surface material to enhanceaircraft deceleration at this RESA.

Taxiways

Sydney Airport’s taxiway system is based on Code Ewidth requirements. CASA has indicated they will acceptthe outcome of the A380 certification process, allowingtaxiing operations of this aircraft on 23m wide taxiways.SACL assumes an acceptance of the 23 metre taxiwaywidth for permanent A380 operations. Runways 16R/34Land 07/25, their associated taxiways, and the Qantas JetBase are proposed to be designated for A380 usage.SACL is anticipating that shoulder and flank pavementwidening works will still be required to address jet blasterosion issues. Some pavement fillet work will also berequired to cater for the longer wheel base aircraftcoming into service, including the A380.

The MOS prescribes minimum runway centreline totaxiway centreline, and taxiway centreline to taxiwaycentreline separation distances. The majority of SydneyAirport’s geometric layout is based on satisfying Code Erequirements. CASA has indicated that subject to aircraftcertification and a safety case demonstration, reducedseparation distances may be accepted for A380operations. A safety case research project is currentlyunderway at Sydney Airport, showing positive results foracceptance of these reduced clearances. SACLanticipates that these separation distances will beaccepted, that they will allow A380 usage on the existinginfrastructure and that they will become a permanentfeature of A380 operations at Sydney Airport.

The expansion concept envisages a number of newtaxiway elements by 2023/24. The location and timing ofthese taxiway enhancements have been determined withreference to a comprehensive and integrated airfieldmodeling exercise utilising Boeing’s Total Airport andAirspace Modeler (TAAM) and based on the 2023/24“Busy Day” aircraft movement forecasts.

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NSW Air Ambulance also operates from leased premisesin the GA area. The GA facilities are supported withdedicated aircraft parking aprons, including some areasdesignated for common use.

Under the Sydney Airport Demand Management Act 1997(with the exception of military and emergencyoperations), slots are required for all GA operations. GAcurrently use slots not allocated to air transportoperations. Over time, as other classes of traffic growand unallocated slots in the peak become unavailable, GAis expected to have to operate more in off-peak periods.The Master Plan therefore assumes that GA air traffic willremain essentially at its 2001/02 level of 22,000movements per annum over the planning period.

Helicopters

Unlike a number of major cities, the Sydney CBD doesnot have a helicopter facility. Sydney Airport’s helicopterfacilities therefore effectively provide this capability, giventhe airport’s proximity to the CBD. A privately operatedhelicopter facility is established at Rosehill which togetherwith Bankstown Airport offers the closest alternativehelicopter facility available to the public.

A dedicated helicopter precinct is established in the southeast sector. This includes primary and secondary helipadsand common-user parking pads. There are six individually-leased facilities, comprising helicopter hangars andadministrative buildings, together with licensed helicopterparking pads. The occupiers of these facilities provide arange of charter and FBO-type services to the public andhelicopter industry.

Helicopter air traffic has been in decline over the past fouryears averaging less than 11,000 movements per annum.The extent of current facilities and infrastructure iscapable of meeting this level of demand.

The unique operating characteristics of helicopters,provides a degree of flexibility in terms of integration withfixed-wing traffic. With the exception of medicalemergency, they are processed on a lower priority basisthan scheduled air traffic by Airservices Australia. TheMaster Plan assumes that helicopter air traffic will remainessentially around current levels over the planning periodand consequently the existing facilities are expected to beadequate for the planning period. There are alternativesfor helicopter operations in the Sydney Basin, which offera less restrictive airspace environment.

characteristics will be designed to be better than those oftoday’s largest aircraft. A number of international airlinesoperating into Sydney have advised that they have ordersfor the aircraft, and that they intend to operate it intoSydney Airport. It is expected that the number of gatesrequired for this aircraft type will increase over theplanning period.

SACL is preparing the airport to accommodate NLA typeaircraft. Preparations include widening of shoulders andprovision of blast protection to the edges of runways andtaxiways, replacement of light fittings, strengthening ofthe General Holmes Drive tunnel, modifications totaxiway intersections, relocation of some navigationalequipment, relocation of apron parking positions and theaddition of multiple aerobridges at some gates. To ensurethat the aircraft will be able to operate on both Runway16R/34L and Runway 07/25, additional taxiwayconstruction will be required on taxiways G and H.

At the time of preparation of this Master Plan, the projectto prepare the airport for NLAs was well into the planningphase and has involved extensive consultation with theaviation industry.

7.7 General Aviation and Helicopters

General Aviation (GA) and helicopter operations at SydneyAirport are expected to continue. However, regulatory andoperational constraints are expected to progressivelyimpact on the current operational flexibility.

GA and helicopter operations at Sydney Airportcomplement the range of other aviation activitiesundertaken. The Master Plan does not envisage the needto provide for additional facilities and infrastructure tosupport GA and helicopter operations.

General Aviation

The GA industry using Sydney Airport is almostexclusively limited to the premium corporate market suchas business jets. Most of these aircraft types are unableto be accommodated at other airports in the SydneyBasin on a regular basis. Sydney Airport also offers all-weather capability, and access to border control agenciesfor those flights engaged on international sectors.

RAAF VIP flights operate through one of the Fixed BaseOperators (FBO) and are regular but low-frequency usersof Sydney Airport.

A dedicated GA precinct is established in the north-eastsector. There are two FBOs occupying individually-leasedpremises that provide services to the GA industry. The

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Multilateration Systems (Multistatic Dependant

Surveillance or MLAT)

Multilateration (MLAT) is a surveillance system thatreceives and locates Secondary SurveillanceTransmissions (SSR) radiating from aircraft. All aircraftoperating into Sydney Airport are equipped withtransponders and nearly all are equipped withtransponders capable of interrogation.

MLAT systems have an update rate that is equal to orbetter than that of the PRM and may offer an alternativeto these systems. In order to facilitate the equivalent ofPRM operations, a number of receivers would need to belocated off airport, at locations such as mobile telephonetowers.

Certification to permit MLAT to be used in lieu of PRM iscurrently being undertaken at Frankfurt Airport.

The system can be augmented to facilitate increasedcoverage or to facilitate developments in the vicinity ofthe airport that may otherwise be impossible due tosterilisation of land by on-airport radars or unacceptablereflections from radar transmissions.

Automatic Dependant Surveillance Broadcast

(ADSB)

ADSB is a system that gives aircraft the capacity toautomatically broadcast aircraft position, altitude, velocityand other data continuously. Other aircraft and ATC canaccess the data on display screens without the need forradar. ADSB systems are being defined and standardisedby ICAO and other standards organisations worldwide.

Aircraft position is derived from the GPS or internalnavigation systems on board the aircraft. The ground unitis simply a receiver for the data, which is then integratedinto the ATC System. Following a successful trial of thetechnology in the Bundaberg in Queensland area, theCommonwealth announced in September 2003 that 20ADSB ground units would be installed across Australia by2005. This will initially permit surveillance of airspaceabove 30,000 feet over the entire continent, includingareas not currently provided with radar coverage.

ADSB will initially be used for en-route control. However,this technology could also be applied to monitor aircraft ator near the airport. In the longer term, the combination ofLAAS and ADSB could enable aircraft to be tracked in theterminal area and to perform Category 1 approaches toland.

7.8 Emerging Technologies

There is a range of emerging technologies that have thepotential to enhance airfield and airspace operations inthe medium to long-term, eventually replacing and/orsupplementing the current navigation and surveillanceequipment.

The Air Traffic Management (ATM) Strategic PlanningGroup has been established as an aviation industryinitiative to develop transitional and end-state navigationplans. Outcomes from this group will form the basis forthe implementation and introduction of new technologieswithin Australia and is supported by SACL.

Global Positioning System

The Global Positioning System (GPS) is currently used foren route navigation. In the more critical phases of flight(approach, departure and landing) GPS requiresaugmentation to realise the accuracy needed forguidance. These systems are referred to as Local AreaAugmentation Systems (LAAS), DGPS (Differential GPS),GBAS (Ground Based Augmentation) or GLS (GlobalLanding Systems).

The benefits of these systems include:

• the replacement of ILS systems with a single LAASunit will allow development of significant areas of theairfield currently “sterilised” due to ILS signalprotection requirements

• facilitation of curved or segmented approaches torunways, offering potential environmental andcommunity benefits

• reduced costs to airlines, and

• flexible en-route structures for airlines.

ICAO has accepted that LAAS will be capable to performCategory 1 approaches. Commercially produced Category1 landing systems are expected to become available inearly 2006. A decision to produce Category 2/ Category 3systems which would facilitate approaches in morelimiting weather conditions compared to Category 1, isexpected in late 2005.

Newer aircraft are generally equipped with multi modereceivers (MMR) and require only slight modification to beable to take advantage of this new technology.

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terminal and passenger systems –development concept

63

level of comfort”, for the planning and sizing of terminalfacilities. This approach has been generally employed bySydney and other Australian airports over a number ofyears and is acceptable to airlines.

All current known security requirements have been takeninto account in the proposed terminal concepts. Anyfuture security requirements could result in differentspatial outcomes and increased implementation andoperational costs.

8.2 International Terminal (T1)

Existing Facilities

The original T1 facility was opened in 1970. Since thattime the terminal has been extensively modified andexpanded, most recently for the Sydney Olympics in2000. The terminal is a three-level structure, withvertically separated arrival and departure passengerconcourses currently supporting 28 contact aircraft gatesand layover positions in a number of other locations. The total floor area is almost 220,000 sq m of whichsome 20,000 sq m is retail space. Other major functionalelements include:

• 192 departure check-in counters

• Integrated outbound baggage handling and securityscreening system

• 54 departure passport control positions

• Passenger and hand baggage screening facilities

• 62 arrival passport control positions

• 11 baggage reclaim units, and

• Inbound baggage screening facilities.

8. Terminal and Passenger Systems – Development Concept

The passenger terminals provide the first and last impressions forvisitors to the airport. They are the “front door” to the airport andserve as the public interface between the landside and airsideelements. SACL’s aim is to provide terminal facilities thateffectively handle the projected traffic flows and that provide aquality experience for customers. Projections indicate thatextensions are required for both the international and domesticterminals during the planning period.

8.1 Introduction

The International Terminal (T1) in the north west sectorwill be further developed for international passengeroperations. The Domestic Terminals (T2 and T3) in thenorth east sector will be further developed and integratedfor domestic and regional passenger operations. Theseare depicted on Figure 1.2.

Passenger terminals serve the many needs of differenttypes of users. They:

• process check-in, security, border controls, aircraftboarding and baggage handling for travellers

• provide for passengers waiting for, or transferringbetween flights, and

• cater for passenger and airport visitors’ shopping andother activities.

There is a range of associated activities and infrastructuresupporting the terminals such as landside access, carparking, and utilities.

Over many years, there has been substantial investmentin the existing separate International and Domesticterminal developments. Expansion of these facilities toaccommodate growth of international and domestic traffichas resulted in each of the terminals dominating itsprecinct and has provided a critical mass for efficientoperation in each sector. The separate development ofinternational and domestic terminals as common userfacilities, maximises flexibility given the uncertainty of thelong term mix of airlines and airline alliances.

SACL has adopted the International Air TransportAssociation’s (IATA) Level of Service C classification forthe terminals it operates. It provides for: “Good level ofservice; condition of stable flow; acceptable delays; good

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Terminal Facilitation and Processing Systems

The “Busy Day” schedule allowed a peak gate allocationfor aircraft to be made, and the aircraft positions aroundthe terminal to be established. An indicative terminallayout was developed by applying the projected peak hourpassenger loads, the service level criteria and theplanning principles. This focussed on the following areas:

• building in-fill in several locations

• additional baggage reclaim devices and BHS upgrade

• relocation and development of Pier A to the northfollowed by expansion over the existing freightfacilities, and

• provision of a new passenger transfer lounge adjacentto new Pier A.

In developing the concept for the indicative terminallayout, each of the different passenger processes fordeparture and arrivals have been analysed and addressed.

Departing Passengers

The concept allows for departing passengers to continueto use the existing departures level kerb. Alternatively,passengers may park in new multi-level car parks adjacentto the terminal, or utilise the multiple public transportoptions that are provided with interchange facilities at thefront of the terminal.

Analysis indicates that the check in facilities at departureslevel will need expansion. Efficiency improvementsincluding the introduction of new technologies andservice systems are expected to occur over time,reducing the growth of demand for new check incounters. The baggage handling system is planned toprovide for 100 per cent baggage screening of all checkedbags.

The layout allows for expanded and centralisedimmigration and security facilities to manage futuredemand. New technologies assisting border controlprocesses may reduce the spatial requirementsunderpinning the planning scheme.

Once through security, it is planned that all passengerswill proceed through a central area. This area will bedesigned to satisfy passengers demand for services andfacilities and to give a high quality “last impression” ofAustralia.

Current Capacity

The upgrading works undertaken for the 2000 Olympicswere aimed at providing capacity of 11-12 millionpassengers per annum. In 2001/02 some 8.4 millionpassengers used the terminal.

Forecast Demand

Although the projected annual passenger demand in2023/24 on the international terminal is 27.65 million, the“Busy Day” forecast was used to calculate the terminalcapacity requirements for that year. By 2023/24, the“Busy Day” arrival and departure rates for passengers areprojected to be 8,500 and 6,200 per hour respectively.

An analysis of the forecast volume and distribution ofpassenger flows has permitted an assessment of thefuture requirements to support the 2023/24 aircraft gatelayout.

Development Concept

The development concept for the expansion of T1 isbased on the following principles:

• T1 to process all international passengers throughSydney (including trans-Tasman)

• enhance and maximise the usefulness of existingfacilities and infrastructure before promoting newfacilities

• accommodate the A380 (Code F) aircraft andanticipated growth in numbers of larger aircraft

• maintain an acceptable level of pier service for allaircraft types utilising the facility

• where possible centralise passenger flows and spacesto enhance facilitation and promote increasedefficiencies for processes and offerings

• optimise the retail presentation and configuration

• address the need to upgrade the Baggage HandlingSystem (BHS) with respect to enhanced securityissues as well as overall capacity

• recognise the need to continue to operate theterminal during planned construction phases byminimising the impact on ongoing operations

• facilitate incremental expansion, and

• allow for some bussing operations in peak periods.

Each of these objectives has been addressed throughspecific planning solutions.

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8.3 Domestic Terminals (T2 and T3)

Existing Facilities

The domestic terminal complex is located in the north-east sector of the airport and comprises two adjacent butunconnected buildings, T2 and T3.

The T2 SACL Domestic Terminal is the former Ansettfacility. It underwent a series of major expansion phasesin the mid to late 1990s and in the lead up to the SydneyOlympics in 2000. The terminal is a two and three-levelstructure, which supports two single-levelarrival/departure pier type concourses. Currently, the piersserve 18 contact aircraft gates and a number of stand-offbussed aircraft positions.

The T3 Qantas Domestic Terminal has also undergone aseries of major expansion phases in the mid to late-1990sand in the lead up to the Sydney Olympics in 2000. Theterminal is a two and three-level structure, which isintegrated with a single-level linear and satellite typepassenger concourse. Currently, the concourse serves 14contact aircraft gates and several stand-off bussed aircraftpositions.

Currently, T2 and T3 are not physically linked at terminallevel, although underground pedestrian access betweenthe terminal baggage halls is available via the links to theAirport Rail Link Domestic Terminal Station. Together, T2and T3 have a gross floor area of approximately 100,000square metres, 66 check-in counters, 11 baggagecarousels and 6,000 square metres of retail space.

Current Capacity

The upgrading works undertaken in the mid to late-1990sand in the lead up to the Sydney Olympics in 2000, haveprovided significant capacity for traffic growth prior tofurther expansion being required.

Future Demand

The “Busy Day” forecasts predict that by 2023/24 totaldomestic arrival and departure passengers per hour willbe 4,850 and 5,150 respectively.

An analysis of the forecast volume and distribution ofpassenger flows has permitted an assessment of thefuture requirements to support the 2023/24 aircraft gatelayout shown on Figure 1.2.

From this area, passengers will progress to their gates.Longer distances are expected to be supported bymoving walkways. To meet future demand, pierextensions will be required. The majority of the newgates will be specifically designed to meet therequirements of the A380 aircraft, including multipleaerobridges.

Arriving Passengers

Sydney Airport will continue to be the “first impression”of Australia for the majority of international passengersarriving in this country. The terminal design allows forfacilities that meet passenger expectations. Longerdistances from the gate to immigration are expected tobe supported by moving walkways. In order to meetsecurity and border control requirements, the separationof arriving and departing international passengers isplanned to continue.

As demand grows, immigration facilities are expected torequire expansion. The planning scheme allows for acentralisation of the border control facilities to improveefficiency and for the implementation of new bordercontrol technologies.

The baggage reclaim hall will be expanded, with newbaggage reclaim units being added to meet demand. The majority of these have been planned to handle thenew A380 aircraft. The system design will allow SydneyAirport to maintain the existing high standards for firstand last bag delivery times.

Customs and Quarantine facilities are likely to requireexpansion over time. Where possible, it is intended tocentralise these facilities.

Transfer facilities for passengers transferring from aninternational to a domestic flight or vice versa are plannedto be redeveloped.

The landside arrivals hall is designed to meet the demandfrom “meeters” and “greeters” awaiting internationalpassengers as well as the demand from passengers. The arrivals hall will include retail facilities, car rental andhotel information desks and currency exchange facilities.

Immediately in front of the terminal, arriving passengerswill have the full choice of transport modes includingrailway, busses, taxis, rental cars and public parkingfacilities.

The terminal concept has been planned to integrate withthe proposed landside developments.

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8.4 International / Domestic Terminal Transfers

The ability to transfer passengers between theInternational and Domestic terminal precincts to achieveminimum connect times is an important aspect ofefficient passenger facilitation. The numbers ofpassengers and baggage needing to transfer between theterminal precincts is forecast to increase over theplanning period. This will require system enhancementsto ensure minimum connect times are maintained.

Existing Facilities

Qantas currently provides the only dedicated passengertransfer operation between the terminal precincts via anairside bus operation. Dedicated transfer lounges areprovided at T1 and T3.

Passengers not travelling with Qantas or its oneworldaffiliate airlines, currently have to use public transportmodes such as taxi or rail to transfer between thedomestic and international precincts.

Future Demand

The number of inter-terminal transfer passengers isprojected to increase from just over three million in2001/02 to almost 8.5 million by 2023/24. Theseprojections have been further broken down into peak hourflows for the typical “Busy Day”, in order to assesstransfer mode options.

Development Concept – Transfers

The Master Plan provides for a 20 metre wide dedicatedairside transfer corridor between the International andDomestic terminal precincts, which will be able toaccommodate busses or future alternate transfer optionssuch as an automated people mover. Dedicated transferlounges have been included in each terminal precinct.

Development Concept T2 and T3

The existing terminal core facilities provide a high level ofservice at current traffic levels and require only limitedexpansion over the planning period to cater for forecastpassenger growth. The development concept is toprogressively link the two existing terminal cores, developnew gates along the western link and a new pier to theeast of current Pier A in T2. The development concept forthe expansion of T2 and T3 is presented on Figure 1.2.

The intention is to also connect the integrated terminalsto an expanded car parking facility, hotel and othercommercial buildings.

At the departures level additional check-in counters areplanned for each terminal. To ensure passengers cantransfer between terminals before and after the check-inand security processes, the landside and airsideconcourses will be linked at the western ends of the twoterminals.

At the arrivals level, the baggage reclaim halls would beexpanded to accommodate additional reclaim units. Thedevelopment concept incorporates a reservation for anairside road tunnel to provide a direct airside link betweenthe T2 and T3 apron areas. The proposed tunnel has thecapacity to incorporate a baggage system link.

A passenger transfer lounge is planned as a terminus fora system facilitating transfer passengers to travelbetween T2/3 and T1 without using the public roadsystem. The existing landside pedestrian link to theAirport Rail Link Domestic Terminal Station and betweenthe T2 and T3 is maintained.

A third pier is shown to the east of Pier A in T2. Thedevelopment concept also provides for an additionalapron and a potential fourth pier to the east, should thisemerge as a future requirement.

At T3, the existing concourse is shown extended to theeast over an existing hangar site.

At both terminals, the departure kerbs will be extended.In both terminals, retail facilities are expected to beexpanded.

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freight – development concept

69

Other air express carriers, serving Sydney include:

• UPS

• Fedex

• TNT

• Martinair

• CargoLux, and

• PolarAir.

A number of passanger airlines also fly dedicated freightaircraft to Sydney.

A common user freight bypass is located immediately tothe north of the Patrick facility in the internationalprecinct. Menzies were the main user of this facility priorits relocation to the former Ansett domestic freightfacility. A common use livestock handling facility islocated to the north of the Qantas Express facility in theInternational precinct.

Freight Aircraft Parking

International freight aircraft park on the apron fronting theinternational freight facilities. There is also space forfreighter parking immediately west of the Northern Pondarea adjacent to the Qantas Jet Base. The DHL B727aircraft is currently generally handled on the DOM 4 apronin the Domestic Precinct. Menzies handled aircraft usethe DOM 3 apron and small overnight freight aircraftoperations are facilitated in the GA area.

Off-Airport

Off-site there are around 150 forwarders and integratorslocated within a five kilometre radius of Sydney Airport.These range in scale, complexity and degree of servicefrom major operations such as TNT, Fedex and UPS tosmaller owner-operators offering very basic services.

9. Freight – Development Concept

Over the last 20 years, air freight has grown at a rate of 1.8 to 2.5times the rate of worldwide gross domestic product. At SydneyAirport airfreight throughput was 430,000 tonnes in 2000/01,which is close to capacity of the existing facilities.

Passenger terminal growth in both International andDomestic precincts will require the re-use of the landcurrently occupied by the freight facilities over theplanning period. In addition, there is very limited capacityfor any expansion of the various freight buildings and theassociated manoeuvring areas are very restricted due toadjacent landside roads and other facilities. To meet theforecast demand to 2023/24 all existing freight facilitiesare proposed to be relocated to a new dedicated freightprecinct on SACL-owned land to the north ofQantas/Airport Drive and Alexandra Canal (NorthernLands).

9.1 Introduction

Sydney Airport is the air freight gateway to Australiahandling about 50 per cent of Australia’s internationalairfreight traffic and 30 per cent of domestic volumes.Over 80 per cent of cargo is transported in the holds ofpassenger aircraft, with the remainder on dedicatedfreight aircraft. As an international hub, cargo to and fromSydney is transhipped via domestic routes.

Exports out of Australia are dominated byfresh/chilled/frozen perishables such as meat, seafood,fruit, vegetables, flowers, livestock and manufacturessuch as car components. International imports aretypically high value manufactured products such ascomputer and car parts etc. Mail is also an importantsegment of the international business.

Express and parcel services form a large component ofthe domestic and regional airfreight business.

9.2 Existing Facilities

Air freight activities occur in conjunction withinternational, domestic and regional passenger servicesand also in dedicated freight aircraft. A number ofdedicated domestic freight operations take place in thecurfew period using approved aircraft types. There arecurrently five freight operators with on-airport facilities:

• Qantas

• Patrick

• Menzies

• Australian Air Express, and

• DHL/Asia Express Airlines.

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Based on the forecasts, it is expected that the expansionsof the International and Domestic terminals will requirethat the existing freight complexes be relocated around2013/14. Prior to this a number of the existing freightleases will expire. SACL’s aim is to achieve a stagedconcurrent relocation of the existing CTOs to the newfacility.

The advantages of the consolidated freight precinct asproposed include the following:

• economies of scale

• opportunity for flexible leasing arrangements to CTOseg. by providing modular building construction ormoveable partitions to allow shorter term leases of 2-5 years to operators

• opportunity to plan and build efficient ground access,taking any opportunities to separate freight andgeneral airport access

• equitable competition between CTOs in terms oflocation

• better consolidated security arrangements

• better customer service for forwarders

• efficiency for customs and quarantine operators with asingle location, and

• reduction in vehicle trips between operators.

Functional elements could be grouped on the new site toensure desirable levels of service. In summary thesecould include:

• CTOs and associated activities could be located onthe former Pacific Power and northern end ofNorthern Lands site

• time-critical functions of air express and mail, andperishables could be located at the southern end ofthe site closer to terminals and aircraft to minimisetransit times, and

• livestock transfer could be located on the westernside of Northern Lands site.

9.3 Current Capacity

The existing freight buildings occupy 43,000 squaremetres on total site areas of 98,500 square metres.

There are a number of operational and spatial factors thatmitigate against achieving a more efficient freightoperation from the existing Cargo Terminal Operator(CTO) facilities. These include:

• the current CTOs are in several locations across theairport

• working areas available on the airside for assembling,and turning dolly trains is limited

• sub optimal building configurations, and

• landside access and space available landside for truckqueuing, turning and parking is limited.

9.4 Future Demand

Total annual freight aircraft movements are forecast togrow from 7,529 to 12,354 over the planning period.

Growth in international and domestic freight tonnages(including mail) for 2023/24 is forecast to increase to994,000 and 303,000 tonnes respectively.

Analysis indicates a total freight precinct of 30 hectareswill be required to meet the 2023/24 forecasts. This isbased on the current use of 10 tonnes/sq m of buildingarea per annum. By 2023/24 improved productivityprocesses are expected to achieve 15 tonnes/sq m ofbuilding area per annum. At this level a total freightprecinct of 20 hectares will be required, including 8.5hectares under cover. Dedicated freight aircraft apronslocated as close as possible to the freight precinct willalso be required.

9.5 Development Concept

A single new freight precinct is planned at the NorthernLands and former Pacific Power sites on the northernside of Alexandra Canal. As the site would require airsideand landside connectivity infrastructure including gradeseparation of Qantas Drive, SACL acknowledges that thesite location presents challanges which do not apply tothe current location. The site is however the mostconveniently located area available when absolute areaand highest and best use principles are applied.Dedicated freight aircraft apron parking would be providedat the Northern Pond area to minimise transportdistances.

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aviation support facilites – development concept

73

directly by bulk fuelling vehicles, where hydrant access isunavailable. These mobile tankers and dispensers areparked at a number of locations on the airport.

Current Capacity

The current Shell and Caltex supply pipelines areassumed to be theoretically capable of delivering acombined capacity of 8.8 million litres per day. Thecurrent operating storage capacity at the JUHI facility is28.2 million litres contained in five bulk tanks.

Future Demand and Development Concept

The forecast increase in aircraft movements, coupled witha general increase in aircraft size across the fleet, willresult in the need for additional supply capacity and someaugmentation in storage or agreed change to reserves.

Pipeline Supply

For the typical “Busy Day” in 2023/24, jet fuelrequirements are forecast to be in a range that willrequire the provision of additional supply to the airport. An additional pipeline could be sized to cover redundancyissues as well as capacity augmentation.

Some preliminary analysis has been undertaken toidentify an appropriate route for a new supply pipelinewithin the airport and assumes supply originating fromthe Port Botany direction. This will need to be furtherrefined and developed in consultation with the industry.

Storage

For planning purposes, an additional 20 million litres ofstorage has been assumed and this could be located atthe current facility. Alternatively less storage would berequired at lower reserve levels. Offsite storageopportunities are also possible.

10. Aviation Support Facilites – Development Concept

There are a range of aviation activities that support the coreairline business of transporting passengers and freight. Thesesupport activities often require purpose-built facilities in specificlocations. They include the supply, storage and distribution ofaviation fuel, aircraft maintenance, ground support equipment(GSE) storage and maintenance, and flight catering.

10.1 Aviation Fuel

The safe and continuous supply of on-time andeconomically delivered jet fuel is a critical component ofairport operations. Sydney Airport’s aviation fuelrequirements currently represent approximately 40 percent of the national aviation fuel market.

Existing Facilities

Jet fuel is supplied to Sydney Airport by two undergroundpipelines owned by Shell and Caltex, from theirrespective refineries. BP and ExxonMobil supply fuel fromtheir bulk storage terminal using the Caltex pipeline.

Jet fuel supplied from these underground pipelines isstored at the Joint User Hydrant Installation (JUHI),located at the northern end of the International Precinct.The JUHI is an unincorporated joint venture currentlycomprising BP, Caltex, ExxonMobil, Shell and Qantas.Shell operates the facility on behalf of the participants.

A number of the GA and helicopter operators have smallrefuelling facilities and equipment located in closeproximity to their main facilities, either operated by the oilcompanies or by themselves. Qantas also has some on-site storage at the Jet Base linked by undergroundpipeline from the JUHI facility.

Jet fuel is distributed across the airport from the JUHIstorage facility, via a number of underground pipelines, tohydrant pits located adjacent to aircraft gates. Allcommercial jet active aircraft gates have hydrantrefuelling available.

`Into-plane’ dispensing is undertaken directly by the fuelcompanies or by other entities established by the oilcompanies. Specialist vehicles are used for this task andtheir administrative and maintenance support areaccommodated next to the JUHI facility. Some fuelling ofregional, GA aircraft, and helicopters is also undertaken

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Over time the activities performed in the Qantas Jet Basehave expanded with non-essential aircraft interfaceactivities being performed on land beyond the airportboundary. This appears to be a growing trend.

Aircraft maintenance is also undertaken in the GA area, inconjunction with fixed base operator (FBO) functions.Regional Express and Qantaslink currently also have anaircraft maintenance presence in the GA area.

Development Concept

The development concept for the Master Plan providesfor a new hangar complex at the northern end of thecurrent Qantas Jet Base, developed in conjunction withQantas. This complex would be capable of supporting atleast two A380 and three B747-400 enclosed positions.The location of this complex impacts on a number ofmaintenance, support and administrative facilities withinthe existing Jet Base lease.

As a number of the maintenance support functionsrequire time-critical airside access, the Master Planprovides for an additional airside bridge connectionbetween the airport and Qantas facilities to the north ofthe airport. Engine run-up facilities will be available in theexisting run bay area.

International layover positions and enhanced taxiwayaccess in the southern and eastern parts of the Jet Basearea will require the staged demolition of a number ofcurrent hangars and other facilities.

In addition some of the hangars east of Terminal 2 aremore immediately affected by the introduction of A380operations, and the straightening of the eastern end ofTaxiway G.

10.3 Ground Support Equipment

Ground Support Equipment (GSE) is the generic namegiven to a range of vehicles and equipment used toservice aircraft on the apron. It includes such items asaircraft tugs, catering vehicles, cabin service vehicles,container loaders, bulk cargo loaders, container dolliesand tugs and toilet service vehicles.

Storage and staging of GSE at convenient locationsrelative to the aprons is important for efficient turnaroundof aircraft. The actual area required is dependent on thenumber of each aircraft type served during peak periodsand is provided partly on and partly off the aircraft standin dedicated GSE storage areas.

Hydrant System

The expansion of the apron areas, additional and modifiedaircraft gates will require augmentation of the on-airportdistribution pipelines and hydrant network. This mayextend to the provision of fuel to some of theinternational layover gates, to enable pre-fuelling ofaircraft prior to their positioning at the departure gate.

10.2 Aircraft Maintenance

The provision of facilities to conduct aircraft maintenanceis an important component of operating a safe andefficient airline business. Mandatory provisions apply tomany aspects of aircraft maintenance.

Aircraft maintenance activities can be summarised intothree main types:

• line/station maintenance. This occurs during transitsand turnarounds and can be performed at the aircraftgate

• base maintenance. This requires ground-time in ahangar with simple access docking, or at a gate awayfrom the terminal. Some non-routine maintenance andsupplemental checks can be carried out at an aircraftparking position in favourable weather conditions.Ground-time periods can range between 20-36 hours,and

• heavy maintenance. This requires significant ground-time in a hangar with extensive docking capability.Ground-time periods can range between 6-50 daysdepending on the type of heavy maintenance beingperformed.

In addition to hangars, there is a need for supportfunctions such as workshops, component stores, andengine run facilities.

Existing Facilities and Current Capacity

Existing dedicated maintenance hangar facilities are alllocated in the Domestic Precinct. All three types ofaircraft maintenance activities are undertaken to someextent. Sydney Airport is the home base for the Qantasinternational and domestic network and there issignificant aircraft ground-time that can be used toundertake aircraft maintenance. Qantas holds a long-termlease over a large area in the northern part of the northeast sector, known as the Qantas Jet Base. The lease will expire within the planning period of this Master Plan.The Jet Base has a full range of maintenance facilities,including two engine run bays adjacent to the NorthernPond. Qantas also undertakes maintenance work forother carriers.

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When developing future terminal and airfreight areas, theaccommodation of sufficient GSE space will beconsidered.

10.4 Flight Catering

There is a continued need for flight catering facilities tosupport airline operations. Currently, the only on-airportflight catering facility is located to the east of Terminal 2and is operated by Alpha Flight Services. Unlike manyaviation-related activities, there is no specific requirementfor flight catering facilities to be located on-airport.

There are another three large off-airport facilities operatedby Qantas, Caterair and Gategourmet. Off-airport facilitiesrequire airside access for food transport vehicles.

The development concept for the Master Plan will requirethe current Alpha Flight Services facility to be demolishedto permit expansion of the Terminal 2 complex to theeast. The Master Plan assumes that flight cateringfacilities will continue to operate in the main from off-airport locations, and access the airport via a combinationof the public road system and dedicated airside accesspoints.

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landside access – development concept

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To cope with the current significant truck traffic aroundthe airport, SACL encourages the relevant authorities to:

• continue developing alternate truck routes, such asthe Marrickville Truck Tunnel and the use of the F5/F6corridor

• increase the use of rail for Port Botany freightmovements, and

• investigate the upgrade of the Southern Arterial andthe southern extension of the one-way pairs.

In planning for the International and Domestic Precincts,SACL has assumed a mode shift to railway use by fiveper cent over the next 20 years. This will be encouragedby the provision of attractive access to the publictransport facilities at the airport. Considering the increasein passengers using Sydney Airport, and the assumedmode shift of five percent to public transport, the numberof passengers using the train to and from the airport isexpected to increase from approximately 2 million in2002/03 to approximately 8 million in 2023/24. The NSWState Government has advised that subject to theimplementation of the Clearways program, CityRail couldprovide a total of 10 trains per hour via the Airport Lineand, in addition, that the number of carriages per traincould be increased by using eight car sets.

SACL therefore considers the improvement of passengerrail services a priority. This should involve extending off-peak operating hours to encourage shift staff use, and theprovision of adequate capacities in peak hours forinternational and domestic passengers. SACL encouragesthe introduction of new rail-based products such as adedicated Airport Shuttle running directly from the SydneyCBD to the Airport and dedicated connecting servicesfrom Western Sydney, and other centres such as theCentral Coast, Newcastle and Wollongong.

11. Landside Access – Development Concept

Sydney Airport has a unique location in close proximity to the CBDand other major growth centres of the region. The airport isserved and enclosed by a number of major roads and railways,including General Holmes Drive, M5 East, Southern Cross Driveand the Port Botany Goods Line. Public transport connections toSydney Airport include the Airport Rail Link passenger line withtwo on-airport stations as well as road-based public transportincluding buses, mini-buses, taxis and hire cars.

11.1 Introduction

Airport/Qantas Drive, which is fully built on airport landand maintained by SACL, forms an important element ofthe southern Sydney arterial network. In conjunction withprovision of airport user access, SACL is committed tomaintaining general public accessibility to Airport/QantasDrive.

Regional landside access to and from Sydney Airport hasbeen significantly improved in recent years. Over AUD$4billion has been invested in major transport infrastructureupgrades such as the Airport Rail Link, M5 East andEastern Distributor. These links, together with SouthernCross Drive, General Holmes Drive and O’Riordan Streetform the main vehicular access routes to Sydney Airport.

The International Terminal precinct is served by AirportDrive, Marsh Street and the International Terminal railwaystation. The Domestic Terminal precinct is served by theQantas Drive/Joyce Drive/O’Riordan Street intersectionand the Domestic Terminal railway station.

As described in Chapter 5, Sydney Airport is centred in aregion that is undergoing significant redevelopment. Thischange will challenge the region’s existing accessinfrastructure significantly. SACL strongly supportsplanningNSW’s approach to encourage the use of publictransport modes in the region to reduce the need forextra road infrastructure.

Analysis undertaken by SACL has identified the need overtime for an incremental expansion of the road network tosupport these developments in the form of additionallanes and intersection capacity enhancements.

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11.3 Domestic Precinct

Passenger movements at the Domestic Terminals areforecast to increase by approximately 140 per cent by2023/24. The precinct is also expected to experience asignificant growth in commercial and other ancillary landuses. It will be necessary to augment existinginfrastructure in addition to the implementation of a rangeof supporting servicing and policy initiatives.

The Master Plan provides for enhancement of the existingupper level kerbside departures set down facility. It isexpected that the existing access system can beenhanced to accommodate forecast passenger activity inthis location. Amplification of the key Joyce Drive andO’Riordan Street intersection will be combined withworks within the airport precinct to accommodatevehicular movement in and around the Domestic precinct.Augmentation of taxi, bus, hire car and coach facilities isexpected to occur in the existing carpark precinct.

To limit traffic growth on the Domestic precinct roadsystem, new public parking structures are planned to theeast of the existing carparks. In total, this would provideapproximately 7,500 spaces in the precinct for pasengers(short and long stay), meeters and greeters, staff andother airport users. As at the International Terminal, publicaccess is planned to be available at the departures level.Under this proposal, public transport, ground accessservices, rental vehicles, valet and premium parkingwould occupy the existing structures.

11.4 External Road Network

Consideration has been given to the cumulative impactsof growth in airport operations as part of the masterplanning process. This has embraced an analysis of thetransport implications and infrastructure needs beyondthe immediate area of the airport. The airport is one ofmany activity centres that will experience growth overcoming years. Other developments and activity centresare being planned or are in their infancy. Considerationhas been given to the Green Square development,existing and proposed freight facilities, an expanded PortBotany, the Cooks Cove redevelopment, and otherdevelopments at Arncliffe and Tempe.

SACL also supports the NSW Government’s initiativespromoting cycling and walking as alternatives to theprivate car, for passengers, visitors and staff accessingthe terminal precincts and various workplace locations.SACL has recently assisted the RTA in the developmentof a cycleway around the airport perimeter.

11.2 International Precinct

Passenger movements at the International Terminal areforecast to approximately treble by 2023/24. The growingof this transport hub will see significant increases in thelevel of commercial, retail and ancillary land uses.

To meet the transport task it will be necessary to amplifythe existing terminal access and egress. Improvementswill also need to be made to the internal road network tosatisfy the demands of the new precinct withamplification of taxi, bus, hire car and coach facilities. TheMaster Plan provides for relocation of the access point tothe Airport Rail Link to the western end of the station.

Taxi activity at the International Terminal is forecast toincrease over time. Scope exists to relocate taxi facilitiesand expand them in close proximity to the departuresconcourse. Demand for hire car facilities is also forecastto grow but at a lower rate compared to taxi activity.Provision for expanded hire car facilities is alsocontemplated.

Car parking needs have been carefully considered as partof the master planning process. Car parking facilities willbe expanded with the provision of multi deck structuresto the west of the International Terminal building toaccommodate the needs of passengers (short and longstay) meeters and greeters, employees and other airportusers. Up to 7,500 spaces are planned to be completedincrementally over time having regard to the need toencourage shifts towards the use of public transport andother sustainable modes of transport.

Further improvements will also be required to kerbsidecapacity, car parking, public transport, cyclist andpedestrian infrastructure to cater for the forecast levels ofdemand.

The cumulative assessment has taken into account theimplications of increased freight activity in the vicinity ofthe airport. In addition to the developments identifiedabove, a general background growth of one per cent peryear has been taken into account in the traffic modelling.

The Master Plan provides for a range of policy,infrastructure and service responses to the identifiedlandside access needs. These initiatives will have benefitsbeyond the immediate airport precinct.

Figure 11.1 illustrates the relative additional contributionsof airport and other regional developments to road trafficin the vicinity of the airport in 2023/24. The additionalcontribution of traffic from other developments issignificant compared to that generated by the airport.

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0

5000

10000

15000

20000

25000

Ad

dit

ion

al V

ehic

les

/ Ho

ur

Other Developments

Airport (Aviation Related)

Airport (Non-Aviation

Related)

Figure 11.1: Expected Additional AM Peak Hour

Vehicular Traffic in 2023/24

Analysis indicates that the following improvements areexpected to be required to the regional road network inthe vicinity of the airport:

• grade separation for Sir Reginald Ansett Drive toJoyce Drive traffic exiting the Airport

• widening of Joyce Drive and General Holmes Drivebetween Mill Pond Road and O’Riordan Street by onelane in each direction

• widening of Robey Street at the Intersection withQantas Drive

• a right turn from Joyce Drive into Lord’s Road

• widening of Airport/Qantas Drive by up to two lanesper direction, and

• improving capacity at the Mill Pond Road right turninto General Holmes Drive.

Outside the vicinity of the airport, the influence of theairport on traffic conditions decreases with distance.Drivers have a limited choice of access routes in theimmediate airport area. However, outside the vicinity ofthe airport, drivers have many choices regarding potentialroutes and the influence of the airport on trafficconditions becomes lower.

SACL is currently engaged with the NSW Government onexternal road planning issues. Further accessinfrastructure will be critical to realise further economicgrowth in the region.

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commercial developments – development concept

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Through the Master Planning Process, SACL hasidentified potential commercial uses which areappropriate for the airport, its location, and its eventualplans for potential aviation development on the site.

The DMP provides for a range of specific aviation andcomplementary land uses. These complementary usesinclude commercial uses by businesses prepared to meetrents applicable to airport land to secure airport proximityor to utilize land with available tenure for sustainabledevelopments.

The normal airport planning process, particularly withcommercial projects which trigger an MDP, addressesregional planning context issues, as well as social andeconomic factors.

12.2 International Precinct

Car parking expansions and other transport relatedinfrastructure will be provided when required to respondto the developing needs of the precinct and customerservice demands. A variety of commercial developmentsare envisaged including offices and hotels to complementa highly active civic space worthy of Australia’s premiergateway.

A waterfront development along the banks of the CooksRiver may also occur that could include a link to theproposed Cooks Cove development. Further developmentof commercial signage will also occur as the precinctdevelops.

The precinct can accommodate demand for at least120,000 sq m of commercial floorspace.

12. Commercial Developments – Development Concept

Sydney Airport is a crucial transport hub for Sydney. As demandfor travel increases, modern economies expect and demand arange of services, and facilities at these transport hubs to improvetheir travel experience, and to support their businesses.

SACL will continue to make best use of its scarce land to supportthese types of initiatives, thus contributing to the development ofthe NSW economy.

12.1 Introduction

Modern economies are highly focussed and reliant ontransportation infrastructure. Sydney Airport will continueto be the most important international and domestictransportation hub in Australia and is likely to play anincreasingly important role in the stimulation of economicdevelopment around the airport.

It is expected that there will be growing demand todevelop the areas around Sydney Airport to accommodateactivities such as offices, car-parks, hotels, conventioncentres and shopping facilities.

The current development of the Australian CustomsService building in the International terminal precinct is agood example of such demand that takes advantage ofbeing close to a key transportation hub, with benefits forits activities, its clients, visitors and its employees.

On a constrained site such as Sydney Airport, spatialplanning demands of aviation activities require theadoption of “highest and best use” principles in theselection of land uses. These principles are applied in theassessment of commercial development opportunitiesacross the airport site.

There are a number of commercial activities that can belocated on land that will not be required for aviationpurposes in the short term. The airport property businesswill pursue development strategies that allow for thenecessary controls to ensure delivery of the aviationneeds depicted in the Master Plan. This includes on-goingtenure reviews and the consideration and implementationof interim and alternative uses.

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12.5 Northern Precinct

Several land parcels across the Alexandra Canal havebeen acquired by Sydney Airport over recent years.

During the planning period, and as a result of terminalexpansions planned for the International and Domesticprecincts, freight, and a number of other associatedaviation support functions, are proposed to be relocatedto these lands.

The relocation of freight facilities is unlikely to occurwithin the next five years. Interim uses proposed for thenorthern precinct include freight related and other lightindustrial and commercial uses. It is proposed that theseinterim uses will be consistent with the existing land useand zoning of this precinct which allows for generalindustrial use and transport infrastructure.

12.3 Domestic Precinct

The Domestic Precinct currently has a range of aviationsupport activities including aircraft maintenance, freightand general aviation operations being conducted mainlyfrom leased sites. Car parking has been accommodatedwithin parking structures for many years as a result of theconstrained land availability within proximity to theterminals.

Terminal expansion will cause the displacement of mostexisting support functions. Further car park developmentto the east of the existing structures will be provided tomeet an increased facilitation demand.

Planning provision has been made for meeting a variety ofcommercial demands including offices, hotels, retail,service facilities, commercial signage and the like in thisarea. The precinct can accommodate demand for at least120,000 sq m of commercial floorspace.

12.4 Southern Precincts

The south eastern parts of the airport (south of Runway07/25 and east of Runway 16R/34L) form a strategic landreserve for aviation uses beyond the time frame of theMaster Plan. This area is currently characterised byimportant navigation sites and low density commercialuses such as car rental support facilities and lower-costcar parking facilities. Over time, some of the navigationsites are expected to be vacated as new technology isintroduced. Until the aviation use of this land reserve isrequired, these areas will remain available for commercialdevelopment. The existing commercial uses may remainand intensify.

Additional commercial developments for these locationsmight include road front activities addressing passer-byand traveller needs such as hotels, food outlets, vehicleservice centres and signage. Other areas could satisfydemand for uses such as aviation support, business parkstyle offices, light industrial and volume retail.

Rockdale Council has expressed interest in seeing thesouth west area zoned for the development of waterfrontcommercial facilities incorporating leisure and wateraccess themes. SACL’s proposed development conceptincludes these types of facilities.

Improvements to infrastructure, internal roads (potentiallyinvolving bridges over General Holmes Drive) and accesspoints will be provided in these areas if required.

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13.2 Relationship to State Planning

Instruments

In NSW, the ultimate controlling body for planning is theState Government through the Department ofInfrastructure, Planning and Natural Resources.

The current key planning strategy for the Sydneymetropolitan area is Shaping our Cities 1998. Thisprovides the overall strategic framework, which guidesplanning policies and instruments as follows:

• State Environmental Planning Policies (SEPP) – thesedeal with important state-wide issues and ensureuniformity of policy application

• Regional Environmental Plans (REP) – these deal withissues going beyond the local area and provide localauthorities with a detailed framework to guide localplanning

• Local Environmental Plans (LEP) – although ultimatelymade by the Minister for Infrastructure, Planning andNatural Resources, these are prepared by councils toguide planning decisions in local areas through zoningand development controls, and

• Development Control Plans (DCP) – these areprepared entirely by councils to provide more specificand comprehensive guidelines for types ofdevelopment.

State Environmental Planning Policies

Consideration has been given to a number of NSW StateEnvironmental Planning Policies (SEPPs), and relevantdraft SEPPs. These are detailed in Schedule 1 ofAppendix 4.

13. Land Use Zoning Plan

SACL’s land use zoning proposal supports the indicativedevelopment concept for the airport presented throughout theMaster Plan. Land use proposals for the landside component of theairport reflect the development objectives of the Master Plan asdefined in Chapter 1. This parallels the aims and objectives ofsection 5 of the NSW Environment and Planning Act 1979 (EP+AAct) to encourage sustainable management and economic use ofthe land resource.

13.1 Introduction

Regulations under the Airports Act 1996, require that theMaster Plan must, where possible, in relation to thelandside part of the airport, describe proposals for landuse and related planning, zoning or development in anamount of detail equivalent to that required by, and usingterminology (including definitions) consistent with thatapplying in land use planning, zoning and developmentlegislation in force in the state in which the airport islocated.

Notwithstanding this requirement, it should be noted that:

• land use and planning within the airport site isregulated under the Airports Act 1996 and not underthe EP+A Act

• particular language is used in the Master Plan tocomply with Airports Act 1996 requirements only, andis not intended to import or apply any state land useplanning or zoning requirements or obligations oneither SACL or Sydney Airport, and

• where the concept of a ‘development’ is used in thisMaster Plan, it describes a ‘building activity’ andassociated land use as set out in the Airports Act1996 and associated regulations (rather than thedefinition of ‘development’ in the EP+A Act).

• Where the concept of a utility undertaking is used inreference to the land use zonings contained in thisMaster Plan, this describes the provision ofinfrastructure services such as electricity, gas,telecommunications, water, sewer, stormwater andfuel rather than adopting the NSW Model Provisionsdefinitions.

In addition to the land leased from the Commonwealth,SACL holds a small freehold parcel of land adjacent to theNorthern Lands site north of the Alexandra Canal which iscurrently regulated under the EP+A Act.

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those identified in the Botany LEP map, this being“Airport” uses as well as roads and utility undertakings.

Zonings adjacent to the airport include:

• Zone No. 4 (c1) – Industrial Special – Airport RelatedRestricted which has as its primary objective “… topermit the development of a wide range of uses,which have a relationship to Sydney (Kingsford Smith)Airport.”, and

• Zone No. 4 (c2) – Industrial Special – Airport Relatedwhich has as its primary objective “… to permitdevelopment of a wide range of uses, which have arelationship to Sydney (Kingsford Smith) Airport, whileencouraging commercial premises on certain land.”

The definition of airport-related land use in the LEP is “…a building or place used as an office or for other businessor commercial purposes or industry related to Sydney(Kingsford Smith) Airport …“.

Amendment No. 11 to the LEP rezoned the area aroundthe nearby Mascot Station Precinct to permit mixed usezones and a business zone. The accompanyingDevelopment Control Plan (DCP) No. 30 notes theprecinct is “… 1 kilometre from the Sydney (KingsfordSmith) Airport, which is a major catalyst for developmentwithin the Mascot area. The recent increasedintensification and upgrading of the facilities within theSydney (Kingsford Smith) Airport will not only perpetuateMascot’s role as a primary gateway to Sydney for bothpassengers and freight, but will also ensure itsattractiveness as a convenient location, for the servicingand diversification of airport activities, is maintained.”

The City of Botany Bay also has an Aircraft Noise DCPwhich provides a means of assessing the effect of aircraftnoise on development proposals, and includes theprovisions of Australian Standard AS 2021-2000 Acoustics– Aircraft noise intrusion – Building siting andconstruction.

Rockdale LGA

The Rockdale LEP 2000 is silent on airport zonings withrespect to that part of the airport within the LGA. The LEPobjective for unzoned land is to ensure that developmentdoes not adversely impact on adjoining land uses. Onunzoned land, development for any purpose is permittedwith consent. Utility installations (other than air transportinfrastructure) are permitted without the need fordevelopment consent. Zonings immediately adjacent tothe airport which are not part of the draft SydneyRegional Environmental Plan (REP) No. 33 (see below),consist predominately of Zone 6 (a) – Existing Open

Sydney Regional Environmental Plans (REP)

Consideration has been given to all current NSW REPsand draft REPs. These are detailed in Schedule 2 ofAppendix 4.

Section 117 Directions

Consideration has also been given to Section 117Directions under the EP+A Act. These are detailed inSchedule 3 of Appendix 4.

Heritage

The Master Plan recognises on-airport heritage issues.These are addressed in Chapter 16.9.

Regional Environmental Plans, Local

Environmental Plans and Development

Control Plans

The airport site is located within the Local GovernmentAreas (LGA) of Botany Bay, Rockdale and Marrickville asshown in Figures 13.1 and 13.2.

In each local government area, special provision is madein the LEP for public utility undertakings. In Botany andRockdale LGAs the standard NSW Model Provisionsdefinition of “public utility undertaking” applies. InMarrickville LEP a similar definition applies. The ModelProvisions and Marrickville definitions both include an“undertaking carried on ... in pursuance of anyCommonwealth or State Act” being an “air transport ...undertaking”. Most development at Sydney Airport wouldcome within that definition. In the Marrickville LGA anydevelopment for the purpose of a public utilityundertaking can be carried out without the need fordevelopment consent. In the Botany and Rockdale LGAspublic utility undertakings may be carried out withoutdevelopment consent where (relevantly for the airport)the development is “required in connection with themovement of traffic by air”. The erection of new buildingsis not included in the forms of development permissiblewithout consent in Botany and Rockdale LGAs. Instead,the erection of new buildings for the purpose of publicutility undertakings is development for the purpose of“utility installations” which is permissible withdevelopment consent.

Botany Bay LGA

The Botany LEP 1995 zones the on-airport component ofthe LGA specifically for airport use (Zone No. 5 (a) SpecialUses) which includes as a primary objective “… theorderly use of land identified for Sydney (Kingsford Smith)Airport …”. Permitted Land uses within this zone include

existing arterial roads”, however, the development ofpublic utility undertakings such as air transport arepermitted without consent.

Adjacent Zonings include:

General Industrial 4 (A): The primary objective of this zoneis to “identify areas suitable for industrial warehousingactivities, and to permit a range of support and ancillaryuses”, however, the development of public utilityundertakings such as air transport are permitted withoutconsent.

Special Uses 5 (B): The primary objective of this zone isto “identify areas appropriate for railway development”,however, the development of public utility undertakingssuch as air transport are permitted without consent.

The LEP contains a provision which ensures aircraft noiseand the applicability of AS 2021-2000, are considered forspecific types of development. The LEP also contains aprovision which requires development consent for anystructures within 10m of the Alexandra Canal.

13.3 Land Use Zoning

SACL has prepared a land use zoning plan (Figure 13.1)and zoning table (Table 13.1 below) to control futurepermissible development at the airport. The objectives ofeach land use zone are set out and then, for each zone,the types of development permissible are set out. Alldevelopment requires development consent via SACL’sinternal development assessment and consent process.Some zones have an additional category of permissibledevelopment known as interim development. Land maybe developed for purposes identified as interimdevelopment purposes provided that development doesnot render the land unfit for the purposes for which it hasbeen zoned. Development uses which are not specified ina particular zone may be permitted on a case by casebasis, following consideration by SACL as to whether thatuse is consistent with the Master Plan as a whole, aswell as the other uses permitted with that particular zone.

Schedule 4 of Appendix 4 address the extent ofconsistency of the Master Plan zoning with the relevantREP and LEP.

Any development on the Airport must be consistent withthe Master Plan.

Space. The LEP contains a provision which ensuresaircraft noise and the applicability of AS 2021-2000, areconsidered for specific types of development.

DCP No. 49 is in place to guide redevelopment of thenearby North Arncliffe Development Area (with theexception of the Railway Precinct). Stated land use mixobjectives seek to take advantage of the “…proximity tothe airport.” The DCP provides for a range of land usesincluding encouragement of “…the establishment offacilities for tourists and business travellers in a locationwhich is close to Sydney Airport.” It is understoodRockdale City Council is currently finalising a new LEPand DCP within the framework of a master plan for theNorth Arncliffe Development Area.

A master plan and a draft REP No. 33 have been preparedfor the proposed Cooks Cove redevelopment. The draftREP aims to coordinate the planning and development ofland fronting the Cooks River and adjacent to SydneyAirport. The plan promotes the redevelopment of the landfor export trade and advanced technology uses,complimented by high quality private recreation facilities.The draft REP aims to “… capitalize on the physicalproximity of the Cooks Cove site to Sydney InternationalAirport … to create trade-focussed development …and toattract global reach businesses which strengthenSydney’s international competitiveness …”.

Marrickville LGA

Marrickville LEP 2001 zones applying to Sydney Airportare:

Special Uses 5 (A): The primary objective of this zone isto “identify areas appropriate for the provision ofcommunity facilities”, however, the development ofpublic utility undertakings such as air transport arepermitted without consent.

Open Space 6 (A): The primary objective of this zone is to“identify land appropriate for use as open space and forpublic recreational purposes”, however, the developmentof public utility undertakings such as air transport arepermitted without consent.

Arterial Road and Arterial Road Widening 9 (C): Theprimary objective of this zone is to “identify land requiredby the RTA for new arterial roads, and the widening of

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Special Use 3 – Airport Freight

The objective of this zone is to identify land for airportfreight facilities.

Development which may be carried out with consent:

Provision of areas for; airport freight facilities includingcargo terminal operators, freight integrators, mail,express, perishables, and livestock handling; ULDstorage and maintenance; GSE storage andmaintenance; security control and screening points,airside deliveries; transport infrastructure; warehousesand storage; advertising structure; advertisements;and utility installation.

Interim development which may be carried out withconsent:

Provision of areas for permissible interim usesapplicable to Mixed Use 1 – Mixed Aviation, Businessand Industrial.

Special Use 4 – Arterial Road Widening

The objective of this zone is to identify land for theprovision or future widening of landside roads.

Development which may be carried out with consent:

Provision of areas for; advertising structure;advertisement; road widening; and utility installation.

Special Use 5 – Transfer Corridor

The objective of this zone is to identify land for thefacilitation of inter-terminal transfers of passengersand baggage.

Development which may be carried out with consent:

Provision of areas for the facilitation of inter-terminaltransfers of passengers and baggage; advertisingstructure; advertising; and utility installation.

Interim development which may be carried out withconsent:

Provision of areas for; freight Use and thosedevelopments listed in Special Uses 1 to 3.

Table 13.1 – Zoning Table

Special Use 1 – Airport Airside

The objectives of this zone are to identify land for thecurrent and future facilitation of airfield operations.

Development which may be carried out with consent:

Provision of areas for; runways, taxiways and aprons(including associated distance to obstaclerequirements); aircraft engine-run areas; airside roads;aviation fuel distribution; aircraft and airportmaintenance facilities including hangars, associatedworkshops and stores; GA and helicopter facilities;GSE staging and storage; visual and non-visualnavigation aids; aircraft surveillance equipment; ARFFfacilities; meteorological facilities; advertisingstructures; advertisement; and utility installation.

Special Use 2 – Airport Terminal and

Support

The objectives of this zone are to identify land forairport terminal and support facilities and theirassociated administrative, business and retailcomponents, and for interim freight facilities.

Development which may be carried out with consent:

Provision of areas for; airport terminal and supportfacilities including their associated administrative,business and retail components; passenger transferstations; terminal-related business includingcommercial premises, hotel; parking space; FBOfacilities; transport infrastructure; terminal supportincluding terminal services facilities; GSE staging,storage and maintenance; aviation fuel storage anddistribution; advertising structure; advertisement; andutility installation.

Interim development which may be carried out withconsent:

Provision of areas for; Freight use.

Development which may be carried out with consent:

Provision of areas for; business development adjacentto areas identified in SACL’s Environment Strategy1999. Permissible uses include advertising structure;advertisement; child care centre; club; commercialpremises; educational establishment; general store;health care professionals; parking space; place ofassembly; refreshment room; shop; tourist facilities;and warehouse.

Note:

Development in these areas will be required toincorporate specific environmental controls and urbandesign principles.

Open Space – Open Space Reservation

The objective of this zone is to identify landappropriate for use as open space, including theEngine Ponds and the Mill Stream.

Development which may be carried out with consent:

Provision of areas for; Advertising structure;advertisement; recreation areas; and utility installation.

13.4 Development and Building Consent

With certain limited exceptions, pursuant to the Airports(Building Control) Regulations 1996, all development atSydney Airport require both SACL development consentas well as building approval from the Airport BuildingController.

13.5 SACL Owned Land Contiguous with

Airport Site

SACL owns a freehold parcel of land to the north ofAirport Drive which is contiguous with the airport site.The freehold parcel is not part of the Commonwealth’sairport landholdings, which are leased to SACL. This landis therefore currently subject to the operations of theEP+A Act, and is depicted on Figure 13.1 on the basis ofthe current zoning provisions of the Marrickville LocalEnvironmental Plan 2001 (within which the land issituated).

Mixed Use 1 – Mixed Aviation, Business and

Industrial

The objectives of this zone are to identify reserve landareas for long-term aviation purposes as described inSpecial Uses 1 to 4 and to provide land for interimbusiness and industrial purposes.

Development which may be carried out with consent:

Provision of areas reserved for long term aviationpurposes as described in Special Uses 1 to 4.

Interim development which may be carried out withconsent:

Provision of areas for; uses including advertisingstructure; advertisement; bulk store; bulky goodsretailing; bus depot; bus station; car repair station;child care centre; club; commercial premises;educational establishment; general store; generatingworks; health care professionals; hotel; light industry;liquid fuel depot; motel; motor showroom; parkingspace; place of assembly; refreshment room; retailplant nursery; road transport terminal; service station;shop; tourist facilities; transport terminal; utilityinstallation; volume retail; warehouse.

Mixed Use 2 – Mixed Business

The objective of this zone is to identify land forbusiness development.

Development which may be carried out with consent:

Provision of areas for; advertising structure;advertisement; bulk store; bulky goods retailing; busdepot; bus station; car repair station; child care centre;club; commercial premises; educationalestablishment; general store; health careprofessionals; hotel; motel; motor showroom; parkingspace; place of assembly; refreshment room; retailplant nursery; road transport terminal; service station;shop; tourist facilities; transport terminal; utilityinstallation; volume retail; warehouse.

Mixed Use 3 – Environmental Sensitive

Business

The objective of this zone is to identify land forbusiness development in areas adjacent to significantsites identified in SACL’s Environment Strategy 1999as well as areas adjacent to the Mill Stream.

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SACL has been discussing with Marrickville Council futureoptions for this land parcel in conjunction with theCouncil’s own stated objectives for redevelopment of theadjoining sites and the adjacent SPIR proposal. TheCouncil has recently decided to prepare a DraftAmendment to the Marrickville Local Environmental Plan2001 to rezone the area. The Council has acknowledgedSACL’s desire to seek a rezoning of its land parcel toSpecial Use (Airport Zone). If the land parcel issubsequently incorporated into the leased airport site, theappropriate airport land use zoning would be Special Use3 – Airport Freight, in accordance with Table 13.1.

13.6 Existing Use Rights

Where there are inconsistencies between current landuse and the indicative development concept asrepresented by the land use zonings depicted on Figure13.1, the current land uses may continue anddevelopment of those sites and their curtilage for theircurrent purpose shall be regarded as an additionalpermissible form of development on those sites.

13.7 Air Services Australia and Bureau of

Meteorology Long-term Leases

These agencies have a number of long-term leaseholdszoned Special Use 1 – Airport Airside. If these leases aresurrendered prior to the lease expiry, the zoning willrevert to Mixed Use 1 or Mixed Use 2, depending on thearea in which the facility is located.

13.8 Pre-existing Interests in Airport Land

When SACL became the airport-lessee company forSydney Airport in July 1998, it assumed certain pre-existing lessor obligations under various leases. SACLalso became the head-lessee under the airport leasesubject to a number of other interests in the airport land(such as easements). Some of those contractual andother rights remain in existence. Others have expired, orwill expire during the planning period. In any proposalundertaken by SACL for future development of theairport, SACL will act consistently with any suchobligations or interests which exist at the relevant time.

13.9 Interim Use of Land

Land may be developed for purposes identified in Table13.1 and on Figure 13.1 as ‘interim developmentpurposes’ provided that development does not render theland unfit for the purposes for which that land has beenzoned.

Sydney Airport

Master Plan

2003/04This drawing has been prepared to illustrate the Sydney Airport Master Plan and is not intendedto serve any other purpose. The drawing must be read in conjunction with the Master Plan.

Figure 13.1

Land Use Zoning Plan

This drawing has been prepared to illustrate the Sydney Airport Master Plan and is not intendedto serve any other purpose. The drawing must be read in conjunction with the Master Plan.

Prepared by architectus, sourced from Local Government LEP’s

Figure 13.2

Current LGA Land Use

Zonings Surrounding

Sydney Airport

Sydney Airport

Master Plan

2003/04

14airspace protection

101

14.3 Procedures for Air Navigation Services –

Aircraft Operations (PANS-OPS) Surfaces

At major airports such as Sydney, radio-navigation aidsenable aircraft to operate safely in poor weatherconditions. PANS-OPS surfaces are established to protectthose stages of take-off, landing or manoeuvring, whenaircraft are operating in non-visual (instrument) conditions.Pilots must be assured of obstacle clearance in thesecircumstances, although transition from or to visualconditions will still occur at some point in the flight.

The ICAO standards for PANS-OPS surfaces requiresurfaces to be defined for each published procedure, for aircraft operating in accordance with that procedure.The PANS-OPS surfaces should not be infringed in anycircumstances. The PANS-OPS surfaces at Sydney Airportare relatively complex because of the number ofpublished instrument procedures. Figures 14.2 to 14.5give simplified depictions of Sydney Airport’s PANS-OPSsurfaces.

14.4 Airports (Protection of Airspace)

Regulations 1996

Under the Commonwealth’s Airports (Protection ofAirspace) Regulations 1996 a system has beenestablished for the protection of airspace at, and aroundregulated airports, such as Sydney Airport, in the interestsof the safety efficiency or regularity of existing or futureair transport operations. The Regulations define“prescribed airspace” for an airport, which includes theairspace above any part of either an OLS or a PANS-OPSsurface. These regulations apply to both on-airport andoff-airport developments.

The Regulations stipulate that for “controlled activities”,specific approval is required from the Department ofTransport and Regional Services (DoT&RS). “Controlledactivities” include constructing or altering a building, orany other activity that causes a thing attached to or inphysical contact with the ground to intrude into the“prescribed airspace”.

14. Airspace Protection

Protection of the immediate airspace on and around SydneyAirport from incompatible development is an integral componentof preserving the ability of the airport to grow and continue tooperate safely and efficiently with respect to the existing runwayinfrastructure. As there is no change envisaged to the runwaysystem, no change to the current OLS or PANS-OPS surfaces isanticipated.

14.1 Introduction

The protection of the immediate airspace around airportsis an essential component of the primary goal of ensuringand maintaining a safe operating environment and toprovide for future growth. For this reason it is necessaryto restrict some types of development and land uses inthe vicinity of airports. This is to guarantee thatdesignated airspace segments remain obstacle-free,thereby contributing to the safety, efficiency andregularity of aircraft operations.

Since SACL is able to control on-airport developmentactivities, the primary focus of airspace protection is inoff-airport areas and developments under the control ofother authorities. Airspace protection therefore involvesaspects of land use planning and development control,which need to be managed cooperatively with externalresponsible authorities.

The drawings of the OLS and PANS-OPS surfacesdepicted in Figures 14.1 to 14.5 and described below giveheights (to Australian Height Datum – AHD) above whichdevelopments both on and off airport need to considerissues relating to obstacle height. Detailed drawings of allof these surfaces are available from SACL.

14.2 Obstacle Limitation Surfaces

The Obstacle Limitation Surfaces (OLS) are a series ofsurfaces in the airspace surrounding an airport. They areestablished in accordance with International Civil AviationOrganization (ICAO) specifications, as adopted byAustralia’s Civil Aviation Safety Authority (CASA). Australiais a signatory to the Convention on International CivilAviation (Chicago 1944), from which the Standards andRecommended Practices for Aerodromes (including OLS)were developed and subsequently adopted.

The OLS defines the airspace to be protected for aircraftoperating visually during the initial and final stages offlight, or manoeuvring in the vicinity of the airport. Figure14.1 depicts the OLS associated with Sydney Airport.

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Figure 14.6 depicts the lighting intensity guidelines withrespect to Sydney Airport’s runways.

The intensity of external lighting, the intensity of reflectedsunlight, and smoke, dust or particulate matter may alsobe considered “controlled activities” under the Airports(Protection of Airspace) Regulations 1996, and thereforesubject to the regulatory regime described in this chapter.

14.8 Stack and Vent Efflux Issues

Air turbulence can result from ground activities. Wherethese exceed 4.3 metres per second at the point ofemission, the emission of steam or other gas may beconsidered “controlled activities” under the Airports(Protection of Airspace) Regulations 1996. Industrialactivities such as manufacturing and co-generation plantsadjacent to airports, are the types of industries that canproduce these effects.

14.9 Bird Hazards

SACL is required to monitor and control the presence ofbirds on or in the vicinity of the airport in accordance withCASA regulations. The practices and procedures tomanage bird hazards are set out in SACL’s Bird andAnimal Hazard Management Program.

14.10 Security and Crash Risk

Air transport is an extremely safe form of transportationand the probability of an incident during any singleoperation is extremely low. SACL is committed tomaintaining a safe, secure and reliable airport operatingenvironment.

In relation to security, Commonwealth standards onphysical security and procedures apply, and are diligentlyimplemented by SACL. All developments are subject toan internal security review. All developments which mayaffect aviation security are referred to the AviationSecurity unit of DoTRS for their review and approval.

No legislation or guidelines exist at a Commonwealth orNSW State level governing permissible land uses withrespect to aircraft crash risk. On Airport, issues relating tocrash risk are considered by SACL in the approval processwhen assessing proposed developments. Off Airport, landuse zoning falls within the jurisdiction of the surroundinglocal government areas. Although no special arrangementshave been put in place by these authorities, SACL willcontinue to work with them on a case by case basis.

Existing land uses at the end of runways have existed intheir current arrangements for many years at SydneyAirport and this Master Plan does not propose changes torunways, either new or lengthened.

The Regulations require that proponents of proposed“controlled activities” provide SACL with the details ofthe proposal, which are then assessed against the OLSand PANS-OPS criteria. Where it will affect the safety,efficiency or regularity of air transport at Sydney Airport,SACL will oppose any proposals infringing the OLS and/orPANS-OPS surfaces. In considering developmentproposals, local government authorities should becognisant of the restrictions imposed by the Act andRegulations.

14.5 Engine-out Procedures

Under Civil Aviation Order CAO 20.7.1B, operators ofaircraft having an all up weight in excess of 5,700kg arerequired to consider obstacle clearance requirements inthe event of an engine failure. The specific proceduresapplicable to meeting these requirements is a matter forthe aircraft operator concerned. Unless specificallyrequested by an operator, SACL’s airspace protection roledoes not extend to protecting CAO 20.7.1B surfaces,except where they are protected by an equivalent ormore limiting OLS or PAN-OPS requirement.

14.6 Navigation Aid and Radar Restricted

Surfaces

Airservices Australia operate a number of radio navigationaids that provide guidance to aircraft operating in poorweather conditions. Airservices Australia also operate anumber of radar systems, which provide surveillance ofaircraft both in the air, and operating on the ground atSydney Airport.

To meet the necessary performance requirements,airspace restrictions are established for each item ofequipment and procedure. Unlike OLS and PANS-OPS, itmay be possible under some circumstances (subject todetailed modelling and analysis), to permit infringementsof the protective surfaces, without degradation in systemperformance. Protection of the navigation aid and radarrestricted surfaces is managed cooperatively betweenSACL and Airservices Australia.

14.7 Restrictions to External Lighting

CASA has the power under the Civil Aviation Regulations1988 to control ground lights where they have thepotential to cause confusion or distraction from glare topilots in the air. To assist lighting designers andinstallation contractors in the vicinity of airports, CASAhas established guidelines on the location and permittedintensities of ground lights within a six-kilometre radius ofairports. External advertising, sports field floodlighting andstreet lighting are some of the more likely lightingsources requiring consideration.

This drawing has been prepared to illustrate the Sydney AirportMaster Plan and is not intended to serve any other purpose. Thedrawing must be read in conjunction with the Master Plan.

Figure 14.1

Obstacle Limitation

Surfaces (OLS)

Current and Future OLS

Sydney Airport

Master Plan

2003/04

This drawing has been prepared to illustrate the Sydney AirportMaster Plan and is not intended to serve any other purpose. Thedrawing must be read in conjunction with the Master Plan.

Sydney Airport

Master Plan

2003/04

Figure 14.2

Current and Future

PANS OPS Surfaces

Basic ILS

This drawing has been prepared to illustrate the Sydney AirportMaster Plan and is not intended to serve any other purpose. Thedrawing must be read in conjunction with the Master Plan.

Sydney Airport

Master Plan

2003/04

Figure 14.3

Current and Future

PANS OPS Surfaces

LLZ / DME FINALAPPROACH SEGMENTS

This drawing has been prepared to illustrate the Sydney AirportMaster Plan and is not intended to serve any other purpose. Thedrawing must be read in conjunction with the Master Plan.

Sydney Airport

Master Plan

2003/04

Figure 14.4

Current and Future

PANS OPS Surfaces

CIRCLING PROCEDURES

This drawing has been prepared to illustrate the Sydney AirportMaster Plan and is not intended to serve any other purpose. Thedrawing must be read in conjunction with the Master Plan.

Sydney Airport

Master Plan

2003/04

Figure 14.5

Current and Future

PANS OPS Surfaces

VOR / DME FINALAPPROACH SEGMENTS

This drawing has been prepared to illustrate the Sydney AirportMaster Plan and is not intended to serve any other purpose. Thedrawing must be read in conjunction with the Master Plan.

Figure 14.6

Current and Future

Restricted Light Zones

Sydney Airport

Master Plan

2003/04

15utilities

117

15.2 Water Supply

Sydney Airport’s water is supplied at the Domestic andInternational precincts from Sydney Water mains. At bothlocations, tanks and pumps provide pressure and capacityfor domestic and fire services. Over the planning period,increased development over the site is likely to requirethe addition of pumps and increased storage in both theInternational and Domestic precincts.

Limited infrastructure exists in the south east sectors ofthe airport. As development occurs in these sectors,supply infrastructure will be installed. In addition toaugmented supply, SACL will explore re-use options aswell as water conservation strategies with newdevelopments.

15.3 Sewerage

Two sewerage networks currently operate at SydneyAirport. Both Domestic and International systems involvegravity mains servicing the developed areas dropping intodeep sewer pump stations. These pump stations feedinto the SWSOOS, which traverses the site.

As forecast demand grows in these sectors, there is likelyto be a need to augment the existing gravity mains, andto increase the capacity of the existing sewer pumpstations and rising mains. Sydney Water is currentlyundertaking major remedial works on the SWSOOS.Analysis undertaken by SACL indicates that the SWSOOSwill be able to accept the increased demand.

Developments in the south east and south south eastsectors may require the installation of new seweragenetworks.

15. Utilities

Sydney Airport is served by a range of utilities, including power,water, sewerage and gas. It is also host to utilities including theSydney Water Corporation’s Southern and Western Suburbs OceanOutfall Sewer (SWSOOS), which traverses the site. As forecastdemand grows and development takes place in various sectors ofthe airport, utilities will be upgraded accordingly.

15.1 Power

Sydney Airport is connected to the State power grid byEnergy Australia (EA) at two locations. From these supplylocations, SACL owns and maintains two 10.25 kVmedium voltage networks feeding the Domestic andInternational precincts respectively. Agreed supplycapacity from EA to the SACL medium voltage systems is52MVA.

Over the planning period, total power demand is forecastto increase from 40 MVA to 97 MVA. To meet thisincreasing demand, a number of supply options are underconsideration with EA. One option being pursued involvesdedicating the SACL supply system to aviation relateddemands, with new commercial facilities adjacent to theairport boundary being supplied directly from the EAnetwork from beyond the boundaries of the airport.

Developments in the south east and south south eastsectors will require the installation of new powernetworks. In addition, to supply augmentation during theplanning period, SACL will continue to explore demand-side management options.

SACL will continue to monitor the feasibility of alternativesupply options including co-generation as developmentsare considered.

In accordance with CASA and ICAO requirements, SACLwill continue to supply emergency standby power foraviation facilities. The current capacity of these generatingsystems (including works currently underway) is 10.182MVA across the airport.

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15.4 Gas

Gas is supplied to facilities in the International andDomestic precincts. The airport is well supplied with amajor high pressure gas main located along the perimeter.This main is expected to be capable of meeting futuredemand over the planning period.

15.5 Stormwater

Extensive stormwater systems exist in the Domestic andInternational precincts sectors. In these precincts, mostof the areas that are expected to be developed during theplanning period are already paved and served bystormwater networks. These networks may require localmodifications as developments proceed.

Development of additional aircraft parking positions at theNorthern Ponds area will require implementation of anintegrated domestic area stormwater strategy. Thisstrategy will involve the reorganisation of flows within thecatchment away from the Northern Ponds whereverpossible.

The south east and south west sectors currently haveminimal stormwater infrastructure. Developments inthese areas will require the installation of additionalstormwater systems.

15.6 Telecommunications

An optical fibre network has been installed across theairport and is managed by SACL. The network will beextended into new developments as these areconstructed. SACL manages the installation oftelecommunications including cabling (voice, video, data),mobile telephone, 802.11 wireless and Blue Toothtechnology infrastructure across the airport, and providescommercial access to third parties.

17community values

147

The research was conducted by randomly telephoning600 Sydney residents, on an annual basis, who wereasked to respond to various airport issues. Some of thesurveyed residents were from suburbs that lie underflight paths, and some were located away from flightpaths. This allowed for comparisons to be made betweenthe two groups.

The airport issues discussed included noise sharing,aircraft noise, potential changes to flight paths and theimportance of Sydney Airport. The report, CommunityAttitudes Research Summary, December 2001, isavailable from SACL on request.

The surveys have shown that respondents, and theircommunities, are concerned about the potential of flightpaths changing. Respondents also strongly support noisesharing and the majority of respondents are happy withthe current noise sharing arrangements.

This information indicates that changes to flight pathsshould only be considered if there is a very importantreason. Hence, when preparing this Master Plan, SACLhas ensured that no changes to the current flight pathsare required as the result of on-airport developments.

The research also revealed that respondents felt that itwas ‘very important’ for Sydney Airport to be easilyaccessible from the city of Sydney. Survey respondentsalso felt that Sydney Airport was important to the peopleof Sydney, through its economic contribution, by creatingemployment, and in generating local businessopportunities. This information prompted SACL to assessthe impact that Sydney Airport has on the economy. Thisreport, ‘The Sydney Airport Economic Impact’ is availablefrom SACL on request.

17.3 Master Plan Community Study

SACL also established a study into community responsesto specific issues addressed by the Master Plan, whichfurther developed the findings of the annual CommunityAttitudes surveys.

17. Community Values

Community values form the foundation of this Master Plan.Through community consultation SACL developed and validatedthe founding principles of the Master Plan.

17.1 Research

Since 1998, SACL has undertaken extensive research intothe opinions of airport neighbours, those further from theairport who are affected by flight paths, and other Sydneyresidents. This research has identified the followingissues as being of critical concern:

• Maintaining the curfew on flights into and out ofSydney Airport

• Minimising changes to flight paths

• The continuation of noise sharing, and

• Maintaining convenient access to the airport.

These values were further explored in the communityconsultation undertaken prior to the release of thePreliminary Draft Master Plan. The key outcomes of thisconsultation included recommendations that:

• The curfew and movement cap remain

• The principles of noise sharing (that underpin currentflight paths) become embedded in the Master Plan

• A future review of the need for a Sydney West Airportshould be undertaken, and

• The current runway configuration should remain as is.

SACL has committed to ensuring that:

• The Master Plan complies with the curfew andmovement cap – both of which are legal requirements

• The principles of noise sharing are embedded in theMaster Plan

• No new or relocated flight paths are required as aresult of the Master Plan, and

• All avenues are explored to ensure that convenientaccess to Sydney Airport is maintained.

17.2 Community Attitudes Research

Community attitudes research was undertaken by anindependent research firm. The objective of the researchwas to understand the level of community concern withSydney Airport operations.

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The Panel’s report indicated that they:

• supported the principle of no change to the presentcurfew

• supported the principle of no change to the presentmovement cap

• supported the principles of noise-sharing at SydneyAirport. That is:

• where practical direct flight paths over waterand non-residential areas

• where this is not practical, share noise fairly

• provide residents with respite from aircraftnoise, and

• ensure where practicable that residents arenot overflown by both departing and landingaircraft

• were concerned that issues still remain with theimplementation of the noise sharing principles

• the majority of the Panel members supported theprinciple of no change to runways, although

• a minority of the Panel supported a review of thecurrent runway system so that there could be betterimplementation of noise sharing principles, and

• strongly supported the Federal Government’sproposed review of the need for a Second SydneyAirport to be held in 2005.

The Panel also made a number of other recommendationsin relation to Sydney Airport operations. The full Panelreport, including SACL’s response, is available on requestfrom SACL.

17.5 Technical Stakeholder Consultation

As part of the Master Plan development, consultationsessions were undertaken which involved the following:

• Commonwealth Agencies

Airservices Australia

Australian Customs Service

Australian Federal Police

Australian Protective Service

Australian Quarantine and Inspection Service

Civil Aviation Safety Authority

Department of Immigration and Multicultural andIndigenous Affairs

Department of Transport and Regional Services

Heritage Commission

Bureau of Meteorology

In December 2002, an independent research consultantinterviewed a number of Sydney Airport stakeholders,including Members of Parliament, community groups andrandomly selected residents of Sydney (again includingsome residents from areas underlying flight paths andsome from areas that are not affected by flight paths).The interview process identified a number of key issues,from which a questionnaire was developed.

In March 2003, this questionnaire was used in a survey of1,800 Sydney residents (some under flight paths, somenot) to determine how strongly the community felt aboutthe issues identified in the interviews. The key findings ofthis survey were that the community felt very stronglythat:

• they need to receive credible information aboutSydney Airport

• the airport needs to continue to be convenient to getto for travellers and Sydney residents, and

• noise sharing must continue.

17.4 Communication and Consultation

Throughout the Master Plan development process, SACLprovided regular briefings to airport stakeholders,including elected representatives, Councils and theSydney Airport Community Forum. Communityinformation was also provided in local newspapers acrossSydney.

Community values were further explored in thecommunity consultation undertaken prior to the release ofthe preliminary Draft Master Plan. As part of thisconsultation, SACL formed a Community Panel,comprising randomly selected individuals from the Sydneycommunity (from areas neighbouring the airport, underflight paths and from non-flight path affected areas ofSydney). The panel was asked to provide an opinion onthe founding principles for the Master Planning process.The Panel sought the views of various airportstakeholders - including community groups, electedrepresentatives and aviation industry organisations. ThePanel then provided a report to SACL.

149

• Ground Transport and Representative

Groups

Avis

Budget

Bus and Coach Association

Europcar

Hertz

NSW Taxi Council

Thrifty

• Freight and Representative Groups

Australian Air Express

Sydney Airport Freight Users Group

Menzies Aviation Group

Patrick

UPS

Air Freight Export Council

• Business Partners

Australian Airports Association

Joint User Hydrant Installation

Nuance

Spotless

Tempo

Eye Corp

Cody

• Other Stakeholders

NSW State Chamber of Commerce InfrastructureCommittee

Botany Business Enterprise Centre

Tourism Task Force

Sydney Airport Community Forum

Members of Parliament with electorates thatencompass, border or are nearby the airport at theirrequest

Service clubs at their request

• State Agencies

NSW Police Service

NSW Roads and Traffic Authority

NSW Department of Transport

NSW Premier’s Department

Department of Infrastructure, Planning and NaturalResources

State Rail Authority

Sydney Harbour Foreshore Authority

• Local Government

City of Botany Bay

Rockdale City Council

Marrickville Council

Sutherland Shire Council

North Shore Regional Organisation of Councils

Southern Sydney Regional Organisation of Councils

• Airlines, Operators and Representative

Groups

Aeropelican

Airline Operators Committee

Airlink

Board of Airline Representatives

Eastern Australia Airlines

Horizon

Qantas

Regional Aviation Association of Australia

Regional Express (Rex)

Virgin Blue

IATA Airport Consultative Committee

Execujet

Universal Aviation

NSW Air Ambulance

Hawker Pacific

NSW Air Ambulance

Helicopters No 1

Sydney Helitours

Westpac Lifesaver

Blue Sky Helicopters

Channel 10 (Helicopters)

18implementation

153

As the site of a working airport for over 80 years, SydneyAirport has undergone constant change andredevelopment as the demands of the aviation industryhave increased. With finite amounts of land available,recycling of land has been required as one “higher andbetter” land use replaces another. Prioritising land foraviation use is a major priority. However, on such valuableland, interim uses will continue to be applied at siteswhich await eventual redevelopment into ultimate usesanticipated by the Master Plan.

18.2 Periodic Review

The Airports Act 1996 provides for the final Master Planto remain in force for five years. Consequently, thisMaster Plan is expected to be updated in 2008/09. TheAirports Act includes additional provisions for a minoramendment of the Master Plan, and for the Minister todirect another Master Plan to be prepared.

18. Implementation

The development concept outlined in this Master Plan representscurrent views of development expected to be realised in a stagedmanner, largely as a result of increased passenger and aircraftdemand.

Major Development Plans are also required fordevelopment proposals that exceed specified triggercriteria set out in the Airports Act 1996. These requirecommunity consultation, environmental impactassessment and Ministerial approval before developmentcan proceed.

18.1 Implementation Framework

Implementation of the Master Plan will require flexibilitythat takes into account fluctuations in economic activityand factors that affect air travel. Planning by its nature isa dynamic rather than static activity, requiring continuousmonitoring of changing conditions, standards andpractices, and technology.

The Airports Act 1996 requires the preparation of a MajorDevelopment Plan (MDP) for development proposals thatexceed specified trigger criteria. In addition, an MDPmust not be inconsistent with an final Master Plan for theAirport. The preparation of an MDP involves communityconsultation, and environmental impact assessmentunder Commonwealth requirements. Also, otherCommonwealth legislation may be of relevance for somedevelopment proposals. Approval of an MDP by theMinister for Transport and Regional Services is requiredbefore the development can proceed.

Other smaller development proposals outlined in theMaster Plan are subject to SACL’s internal rigorousdevelopment approval assessment process. TheDepartment of Transport and Regional Services also has arole through their statutory office holders, the AirportBuilding Controller and Airport Environment Officer, formost airport developments.

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Appendix 1. Acknowledgements

The preparation of the Master Plan was coordinated andundertaken by an in-house SACL team from the CorporatePlanning and Strategy, and Corporate Affairs Directorates withsupport and input from other SACL Departments. There were alsocontributions on specific aspects of the Master Plan from a rangeof external consultants and their respective sub-consultants.

Master Plan Aspect Lead Consultant

Strategic Direction and Advice Airport Strategic Consultancy Pty Ltd

Aviation Activity Forecasts International Air Transport AssociationTourism Futures International Pty LtdAirport Coordination Australia Pty Ltd

Runway and Airspace Capacity The Ambidji Group Pty Ltd

Airfield Modelling Airservices Australia Pty Ltd

International Precinct URS Australia Pty LtdStantec Architectura

Domestic Precinct Airport Planning Pty Ltd (Airplan)Woodhead International Pty Ltd

Regional, GA and Helicopters Airport Planning Pty Ltd (Airplan)

Freight Maunsell Australia Pty Ltd

Landside Access Maunsell Australia Pty Ltd

Passenger Transfer Modes Sinclair Knight Merz Pty Ltd

Utilities Sinclair Knight Merz Pty LtdElectre Consulting Pty Ltd

Aviation Fuel Aviation Fuel Associates (Australia) Pty Ltd

Aircraft Noise Wilkinson Murray Pty Ltd

Air Quality Holmes Air Sciences Pty Ltd

Boundary Property Issues Architectus Sydney Pty Ltd

International Commercial and Property Designinc Sydney Pty Ltd

South-East Sector Maitland and Butler Pty Ltd

Consultation Vivien Twyford Communication Pty LtdStollznow Research Pty Ltd

Domestic Commercial and Property HBO EMTB Architects Pty Ltd

Economic Impact Study Ernst & Young

Legal Advice Mallesons Stephen Jaques

Editorial TPA/David West

Design, Layout and Production KYSO Pty Ltd

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the servicing and maintenance of aircraft in betweenflights.

Manoeuvring areas: Manoeuvring areas encompass therunway and taxiway system.

Movement areas: Movement areas encompass therunway, taxiway and apron system (ie the manoeuvringarea plus the aprons).

Runways: Runways are the defined areas provided for thelanding and taking off of aircraft. Sydney Airport has threerunways, which are identified by international conventionby a two-part designator derived from the direction inwhich the aircraft is flying:

• Runway 16R/34L is the main long north-south runway

• Runway 16L/34R is the shorter parallel north-southrunway

• Runway 07/25 is the east west runway

Runways 16R and 16L are used by aircraft landing ortaking off towards the south. 16 approximates to acompass bearing of 160˚. The R and L designators referto Right and Left respectively when viewed from thedirection in which the aircraft is flying. This serves todistinguish between the respective runways.

Runway 34L is used by aircraft landing or taking offtowards the north. 34 approximates to a compass bearingof 340˚.

Runway 34R is used by aircraft landing towards the northand taking off to the north-east and east.

Runway 07 is used by aircraft landing or taking of towardsthe east. 07 approximates to a compass bearing of 70˚.

Runway 25 is used by aircraft landing or taking offtowards the west. 25 approximates to a compass bearingof 250˚.

Runway strips: Runway strips are areas surrounding arunway and are provided to reduce the risk of damage toaircraft running off runways and also to provide obstacle-free airspace for aircraft flying over the area during take-off or landing operations.

Appendix 2. Glossary And Aviation Terminology

Aircraft Noise

Australian Noise Exposure Concept (ANEC): A set ofcontours based on hypothetical aircraft operations at anairport in the future. As ANEC maps are based onhypothetical assumptions and may not have been subjectto review or endorsement, they have no official statusand cannot be used for land use planning purpose. AnANEC however, can be turned into an ANEF.

Australian Noise Exposure Forecast (ANEF): A set ofcontours showing the forecast of future aircraft noiselevels. The ANEF is the only type of noise map intendedto be used to make land-use planning decisions. It issubject to review by relevant authorities before releaseand carries the official endorsement of AirservicesAustralia.

Australian Noise Exposure Index (ANEI): A set of contourscalculated using ANEF techniques and based on historicaldata that shows the average noise exposure for a givenperiod (eg. a year). Airservices Australia publishes thequarterly and annual ANEI for Sydney Airport.

Flight path movement charts: These provide an indicationof where aircraft fly and how many overflights there areover a particular period.

N70 contours: These are one of a number of alternativenoise descriptors. N70 refers to the number of noiseevents louder than 70 dB(A) over a particular period. Thelevel of 70 dB(A) has been chosen because it isequivalent to the single event level of 60 dB(A) specifiedin the Australian Standard AS2021, as the indoor designsound level for normal domestic areas in dwellings. Anexternal single event noise level will be attenuated byapproximately 10 dB(A) by the fabric of a house with thewindows open. An internal noise level of 60 dB(A) is likelyto interfere with conversation or with listening to radio ortelevision.

Respite: A respite hour is a whole clock hour where thereare no aircraft movements in that hour.

Runways, Taxiways and Aprons

Aprons: Aprons are defined areas for the safe parking ofaircraft. They permit the transfer of passengers andfreight between aircraft and terminal facilities, and enable

159

Taxiways: Taxiways are defined paths providing for thesafe and expeditious surface movement of aircraftbetween runways and aprons. Due to its traffic levels,Sydney Airport has a complex taxiway system includingrapid exit taxiways. These permit aircraft to vacaterunways at higher speeds, thus reducing runwayoccupancy time.

Thresholds: Thresholds are the points on the runway fromwhich the landing distance available to an aircraft ismeasured. A threshold is determined with reference tothe obstacle-free approach gradient required for theparticular category of runway. Where there is no obstacleinfringement, the threshold and runway end normallycoincide. Where obstacles infringe the approach surface itis necessary to displace the threshold to achieve therequired obstacle-free gradient. A number of SydneyAirport’s runways have displaced thresholds.

General

Fixed Base Operator (FBO): An independent operator (notan airline) specialising in providing ground handlingservices eg aircraft parking, hangarage and maintenance,re-fuelling, cleaning, catering, and passenger facilitation.

Minimum Connect Time (MCT): The time taken for apassenger to transfer between flights ie either within orbetween terminals. Airlines are keen to achieve set MCTtargets to maintain competitive levels of service for theirpassengers.

SODPROPS: Simultaneous opposite direction parallelrunway operations. A noise sharing procedure whereaircraft depart and arrive over Botany Bay. Runway 16L isused for departures, and Runway 34L is used for arrivals.This can only be operated in good weather conditions,with low winds.

GSE staging storage and maintenance: Ground serviceequipment. Any type of equipment use to service anoperational aircraft. Requires areas for storage andmaintenance.

ULD staging storage and maintenance: Unit Load Device.Container device for the efficient loading and unloading ofaircraft underbelly freight. Requires areas for storage andmaintenance.

Over Water: The terminology adopted for describingsome flight paths at Sydney Airport. With respect tosome runway modes of operation, it is acknowledged thatthis can also include overflight of the Kurnell peninsular.

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Appendix 3. Runway Modes Of Operation

To facilitate noise sharing and respite periods, AirservicesAustralia has adopted a preferred runway selection system,which depending on weather and traffic utilises the RunwayModes of Operation (RMO) on specified days and times.

Table A3.1 Preferred Runway Selection – Monday to Friday

2300 to 0600 1. Curfew – Departures 16R/Arrivals 34L (Mode 1)

0600 to 0700 1. SODPROPS – Departures 16L / Arrivals 34L

2. Departures 34R, 25 & 34L / Arrivals 34L&R (Mode 8),or

Departures 25 / Arrivals 34L&R (Mode 7), or

Departures 16L&R / Arrivals 25 (Mode 5), or

Departures 16L&R / Arrivals 07 (Mode 14A)

3. 34 (Mode 9) or 16 (Mode 10)

4. 07 (Mode 12) or 25 (Mode 13)

0700 to 2245 / 2300 1. SODPROPS – Departures 16L / Arrivals 34L

2. Departures 16L&R / Arrivals 07 (Mode 14A), or

Departures 34R, 25 & 34L / Arrivals 34L&R (Mode 8),or

Departures 25 / Arrivals 34L&R (Mode 7), or

Departures 16L&R / Arrivals 25 (Mode 5)

3. 34 (Mode 9) or 16 (Mode 10)

4. 07 (Mode 12) or 25 (Mode 13)

2245 to 2300 1. SODPROPS – Departures 16L&R (Mandatory) /

Arrivals 34L

2. Departures 16L&R (Mandatory) / Arrivals 34L

(Mode 4) unless there would be significant delays

to either departing or arriving aircraft or traffic complexity

requires a variation or weather conditions preclude the use of 34L

3. Departures 16L&R / Arrivals 25 (Mode 5), or

Departures 16L&R / Arrivals 07 (Mode 14A)

4. 16 (Mode 10)

Source: Airservices Australia 2003

161

Table A3.2 Preferred Runway Selection – Saturday and Sunday

2300 to 0600 1. Curfew – Departures 16R/Arrivals 34L (Mode 1)

0600 to 0700 1. SODPROPS – Departures 16L / Arrivals 34L

Saturday 2. Curfew Act – Departures 16L&R /Arrivals 0600 to 0800 34L (Mode 4) unless there would be significantSunday delays to either departing or arriving aircraft or

traffic complexity requires a variation or weatherconditions are not suitable

3. Departures 16L&R / Arrivals 25 (Mode 5), or

Departures 16L&R / Arrivals 07 (Mode 14A), or

Departures 34R, 25 & 34L / Arrivals 34L&R

(Mode 8), or

Departures 25 / Arrivals 34L&R (Mode 7)4. 34 (Mode 9) or 16 (Mode 10)5. 07 (Mode 12) or 25 (Mode 13)

0700 to 2200 1. SODPROPS – Departures 16L / Arrivals 34L

Saturday 2. Departures 16L&R / Arrivals 07 (Mode 14A), or

0800 to 2200 Departures 34R, 25 & 34L / Arrivals 34L&R (Mode 8), or

Sunday Departures 25 / Arrivals 34L&R (Mode 7) or

Departures 16L&R / Arrivals 25 (Mode 5)3. 34 (Mode 9) or 16 (Mode 10)4. 07 (Mode 12) or 25 (Mode 13)

2200 to 2245 1. SODPROPS – Departures 16L / Arrivals 34L

2. Departures 16L&R / Arrivals 34L (Mode 4) unless therewould be significant delays to either departing or arrivingaircraft or traffic complexity requires a variation or weatherconditions are not suitable

3. Departures 16L&R / Arrivals 25 (Mode 5)4. Departures 16L&R / Arrivals 07 (Mode 14A)5. Departures 34R, 25 & 34L / Arrivals 34L&R (Mode 8)6. Departures 25 / Arrivals 34L&R (Mode 7)7. 34 (Mode 9) or 16 (Mode 10)8. 07 (Mode 12) or 25 (Mode 13)

2245 to 2300 1. SODPROPS – Departures 16L&R (Mandatory) /2. Arrivals 34L

Departures 16L&R (Mandatory) / Arrivals 34L (Mode 4).The arrivals runway (34L) may be varied if there would besignificant delays to either departing or arriving aircraft or

traffic complexity requires a variation or

Weather conditions preclude the use of 34L.Departures 16L&R / Arrivals 25 (Mode 5), or

3. Departures 16L&R / Arrivals 07 (Mode 14A)4. 16 (Mode 10)

Source: Airservices Australia 2003

162

Note 1: Effective from 28 November 2000.

Note 2: Rwy 34 and Rwy 16 Parallel Runway operationsshould only be considered for use if required fortraffic management purposes during thefollowing hours:

• 0700 to 1100 Monday to Saturday

• 0800 to 1100 Sunday

• 1500 to 2000 Sunday to Friday

Note 3: 20 knot crosswind and five knot downwindcriteria apply to all dry runway conditions.

Note 4: This is not an operational document. It has beenprepared for information purposes only and issubject to change without notice.

This drawing has been prepared to illustrate the Sydney AirportMaster Plan and is not intended to serve any other purpose.The drawing must be read in conjunction with the Master Plan.

Sydney Airport

Master

Plan 2003/04Figure A3.1

Runway Modes

of Operation

Source: Airservices Australia 2003

Appendix 4 – Land Use

Schedule 1 – State Environmental Planning

Policies (SEPPs)

SEPP No. 1 - Development Standards and new Draft SEPP 1 SACL manages a comprehensive developmentassessment process pursuant to the aims andobjectives of the Airports Act 1996.

SEPP No. 2 - Minimum Standards for Residential Flat Development Not relevant

SEPP No. 3 - Castlereagh Liquid Waste Disposal Depot Not relevant

SEPP No. 4 - Development Without Consent and Miscellaneous Complying Development SACL manages a comprehensive development

assessment process pursuant to the aims and objectives of the Airports Act 1996.

SEPP No. 5 - Housing for Older People or People with a Disability Not relevant

SEPP No. 6 - Number of Storeys in a Building Not relevant

SEPP No. 7 - Port Kembla Coal Loader Not relevant

SEPP No. 8 - Surplus Public Land Not relevant

SEPP No. 9 - Group Homes Not relevant

SEPP No. 10 - Retention of Low-Cost Rental Accommodation Not relevant

SEPP No. 11 - Traffic Generating Developments SACL acknowledges SEPP 11 and consults with theNSW Roads and Traffic Authority (RTA) ondevelopments SACL considers may have a significanttraffic generating capacity. As such, consultation andreferral to the RTA of developments as defined in SEPP11 may not be automatically triggered in all cases. Inthe preparation of this Master Plan, special consultationhas been undertaken with the RTA.

SEPP No. 12 - Public Housing (Dwelling Houses) Not relevant

SEPP No. 14 - Coastal Wetlands Not relevant

SEPP No. 15 - Multiple Occupancy of Rural Land Not relevant

SEPP No. 15 - Rural Land-Sharing Communities Not relevant

SEPP No. 16 - Tertiary Institutions Not relevant

SEPP No. 19 - Bushland in Urban Areas Not relevant

SEPP No. 20 - Minimum Standards for Residential Flat Not relevant

SEPP No. 21 - Movable Dwellings Not relevant

SEPP No. 22 - Shops and Commercial Premises Any change of use is handled through SACL’s internaldevelopment assessment process and may also requireAirport Building Controller approval.

SEPP No. 26 - Littoral Rainforests Not relevant

SEPP No. 27 - Prison Sites Not relevant

SEPP No. 28 - Town Houses and Villa Houses Not relevant

SEPP No. 29 - Western Sydney Recreation Area Not relevant

SEPP No. 30 - Intensive Agriculture Not relevant

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SEPP No. 31 - Sydney (Kingsford Smith) Airport SEPP 31 refers to airport development and public utilityundertakings at Sydney Airport, specifically in reference tothe construction of the Third (Parallel) Runway. Insofar thatlocal government consent is not required for on-airportdevelopment, the Master Plan is considered consistentwith SEPP 31.

SEPP No. 32 - Urban Consolidation (Redevelopment of Urban Land) Not relevant

SEPP No. 33 - Hazardous and Offensive Development Any proposed development of a hazardous or offensivenature requires SACL development consent. In somecases this may necessitate a hazard analysis, for whichSACL would have regard to the current circulars andguidelines published by the Department of Infrastructure,Planning and Natural Resources.

SEPP No. 34 - Major Employment Generating Sydney Airport is a major employment centre within the Industrial Development State. In planning and developing capacity to facilitate

future growth and employment opportunities, the Master Plan is considered consistant with the relevant aims and objectives of SEPP 34.

SEPP No. 35 - Maintenance Dredging of Tidal Waterways SACL owns the Mill Stream on the eastern side of Runway16L/34R, which could in the future require maintenancedredging. SACL would ensure that all environmentalimpacts would be appropriately assessed in accordancewith Commonwealth requirements, prior to anymaintenance dredging being carried out, and would consultas necessary with affected stakeholders as envisaged bythe aims and objectives of SEPP 35.

SEPP No. 36 - Manufactured Home Estates Not relevant

SEPP No. 37 - Continued Mines and Extractive Industries Not relevant

SEPP No. 38 - Olympic Games and Related Development Not relevant

SEPP No. 39 –Spit Island Bird Habitat The creation of this bird habitat was an initiative arisingfrom the Botany Bay Environmental Management Plan(Stages 1 and 2) of 1992 and 1994, prepared in part andfunded by SACL’s predecessor the FAC. The SEPP enablesthat development without development consent.

SEPP No. 41 - Casino/Entertainment Complex Not relevant

SEPP No. 43 - New Southern Railway SACL’s landside access objectives for the Master Plan arebased in part on increased patronage and use of thisimportant public transport facility. SACL’s internaldevelopment assessment procedures require considerationof the development restrictions applying in the areasadjacent to the station boxes and tunnel.SACL does not manage NSR tunnels or stations.

SEPP No. 44 - Koala Habitat Protection Not relevant

SEPP No. 45 - Permissibility of Mining Not relevant

SEPP No. 47 - Moore Park Showground Not relevant

SEPP No. 48 - Major Putrescible Land fill Sites Not relevant

SEPP No. 49 - Tourism Accommodation in Private Homes (Draft) Not relevant

SEPP No. 50 - Canal Estates Not relevant

SEPP No. 51 - Eastern Distributor Not relevant

SEPP No. 52 - Farm Dams and Other Works in Land and Water Management Plan Areas Not relevant

SEPP No. 53 - Metropolitan Residential Development Not relevant

SEPP No. 54 - Northside Storage Tunnel Not relevant

SEPP No. 55 - Remediation of Land Environmental issues on Sydney Airport are regulatedby the Commonwealth’s Airports Act 1996 (andassociated regulations), and Environment Protectionand Biodiversity Conservation Act 1999 rather thanSEPP 55. SACL has developed internal processes tomanage contaminated sites to achieve objectivessimilar to the broad aims and objectives of SEPP 55.These objectives are documented in SACL’sEnvironment Strategy which SACL is required underthe Airports Act 1996 to prepare.

SEPP No. 56 - Sydney Harbour Foreshores and Tributaries Not relevant

SEPP No. 58 - Protecting Sydney’s Water Supply Not relevant

SEPP No. 59 - Central Western Sydney Economic and Employment Area and new Draft SEPP 59 Not relevant

SEPP No. 60 - Exempt and Complying Development Not relevant

SEPP No. 61 - Exempt and Complying Development for White Bay and Glebe Island Ports Not relevant

SEPP No. 62 - Sustainable Aquaculture Not relevant

SEPP No. 63 - Major Transport Projects Not relevant

SEPP No. 64 - Advertising and Signage SACL acknowledges the aims and objectives of SEPP64. SACL considers issues of amenity, character andfinish through its development and assessmentprocess rather than by application of SEPP 64.

SEPP No. 65 - Design Quality of Residential Flat Development Not relevant

Draft SEPP No. 66 - Integration of Land Use and Transport The Master Plan supports the aims of this draft SEPPby enhancing the airport’s position as a major transportand employment hub, and in turn supporting theefficient and viable operation of public transportservices, providing for the efficient movement offreight, improving accessibility to employment andservices by walking, cycling and public transport,improving the choice of transport, and moderatingprivate car dependence through advocating a modalshift to rail during the planning period.

SEPP No. 67 - Macquarie Generation Industrial Not relevantDevelopment Strategy

SEPP No. 69 - Major Electricity Supply Projects Not relevant

SEPP No. 70 - Affordable Housing (Revised Schemes) Not relevant

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168

SEPP No. 71 - Coastal Protection The Master Plan provides for improved public access in thearea of Commonwealth Beach (Kyeemagh) which isconsistent with the aims of this SEPP. Any futuredevelopment in this area would also be cognisant of theneed to ensure protection of the visual amenity and beachenvironment. The Master Plan does not contemplate anyphysical changes around the perimeter of the runwaycomplex where it interfaces with Botany Bay. Aviationsafety and security requirements would not permit newopportunities for public access to be provided in theseareas.

SEPP No. 72 - Linear Telecommunications Not relevantDevelopment - Broadband

SEPP No. 73 - Kosciuszko Ski Resorts Not relevant

SEPP No. 74 - Newcastle Port and Employment Lands Not relevant

Schedule 2 – Sydney Regional Environmental Plans (SREP)

REP No. 5 - Chatswood Town Centre Not relevant

REP No. 6 - Gosford Coastal Areas Not relevant

REP No. 7 - Multi-Unit Housing - Surplus Government Sites Not relevant

REP No. 8 - Central Coast Plateau Areas Not relevant

REP No. 9 - Extractive Industry (No. 2) Not relevant

REP No. 10 - Blue Mountains Regional Open Space Not relevant

REP No. 11 - Penrith Lakes Scheme Not relevant

REP No. 13 - Mulgoa Valley Not relevant

REP No. 14 - Eastern Beaches Not relevant

REP No. 15 - Terrey Hills Not relevant

REP No. 16 - Walsh Bay Not relevant

REP No. 17 - Kurnell Peninsula Australand Holdings Limited own a significant parcel of landwithin the area defined in Sydney Regional EnvironmentalPlan 17 – Kurnell Peninsula (SREP 17). Land within SREP17 is subject to a range of environmental and developmentcontrols to protect the character of the Kurnell Peninsula. In2001, Australand approached the State Governmentseeking a rezoning of industrial land to accommodate alarge scale residential development. To date, the StateGovernment has indicated that it will not support aresidential rezoning application.

REP No. 18 - Public Transport Corridor Not relevant

REP No. 19 - Rouse Hill Development Area Not relevant

REP No. 20 - Hawkesbury–Nepean River (No. 2 - 1997) Not relevant

REP No. 21 - Warringah Urban Release Areas Not relevant

REP No. 22 - Parramatta River Not relevant

REP No. 23 - Sydney and Middle Harbours Not relevant

REP No. 24 - Homebush Bay Area Not relevant

REP No. 25 - Orchard Hills Not relevant

REP No. 26 - City West Not relevant

REP No. 27 - Wollondilly Regional Open Space Not relevant

REP No. 28 - Parramatta Not relevant

REP No. 29 - Rhodes Peninsula Not relevant

REP No. 30 - St Marys Not relevant

REP No. 31 - Regional Parklands Not relevant

Draft Sydney REP 33 - Cooks Cove Draft SREP 33 aims to co-ordinate the planning anddevelopment of land in Arncliffe fronting the CooksCove and adjacent to Sydney Airport. The plan promotesthe redevelopment of the land for export trade andadvanced technology uses, complemented by highquality private recreation facilities. SACL owns land inthe Cooks Cove development area, and has a licenceover portions of land directly adjacent.

Schedule 3 – s.117 Directions

s.117 General Directions SACL Comments

G1 Model Provisions The permitted land uses described and depicted in Table13.1 comprise a mixture of aviation and non-aviationuses. The non-aviation land uses described and depictedgenerally have the same meanings as those in the NSWEnvironmental Planning and Assessment ModelProvisions 1980. Exceptions are recreation areas,meaning outdoor recreational facilities such as parklands and sporting facilities, and bulky goods retailing,meaning a facility used for the sale by retail of goodsrequiring a large area for handling, storage, display andtransport.Aviation uses are not defined by the Model Provisionsgiven their limited application within the State.

G2 Circulars to councils State Planning Circular No 72 – Child care centres arepermissible within business zones, subject to AS2021-2000.Planning and Environment Commission Circular No 45 –SACL consults with the RTA on major traffic generatingdevelopment (Refer to SEPP 11).

G3 Reservations Marrickville Council has drafted a LEP to reduce theformer F5/6 road reservation. SACL has been consultedon this issue as this will affect airport leased land.

G4 Minister or Public authority approval/concurrence Councils have general provisions in zoning tablesregarding access to sites for public authority uses.Notwithstanding this provision, SACL as airport lesseerequires public authorities to submit applications forwork on airport.

G5 Development by the Crown Not relevant.

G6 Savings Not relevant.

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170

G7 Existing general provisions (i)(c) Refer to Chapter 16.7 – Heritage.(ii)(a) foreshore building lines – SACL acknowledgesenvironmental and foreshore access issues.(ii)(b) Refer to SEPP 11 – Schedule 1, Appendix 4.

G8 Rural zones Not relevant. Airport is not located partially or wholly withina rural zone.

G9 Residential zones Not relevant. Airport is not located partially or wholly withina residential zone.

G10 Business zones Not relevant. Airport is not located partially or wholly withina business zone.

G11 Industrial zones The Airport is located partially within an industrial zone inMarrickville LGA. Refer to Chapter 13.5.

G12 Environmental protection zones Airport is not located partially or wholly within aenvironmental protection zone, however, SACLacknowledges environmental sensitivities in SACL’sEnvironment Strategy 1999.

G13 Corridors Refer to G3 Reservations.

G14 Designated Development Not relevant.

G15 Out of date instruments Not relevant.

G16 Airport noise The aims and objective of G16 provides guidance for landuse rezonings in potentially noise affected areas. SACLapplies AS2021-2000 with respect to the internal noiselevels inside proposed developments.

G17 Acquisition Not relevant.

G18 Community use of schools Not relevant.

G19 Public recreation zones Not relevant.

G20 Planning in Bushfire prone areas Not relevant.

G21 Conservation of environmental heritage Refer to SACL’s approved Environment and ecological significant items and areas Strategy which is consistent with the objectives of G21.

G22 Determination and direction under Not relevant.s.71 and s.117 (for plans made using s69 delegation to council officers)

G23 Recreation vehicle areas Not relevant.

G24 Concurrence of Mine Subsidence Board Not relevant.

G25 Flood liable land New developments are based on SACL flood protectioncriteria.

G26 Residential allotment sizes Not relevant.

G27 Planning for bus services SACL is serviced by a public bus, rail and taxi services.In addition, SACL operates a private bus serviceservicing to the South East and South West sectors.

G28 Coal, other minerals, petroleum and extractive resources Not relevant.

Relevant Specific s.117 Directions

S19 – Second Sydney Airport: Badgerys Creek S19 gives guidance to local governments seeking torezone land in areas surrounding the proposed SecondSydney Airport site. The aim of S19 is to ensure thatfuture land uses are compatible with airport-relateddevelopments, should any party seek to develop thesite as such.

171

Schedule 4 – Zoning Consistency with Regional and Local Planning Instruments

In each local government area, special provision is made in the LEP for public utility undertakings. In Botany and RockdaleLGAs the standard NSW Model Provisions definition of “public utility undertaking” applies. In the Marrickville LEP a similardefinition applies. The Model Provisions and Marrickville definitions both include an “undertaking carried on ... in pursuanceof any Commonwealth or State Act” being an “air transport ... undertaking”. Most development at Sydney Airport comeswithin this definition.

Master Plan Zoning Relevant Planning Consistency

Instruments

Special Use 1 - Airport Airside Botany LEP Consistent with LEP Special Use primary zoning objectiveto ensure the orderly use of land identified for SydneyAirport. Master Plan land uses considered consistent withpermitted developments in this zone as “Utilityundertakings”. Non-consistent land uses are advertisingstructures and advertising.

Marrickville LEP Public utility undertakings are permissible withoutdevelopment consent in the Marrickville LEP Special Usezone. The land use categories in the Masterplan SpecialUse 1 Airport Airside zone come within the meaning of“public utility undertakings” with the possible exceptionsof advertisements and advertising structures. Overall, thereis a high degree of consistency.

Rockdale LEP Consistent with ‘Unzoned Land’ provisions to ensurecompatibility with abutting zonings, in particular the BotanyLEP and Marrickville LEP special use zones

DRAFT REP – Cooks Cove Consistent with need for Runway 07 HIAL replacement ifneeded in the future – council development consent is notrequired.

Special Use 2 - Botany LEP Consistent with LEP Special Use primary zoning objective Airport Terminal and Support to ensure the orderly use of land identified for Sydney

Airport. Master Plan land uses considered consistent with permitted developments in this zone as the Botany LEP Special Use objective is to “ensure the orderly use of land identified for Sydney (Kingsford Smith) Airport”. Non-consistent land uses are advertising structures and advertising.

Rockdale LEP Consistent with ‘Unzoned Land’ provisions to ensurecompatibility with abutting zonings, in particular the BotanyLEP and Marrickville LEP special use zones

Special Use 3 - Airport Freight Botany LEP Consistent with LEP Special Use primary zoning objectiveto ensure the orderly use of land identified for SydneyAirport. Non-consistent land uses are advertising structuresand possibly some interim land uses.

Marrickville LEP Inconsistent with LEP Special Use zoning objective for theprovision of community facilities. Consistent with LEPIndustrial zone. Inconsistent with LEP zonings of OpenSpace and Arterial Road and Arterial Road Widening. Note,however, Council’s proposal for a new draft LEP to rezonethis area, refer Chapter 13.5. SACL will provide a 10 metresetback from Alexandra Canal in any freight developmentproposal. Advertising, advertising structures and someinterim land uses may be inconsistent in each zone.172

Master Plan Zoning Relevant Planning Consistency

Instruments

Special Use 4 - Botany LEP Consistent with LEP Special Use primary zoning objective Arterial Road Widening Marrickville LEP to ensure the orderly use of land identified for Sydney

Airport, and public utility undertakings. Non-consistent land uses are advertising structures and advertising.

Rockdale LEP Consistent with Unzoned Land provisions and public utility undertaking provisions.

Special Use 5 - Transfer Corridor Botany LEP Consistent with LEP Special Use primary zoning Marrickville LEP objective to ensure the orderly use of land identified

for Sydney Airport, and public utility undertakings. Non-consistent land uses are advertising structures and advertising and possibly some interim land uses.

Rockdale LEP Consistent with Unzoned Land provisions and publicutility undertaking provisions.

Mixed Use 1 - Mixed Aviation, Botany LEP Consistent with the LEP Special Use primary zoning Business and Industrial objective to ensure the orderly use of land identified for

Sydney Airport for aviation-related developments.Analagous to Zones 4(c1) and 4(c2) – Industrial Special – Airport Related. Advertising, advertising structures and some interim land uses may be inconsistent.

Rockdale LEP Consistent with Unzoned Land provisions and publicutility undertaking provisions.

Mixed Use 2 - Mixed Business Botany LEP Consistent with the LEP Special Use primary zoningobjective to ensure the orderly use of land identified forSydney Airport. Analogous to Zones 4(c1) and 4(c2) –Industrial Special – Airport Related. Advertising,advertising structures and some interim land uses maybe inconsistent.

Rockdale LEP Consistent with Unzoned Land provisions and publicutility undertaking provisions.

Draft SREP 33 Consistent with proposed Open Space and Special Usezone.

Mixed Use 3 - Botany LEP Consistent with LEP Special Use primary zoning Environmental Sensitive Business objective to ensure the orderly use of land identified for

Sydney Airport. Development in this sensitive area will exhibit a higher level of environmental sensitivity and be comparable to the adjacent Lakes Business Park. Advertising, advertising structures and some interim land uses may be inconsistent.

Open Space - Botany LEP Consistent with LEP Special Use primary zoning Open Space Reservation objective to ensure the orderly use of land identified for

Sydney Airport. Inconsistent land uses are advertising structures and advertising.

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Regulatory Processes

The statutory and management process for lodging,assessing and approving works at Sydney Airport issummarised in the flow chart attached at Figure A 5.1.

The Airports (Buiding Control) Regulations require thatcarrying out a building activity (as defined in section 98 ofthe Airports Act) must have the written consent of theAirport Lessee Company (ie SACL). SACL’s writtenconsent is based on a management process throughwhich stakeholder impact identification, infrastructureimpacts, environmental impacts and management, currentand future adjoining development interfaces, property andlegal risk issues are identified and addressed. Key aspectsof this process are as follows:

• Prior consultation with SACL Planning andDevelopment as to the need for a Major DevelopmentPlan (MDP), SACL Development Application,Application for SACL Consent, or an ExemptionApplication under the Airports (Buiding Control)Regulation. MDP’s and Development Applicationsassess the general concept of the proposal andwhether it is appropriate to proceed to Applicationsfor SACL Consent or Exemption. These applicationsare considered to be written consents under Airports(Building Controls) Regulations 2.03 and 2.05

• Determine whether the development is consistentwith section 32 of the Airports Act 1996

• Determine its consistency with the final Master Planand Environmental Strategy, and

• Consult with internal and external stakeholders, inparticular local government, regarding developmentsin proximity to boundaries, as well as stategovernment agencies.

Pursuant to the Airports Act and Airports (BuildingControl) Regulations, SACL’s written consent must alsobe accompanied by the consent of the Airport BuildingController (ABC), before works commence. Works ofminor nature may be exempted after consultation withthe ABC. ABC applications are made pursuant to the Actand Regulations and focus primarily on:

• Consistency of the development to the Master Plan

• Building Code of Australia, and

• Statutory assessment for environmental impact fornew developments is assessed by the AirportEnvironment Officer through the Airport BuildingController. In accordance with the Airport (BuildingControl) Regulations, SACL also has regard for the“type, location, shape, size, height, density, design,and external appearance of the development that willresult from the proposed building activity”.

Environmental Impact Assessment is regulated by theEnvironment Protection (Biodiversity Conservation) Act1999 (EPBC), the Airports (Environment Protection)Regulations 1997 (AEPR) and the Sydney AirportEnvironment Strategy 1999. SACL’s environmentalrequirements are summarised in the Fact Sheet forEnvironmental Impact Assessment of Development andother Applications at Sydney Airport, July 2003.

Development Standards

In addition to assessing proposals on regulatorycompliance, proposals are also assessed on theirperformance in relation to a range of aviation,infrastructure, planning, and environmental studies.

Due to the nature of the airport environment,development standards relating to each development areassessed on aviation-related standards not normally foundin local planning ordinances. However, common planningstandards and practices are applied to airportdevelopments where it is prudent to do so.

SACL’s development standards are typically based on thelist of documents and issues at Table A 5.1. Eachdevelopment is assessed on its performance against eachof these issues and corresponding guidelines andbenchmark documents.

Appendix 5. Development Assessment at Sydney Airport

Development at Sydney Airport is managed under a regulatoryframework underpinned by the Airports Act 1996, and theEnvironmental Protection (Biodiversity Conservation) Act 1999.

Table A 5.1 Development Standards

Issue Area SACL Guidelines and Benchmark Documents

Airside Infrastructure Aviation MOS 139, ICAO Annexe 14

Navigation/Surveillance Systems Aviation Nav Aid Restricted Area Drawings

Aircraft Noise Aviation Building siting and insulation. AS2021-2000 – AircraftNoise Intrusion – Building Siting and Construction

OLS Aviation Airports Protection of Airspace Regulations: Ensure that new developments do not penetrate the Obstacle Limitation Surface or PANS OPS

Runway End Safety Aviation Recognition of industry practice

Lighting Aviation Lighting in the Vicinity of Aerodromes – ensure that all lighting is compatible with airport operations

Bird Hazard Aviation Bird Hazard Management Guidelines. Management of bird hazards through landscaping design and operational management

Dust Hazard Aviation Dust Management Guidelines

Aviation Security Aviation Aviation Security Standards

Radar Reflectivity and Aviation Independent Assessment: Generally conducted by Navigational Aids Airservices Australia on a case by case basis for impact

on radar and navigational infrastructure

Master Grading Infrastructure Flood Hazard Management Guidelines: Identification of current and future site gradings to ensure compatibility with trunk drainage systems and flood prone areas

Utilities Infrastructure Capacity and asset condition reports: Electrical, water, sewer, stormwater, gas

Advertising and Signage Planning SACL advertising master plans agreements, SEPP 64 principles

Landscaping Planning Urban Landscape Masterplan 1997, Landscape Review 2000

Urban Design Planning Draft Urban Design Guidelines 1998, Sydney International Terminal Urban Design Principles 2003. Master Plan zonings. Areas of interest are public open spaces, airport gateways

Land Use Planning Sydney Airport Master Plan 2003: Zoning tables

Architectural Design Planning Draft Urban Design Guidelines 1998

Road Traffic Generation, Traffic Planning Master Plan Ground Access Report 2003, SEPP 11-and Transport Management Traffic Generation Developments, industry standard and

practices and local government ordinances, Austroads

Utilities Protection Planning New Southern Railway, underground fuel and gas pipelines

175

176

Contaminated Sites Environmental Contaminated Sites Register, Remedial Action Plan

Heritage Environmental Environment Strategy, Register of the National Estate – Interim List: Protection and Preservation of Heritage Assets (Pending implementation of new Act)

Fuel Storage Environmental Above-Ground Fuel Storage Policy

Asbestos Environmental Occupational Health and Safety Standards

Acid Sulphate Soils Environmental Remedial Action Plan

Environmentally Sustainable Environmental Environment Strategy 1999. SACL is seeking to implement Development sustainable principles in energy efficient building design,

stormwater reuse etc

External Consultation

Table A 5.2 outlines a list of the agencies consulted regularly. Note that agencies are consulted where there is arequirement for specific input on a particular issue. Other agencies not appearing below may also be consulted.

Table A 5.2 – External Consultation

Consulted Party Reason

Department of Infrastructure, Planning and Natural Resources Consultation regarding major on-airport developments

Airlines and tenants Consultation regarding major on-airport developments

Local Government Authorities Stakeholder consultation with local government ondevelopment interface issues on the airport boundary

Airservices Australia / Civil Aviation Safety Authority Radar/Navigational/OLS interference issues

Roads and Traffic Authority Trunk road access, advertising signage, traffic generatingdevelopments

Sydney Water Corporation Potable water, trade waste, heritage (Alexandra Canal), airrights

Sydney Ports Corporation Port Botany/Airport interface issues

Energy Australia Electrical supply – network issues on site/off site

JUHI / Wilson Walton Pipeline protection – hydrant installation and pipeline

Airport Link Company New Southern Railway Tunnel protection

Australian Pipeline Trust Moomba Gas pipeline protection

Australian Heritage Council Heritage Issues – Interim listing of SACL assets

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Figure A 5.1: Sydney Airport Approval Process – Planning and Development

178

MAGS Movement Area Guidance Signs

MCT Minimum Connect Time

MDP Major Development Plan

MLAT Multistatic Dependant Surveillance

MMR Multi-Mode Receiver

MOS Manual of Standards

NIGS Nose-In Guidance System

NDB Non-Directional Beacon

NSW New South Wales

OLS Obstacle Limitation Surfaces

PANS-OPS Procedures for Air Navigation Services– Aircraft Operations

PAPI Precision Approach Path Indicator

PDMP Preliminary Draft Master Plan

PRM Precision Runway Monitor

RAAF Royal Australian Air Force

RAAA Regional Aviation Association ofAustralia

RESA Runway End Safety Area

RMO Runway Modes of Operation

RPT Regular Public Transport

SACF Sydney Airport Community Forum

SACL Sydney Airport Corporation Limited

SCAC Southern Cross Airports Consortium

SODPROPS Simultaneous Opposite DirectionParallel Runway Operations

SPC Sydney Ports Corporation

SPIR St Peters Industrial Route

SSA Second Sydney Airport

SWSOOS Southern and Western Sydney OceanOutfall Sewer

ULD Universal Load Device

TAAM Total Airport and Airspace Modeller

TAR Terminal Area Radar

TFI Tourism Futures International

T/AT-VASIS T/AT Visual Approach Slope Indicator System

T1 Terminal 1 (International)

T2 Terminal 2 (SACL Domestic)

T3 Terminal 3 (Qantas Domestic)

Appendix 6. Abbreviations

AAE Australian Air Express

ACA Airport Coordination Australia

ALC Airport Lessee Company

ADSB Automatic Dependant SurveillanceBroadcast

ANEF Australian Noise Exposure Forecast

ARFF Airport Rescue and Fire Fighting

ATC Air Traffic Control

BHS Baggage Handling System

BoM Bureau of Meteorology

CAO Civil Aviation Order

CASA Civil Aviation Safety Authority

CBD Central Business District

CTO Cargo Terminal Operator

DMP Draft Master Plan

DGPS Differential Global Positioning System

DoTARS Department of Transport and RegionalServices

EIS Environmental Impact Statement

DVOR/DME Doppler Very-High Frequency Omni-Range/Distance Measuring Equipment

FAC Federal Airports Corporation

FBO Fixed Base Operator

FMP Final Master Plan

FTE Full Time Equivalent

GA General Aviation

GAAP General Aviation Airport Procedures

GBAS Ground-Based Augmentation System

GSE Ground Support Equipment

GLS Global Landing System

GPS Global Positioning System

HIAL Intensity Approach Lighting

IATA International Air Transport Association

ICAO International Civil Aviation Organization

ILS Instrument Landing System

IMC Instrument Meteorological Conditions

IWI Illuminated Wind Indicator

JUHI Joint User Hydrant Installation

LAAS Local Area Augmentation System

LGA Local Government Area

LTOP Long-Term Operating Plan

179

Department of Transport and Regional Services, Canberra.

Department of Urban Affairs and Planning 1998, ShapingOur Cities, a report prepared for the NSW Government,Department of Urban Affairs and Planning, Sydney.

Department of Urban Affairs and Planning 2001,PlanFIRST Review of Plan Making in NSW, White Paper, areport prepared for the NSW Government, Department ofUrban Affairs and Planning, Sydney.

Eames J. 2000, Sydney Airport 80 Years as the Gatewayto Australia, SACL, Sydney.

Gall J. 1986, From Bullocks to Boeings An IllustratedHistory of Sydney Airport, AGPS, Canberra.

International Air Transport Association 1995, AirportDevelopment Reference Manual, International AirTransport Association, Montreal.

International Civil Aviation Organization 1987, AirportPlanning Manual Part 1 Master Planning, InternationalCivil Aviation Organization, Montreal.

International Civil Aviation Organization 1985 AirportPlanning Manual Part 2 Land Use and EnvironmentalControl, International Civil Aviation Organization, Montreal.

International Civil Aviation Organization 1999, InternationalStandards and Recommended Practices AerodromesAnnex 14, Volume 1, Aerodrome Design and Operations,International Civil Aviation Organization, Montreal.

Kinhill Engineers 1990, Proposed Third Runway Sydney(Kingsford Smith) Airport Draft Environmental ImpactStatement, Federal Airports Corporation, Sydney.

Kinhill Engineers 1991, Supplement to the Proposed ThirdRunway Sydney (Kingsford Smith) Airport DraftEnvironmental Impact Statement, Federal AirportsCorporation, Sydney.

McClier Aviation Group 2001, Facility Planning Guidelines- Air Cargo Facilities, a report prepared for the AirTransport Association of America, Washington.

planningNSW 2001, Cooks Cove Draft RegionalEnvironmental Plan (REP) No 33, planningNSW, Sydney.

Appendix 7. Bibliography

Airports Council International 2002, Annual Airport TrafficStatistics, Airports Council International, Geneva.

Airservices Australia 1996, The Long-Term Operating Planfor Sydney (Kingsford Smith) Airport and AssociatedAirspace, Airservices Australia, Canberra.

Airservices Australia 1997, The Australian Noise ExposureForecast System and Associated Land Use CompatibilityAdvice for Areas in the Vicinity of Airports, Fifth Edition,Airservices Australia, Canberra.

Airservices Australia 2001, Guidelines for the Productionof Noise Contours for Australian Airports, AirservicesAustralia, Canberra.

Airservices Australia 2003, Aeronautical InformationPublication – En-Route Supplement Australia, AirservicesAustralia, Canberra.

Bureau of Transport and Regional Economics 2002,Regional Public Transport in Australia: Long-DistanceServices, Trends and Projections, Bureau of Transport andRegional Economics, Canberra.

Standards Australia 2000, Australian Standard AS2021-2000 Acoustics – Aircraft noise intrusion – Building sitingand construction, Standards Australia, Sydney.

Civil Aviation Safety Authority 2003, Manual of StandardsPart 139-Aerodromes, Civil Aviation Safety Authority,Canberra.

Department of Transport and Regional Development1997, Long Term Operating Plan Proponent’s Statement,Department of Transport and Regional Development,Canberra.

Department of Transport and Regional Services 1999,Supplement to Draft Environmental Impact StatementSecond Sydney Airport Proposal, Department of Transportand Regional Services, Canberra.

Department of Transport and Regional Services 2000,Discussion Paper Expanding Ways to Describe andAssess Aircraft Noise, Department of Transport andRegional Services, Canberra.

Department of Transport and Regional Services, andEnvironment Australia 2002, Draft Guidelines forSelecting and Providing Aircraft Noise Information,

180

URS Australia / Stantec Architectura 2003, SydneyInternational Terminal – Task 1 – Terminal CapacityAnalysis, SACL, Sydney.

Maunsell Australia Pty Ltd 2003, Sydney Airport MasterPlan – Conceptual Demand Analysis – Freight, SACL,Sydney.

The Ambidji Group Pty Ltd 2003, Working Paper for SACL– on Airfield and Airspace Capacity, SACL Sydney.

Airservices Australia 2003, Airfield Modelling – 2004-2024Fast Time Simulation, SACL Sydney.

Aviation Fuel Associates 2003, The Jet Fuel Business –Master Plan Workshop, SACL, Sydney.

Airplan / Woodhead International 2003, Report –Domestic Terminal Precinct, SACL Sydney.

HBO EMTB Architects Pty Ltd 2003, Domestic PrecinctPlan, SACL Sydney.

Architectus Sydney Pty Ltd 2003, Sydney AirportInterface Study, SACL Sydney.

Maunsell Australia Pty Ltd 2003, Sydney Airport MasterPlan Landside Access – Phase 1 SACL Sydney.

Maunsell Australia Pty Ltd, Sydney Airport Master PlanFinal Report : Landside Access, SACL Sydney.

Sinclair Knight Merz Pty Ltd 2003, Sydney Airport MasterPlan Conceptual Study for Power Supply – Phase 2, SACLSydney.

Wilkinson Murray Pty Ltd 2003, Aircraft Noise Study:Sydney Airport ANEF Contours, Supporting Information,SACL Sydney.

Holmes Air Sciences 2003, Sydney Airport Master PlanAir Emissions Assessment Report, SACL Sydney.

Sinclair Knight Merz Pty Ltd 2003, Sydney Airport MasterPlan Inter-terminal Links – Stage 1 Report, SACL Sydney.

Sinclair Knight Merz Pty Ltd 2003, Sydney Airport MasterPlan Inter-terminal Transfers – Stage 2 Report, SACLSydney.

Senate Select Committee on Aircraft Noise 1995, Fallingon Deaf Ears, Parliament of Australia, Canberra.

Senate Rural and Regional Affairs and TransportReferences Committee 2000, Report on the Inquiry intothe Development of the Brisbane Airport Master Plan,Parliament of Australia, Canberra.

South Sydney Development Corporation 2000, GreenSquare Town Centre Master Plan, South SydneyDevelopment Corporation, Sydney.

South Sydney Development Corporation 2000, DraftAlexandra Canal Master Plan, South Sydney DevelopmentCorporation, Sydney.

Stollznow 2001, Community Attitudes ResearchSummary, a report prepared for Sydney AirportCorporation Limited, Sydney.

Sydney Airports Corporation Limited 2001, OfficeDevelopment International Terminal Precinct SydneyAirport, Draft Major Development Plan, Sydney AirportsCorporation Limited, Sydney.

Sydney Airports Corporation Limited, 2002 Annual Report,Sydney Airports Corporation Limited, Sydney.

Transport NSW 1998, Action for Transport 2010, AnIntegrated Transport Plan for New South Wales, NSWGovernment, Sydney.

Transport NSW/Department of Urban Affairs and Planning2001, Integrating Land Use and Transport, a policypackage prepared for the NSW Government, Sydney.

The following is a list of Working Papers produced bySACL’s consultants during the preparation of the MasterPlan. This was not the only information relied upon for theMaster Plan, and Working Paper information andconclusions may have been superseded or supplementedduring the course of the study. The Master Planrepresents SACL’s adopted position where anyinconsistencies arise.

Tourism Futures International 2003, Sydney AirportMaster Plan Schedules - Air Traffic Forecasts, SACL,Sydney.

IATA International Air Transport Association 2003, SydneyAirport Master Plan Schedules, SACL, Sydney.