Canberra Airport Draft Master Plan 2009

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Canberra Airport Master Plan Preliminary Draft - February 2009

This Master Plan has been prepared by Canberra Airport Pty Limited as part of the Airport’s internal strategic planning processes and in accordance with the provisions of Part 5 of the Airports Act 1996 (“the Act”) and the Regulations made under that Act, and should be read in that context only. The assumptions and forecasts in this Master Plan should not be used or relied upon by any person or entity for any other purpose. This Master Plan replaces the existing Master Plan approved by the Minister for Transport on 11 February 2005 (“2005 Master Plan”). The maps and plans within this Master Plan are indicative only, actual developments and the timing and placement of those developments will be subject to demand, detailed planning and the obtaining of relevant approvals. The words “include”, “including”, “for example” or “such as” and “in particular” are not used as, nor are they to be interpreted as, words of limitation and when introducing an example, do not limit the meaning of the words to which the example relates to that example or examples of a similar kind. Where the use of the word “may” is used in the Master Plan where associated with a right of Canberra Airport it means to be allowed or permitted to, rather than a measure of likelihood or possibility. Photos courtesy of: Ginette Snow, Paul Sadler, Alison Rowell and The University of Canberra.

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Table of Contents Foreword 1. Introduction 1.1 Vision 1.2 Purpose and development objectives 1.3 Location 1.4 History 1.5 Existing and future facilities 1.6 Master Plan Statutory Requirements 2. The economic impact of Canberra Airport 2.1 Airport businesses 2.2 Conclusion 3. Consultation process 3.1 Ongoing Consultation 3.2 Master Plan Consultation 4. Integration with local planning strategies 4.1 National Capital Authority 4.2 ACT Government 4.3 NSW Government and Queanbeyan City Council 4.4 Cross-border land-use planning issues 5. Airline Growth 5.1 Domestic and regional airlines growth 5.2 International growth opportunities 5.3 Impact of Sydney Airport on passenger growth 5.4 Second Sydney Airport 6. Freight Operations 6.1 Existing Overnight Express Freight Network 6.2 Regional, domestic and Trans-Tasman Airfreight growth 6.3 International Airfreight opportunities 6.4 Regional infrastructure and planning implications of freight growth 6.5 Community Impact of freight growth 7. General Aviation and Military operations 7.1 General Aviation Operations 7.2 Military Operations 7.3 VIP Operations 8. Passenger terminal facilities 8.1 Current terminal facilities 8.2 New passenger terminal facilities 8.3 Busy hour passenger forecasts 8.4 RPT apron stand demand 8.5 Passenger terminal ground transport, car parks and roads 9. Runways and airfield developments 9.1 Runway and taxiway system demand 9.2 Airport ultimate capacity and future new runway requirements 9.3 Airspace capacity 9.4 Airport capability to handle international air services

5 7 10 11 13 13 15 16 19 23 23 25 28 32 35 38 40 43 45 47 50 59 62 63 65 69 71 76 77 79 83 86 87 87 89 92 94 95 95 95 101 104 105 105 105

Canberra Airport | Preliminary Draft Master Plan 2009

10 11 12. 13. 14. 15.

9.5 Apron capacity 9.6 Augmentation of runway and taxiway system 9.7 Enhancement of navigation aids and flight procedures 9.8 Canberra Air Traffic Control Tower 9.9 VHST Implications 9.10 Implementation Development concept and options 10.1 Intended uses of the Airport site 10.2 Indicative precinct planning vision 10.3 Permitted land uses in the Airport precincts 10.4 External planning context and potential conflicts 10.5 Signage policy Road access issues 11.1 External Road Connections 11.2 Internal road access and parking Engineering Services 12.1 Gas 12.2 Sewerage 12.3 Stormwater 12.4 Potable Water Supply 12.5 Non-Potable Water Supply 12.6 Electrical 12.7 Telecommunications 12.8 Airport access Airspace Protection Aircraft noise 14.1 Noise outcomes specifically excluded by this Master Plan 14.2 High Noise Corridor 14.3 Current measures to avoid noise disturbance 14.4 Noise respite measures under investigation 14.5 Community aircraft noise complaint behaviour 14.6 Community and industry consultation 14.7 Describing and displaying high levels of aircraft noise 14.8 Noise beyond the noise contours Environmental Management 15.1 Vision for environmental management 15.2 Major achievements to date 15.3 Identification of environmental issues 15.4 General environment 15.5 Canberra Airport Referral

106 106 109 110 110 111 115 118 118 128 131 133 135 139 149 153 156 157 157 157 158 158 158 158 159 165 174 176 177 181 183 183 184 195 199 202 202 203 204 213

Appendices Appendix 1 – Definitions, Abbreviations, Acronyms Appendix 2 – Airservices Australia References Appendix 3 – Implementation and Staging

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Foreword Through this Master Plan, the airport team is delighted to be able to share our vision for Canberra Airport with the community.

economic engine driving the development of a city and the region around it. The growth of an airport not only delivers large numbers of jobs but it stimulates a range of other industries that creates many more jobs in restaurants, hotels, warehouses and other transport businesses. As such, airports play a leadership role in investment and confidence for other businesses to grow their activities. Airports are the 21st century seaports and railway stations – major transport gateways that are attractive locations for businesses (and government) to congregate around.

We have worked very hard in the decade since the Airport’s sale and are proud of what we have managed to achieve so far. Canberra Airport has evolved from a small, dilapidated facility to an international-capable, worldleading, sustainable multi-purpose Airport development. This Master Plan recognises the importance of working with the community for the community, to deliver an asset that not only delivers jobs and economic growth, but one of which the region can rightly be proud.

Canberra Airport is the primary economic and social gateway for the region, employing thousands of people and generating a massive regional economic impact.

The Master Plan revolves around three key themes: •

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Meeting the needs of the community in sympathy with the community: Canberra Airport is committed to working with its community to deliver the outcomes sought by the community: growth in flights and destinations, upgraded roads, and residential amenity without the adverse impact of aircraft noise.

Infrastructure-ready: the community expects an airport that is ready for growth, has airlines that fly to a range of destinations and wants competitive airfares. An airport must ensure that all of its facilities – runways, aprons, navigation aids, terminals, car parks, freight facilities and roads – are ready for growth. Such investment requires long term planning and major investments. Through unprecedented levels of investment in aviation and community infrastructure, including roads, Canberra Airport is ready to meet the needs of all Airport users.

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Generator of economic and employment growth: in today’s difficult times more than ever, communities want jobs for their citizens and for their children as they grow up. An airport is a significant

We have pleasure in presenting to you Canberra Airport’s Preliminary Draft Master Plan, and invite you to consider the Master Plan and submit your comments or suggestions in writing by close of business on Friday 8 May 2009.

Through this Master Plan, Canberra Airport is working with the community to develop infrastructure, deliver jobs and ensure residents are protected from aircraft noise.

Terry Snow Executive Chairman

Stephen Byron Managing Director

Canberra Airport | Preliminary Draft Master Plan 2009

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Chapter one

introduction

Canberra Airport | Preliminary Draft Master Plan 2009

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Chapter one | Introduction Canberra Airport’s vision for the future is clear and bold. With community support, Canberra Airport is developing an Airport that is truly worthy of Australia’s national capital city and is doing it in a way that maximises economic growth and jobs for the region. In recognition of this, Canberra Airport was awarded the Australian Capital City Airport of the Year Award in both 2002 and 2007. Following the additional aviation capabilities developed through the extension and strengthening of the main runway in 2006, this Master Plan reinforces Canberra Airport’s critically important role as the only curfew-free airport between Brisbane and Melbourne capable of handling 747 and A380 aircraft1, its increasing role as an airfreight hub and as a back-up for Sydney’s increasingly crowded skies. To this end, to respond to the needs of the community and business, this Master Plan foreshadows a continuation of the massive investment in aviation infrastructure, including a new integrated domestic and international terminal, runway, apron and taxiway upgrades, and improvements to the Airport’s aircraft navigation aids. To support these aeronautical plans, and to respond to the increasing needs of business to seek to locate themselves at or near airports, Canberra Airport continues to develop a range of commercial uses on-Airport using attractive buildings and surrounding landscapes that are designed to create a ‘sense of arrival’ in the nation’s capital.

They also reflect the Airport’s absolute commitment to environmental sustainability. Locally owned and managed, Canberra Airport is a family business that is proud of its role as an economic engine for the region, not only through its role as a transport gateway, but also through the delivery of new businesses and new jobs. Since 1998 the number of Airport businesses has grown from 70 to over 180 and the number of jobs has similarly increased significantly. This is in addition to both the ongoing employment of over 500 construction workers and the engagement of some 950 businesses in the ongoing operation of the Airport. Canberra Airport’s major investment, over $600 million so far, is playing a major role in the economic growth of the region. Canberra Airport is also committed to continuing to do everything possible to minimise the impact of aircraft noise on the community. This is notwithstanding shortsighted plans by developers to build homes under flight paths will lead only to long-term problems for future residents of those homes, and then in time, the broader community as a whole. Canberra Airport has and will continue to steadfastly oppose such plans that risk the introduction of noise sharing over Canberra and Queanbeyan and future Airport operations. This chapter of the Master Plan sets out a coherent vision for the Airport’s growth over the next 20 years.

It is noted that operations by A380 aircraft are not expected at Canberra Airport during the life of this Master Plan, aside from VIP visits and ad-hoc diversions from other Airports. It is also noted that A380 aircraft are significantly quieter than B747 and other widebody aircraft.

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Canberra Airport | Preliminary Draft Master Plan 2009

Chapter one | Introduction 1.1

Vision

Our vision is to develop Canberra Airport as a first-class facility by responding to the needs of business and the community to serve the region’s evolving transportation, business and development needs and to maximise the growth of a wide range of aeronautical and other businesses. Key elements are: •

development of an airport worthy of the Nation’s Capital - the development of first-class aeronautical and commercial facilities, customer services and amenities appropriate to the character of Australia’s capital;

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development of Canberra Airport as a major capital city and regional hub for passengers and freight - to facilitate Canberra’s direct links with major cities in Australia and with smaller communities in the region, enhancing the attractiveness of Canberra as a location for business and tourism, and to make the Airport a base for a range of airlines and significant aircraft maintenance centres as well as a rail, bus and coach hub;

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development of a critical national aviation infrastructure asset - as the only 24-hour Boeing 747 and Airbus A380 capable airport between Melbourne and Brisbane, with a key role as a passenger and freight hub for traffic unable to access Sydney Airport, catering to overnight freight during the Sydney curfews and to overflow due to capacity constraints on Sydney in the longer term;

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development of new integrated airport terminal facilities - to maximise the benefits to the region of airline, potential high-speed rail, bus and regional coach services through a multi-modal terminal development offering the highest level of service and convenience to the travelling public;

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commitment to environmental sustainability - to develop the Airport sympathetically with Canberra’s community and environment;

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creation of opportunities - to make Canberra Airport and its environs the centre of a business, retail, transport and freight hub to respond to the needs of users, providing economic impetus for office parks

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and, subject to legislation, specialist tax free trade zones; •

maximise business opportunities - to maximise total on-Airport employment and business growth in response to increasing business demands to be located on-Airport, without compromising on aviation operations;

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commitment to respond to the needs of users - grow aviation and non-aviation development at Canberra Airport in response to the needs of aircraft operators, business and the general public; and

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commitment to the community - to continue to work with and in the regional community to ensure Canberra Airport consults, operates and grows with its community, including minimising the adverse impacts of aircraft noise.

1.2

Purpose and development objectives

1.2.1

Overall purpose of this Master Plan

In addition to meeting the requirements of the Airports Act, the purpose of this Master Plan is: •

to establish the strategic direction for the efficient and economic development of the Airport over the next 20 years as well as to outline detailed development objectives for the next five years;

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to provide for the development of additional aviation and other uses of the Airport site;

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to communicate to the public the intended uses of the Airport site and growth of the Airport;

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to reduce potential conflicts between uses and users of the Airport site, and to ensure that uses of the Airport site are compatible with the areas surrounding the Airport; and

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to grow the Airport in sympathy with the broader region by responding to the needs of the community, both in terms of delivering flights, jobs, and business opportunities as well as minimising the impact of noise on people’s lives.

1.2.2

Detailed development objectives

As required under the Airports Act, Canberra Airport’s

development objectives are as follows. Objective 1 Ensure the Airport is operated and developed in a safe, comfortable, secure and environmentally sustainable manner. This objective involves: •

ensuring that the maintenance of operational safety is paramount to the planning of all Airport development. This corresponds with the Commonwealth Government’s number one priority of safety in aviation as outlined in the 2008 Aviation Green Paper. This focus on safety at Canberra Airport will significantly influence form, location and construction methods;

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maintaining security standards in accordance with Government regulations;

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working with government, industry and the community to ensure appropriate land uses under flight paths;

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the continuing development of Canberra Airport as a leader in environmental sustainability, supported by the parameters outlined in the Environment Strategy (approved 1 June 2005); and

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maintaining and improving the comfort of travellers and of Airport visitors.

Objective 2 Develop Canberra Airport as a multi-modal transport hub for passenger and freight connections. The integration of a number of passenger and freight modes of transport into a single location in Canberra offers significant opportunities. The concentration of road, rail and air services in one location offers a unique ability to seamlessly transfer between transport modes. The provision of a new, substantially larger, multi-level terminal with international capabilities and multi-modal linkages (including freight facilities) is a key objective of the Master Plan as a logical and long-term strategy to further enhance the Airport’s transport hub concept. The new Airport terminal building has been designed to reflect Canberra Airport’s role as a regional and national gateway and will reflect design concepts used by national institutions elsewhere in Canberra.

Canberra Airport | Preliminary Draft Master Plan 2009

Objective 3 Develop a culture of excellence based on customer service and quality.

Objective 6 Provide a business environment that allows the Airport and its associated businesses to reach their potential.

Development of the Airport should demonstrate a commitment to excellence by:

A vibrant, flexible and supportive commercial and physical environment will be created at the Airport to create substantial development opportunities and to allow businesses to respond to changing market needs, maintain viability and achieve growth in both aeronautical and other activities.

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providing high levels of customer service;

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adopting airport management best practice; and

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adding value to services for stakeholders, including the aviation industry, customers, lessees, the travelling public, Airport visitors and/or the region’s community.

Objective 4 Ensure that the design of the Airport reflects its role as a gateway to the National Capital. The form and image of all airport buildings should reflect: •

the creation of an exciting ‘sense of arrival’ experience for passengers;

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the creation of a wide range of attractive, environmentally friendly and user-friendly buildings, including but not limited to office and retail;

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an introduction to the unique aspects of the national capital and the region; and

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high quality contemporary airport design.

The new Airport terminal building has been designed to reflect Canberra Airport’s role as a regional and national gateway and will reflect design concepts used elsewhere in Canberra. Objective 5 Maximise the economic growth of the Airport and the surrounding Region. The development of the Airport will seek to maximise economic growth in the region through activities such as: •

maximising aeronautical growth;

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proactively introducing initiatives to take full advantage of aeronautical and other opportunities; and

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maximising the range of aeronautical and commercial development options to the Airport.

Objective 7 Being in a position to meet the needs of Sydney Airport users, including overflow domestic and international passenger and freight services. Given the curfew imposed on Sydney Airport, the 80 movements per hour cap, restrictions on aircraft parking, and rapidly increasing demand for flights, Canberra Airport is expected to play an important longer-term role in meeting the overflow aviation needs of the Sydney region. By providing easy access, excellent infrastructure and competitive pricing, Canberra Airport expects to attract passenger and freight operations from Sydney. This is likely to include a 24-hour domestic and international freight operation and overflow passenger services. Please refer to Chapter 6. Objective 8 Develop non-aeronautical land to support future aeronautical infrastructure development. Increasingly, businesses are recognising the role of airports as economic drivers for their region and are demanding a presence on or near major airports. Commercial development in response to this demand and the alternative revenue streams (i.e. independent of airlines) it delivers has enabled the Airport to fund major aviation infrastructure developments such as runway and terminal upgrades. Commercial land will be put to productive use where commercially possible, considering surrounding land uses and transport linkages, by incorporating a wide range of activities, including office and retail. Objective 9 Adopt best available technology to improve all-weather utilisation of the Airport. To make the most effective use of the Airport, systems are expected to be progressively upgraded so aircraft can operate efficiently under a wide range of weather

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conditions and with a greater range of capabilities. Objective 10 Respond to the needs of the community. The community has an ongoing expectation that Canberra Airport meets local demand for additional flights, as well as a reasonable expectation that Airport growth will not adversely impact on its residential amenity via increased levels of aircraft noise. Canberra Airport will grow the Airport in response to community and business needs, while continuing to strongly oppose inappropriate residential development under flight paths. Canberra Airport also commits to investigating further noise respite measures for existing residents of the region. Objective 11 Be open and accountable. Canberra Airport has always been open with its stakeholders, including the broader regional community, as to current and future planned developments at Canberra Airport. Canberra Airport commits to remaining open and accountable to the community, and it is intended that this, and all future Master Plans, underpin this commitment.

1.3

Location

Canberra Airport is located in the Majura Valley, eight kilometres east of Canberra’s CBD and four kilometres north-west of Queanbeyan. It is located on the East-West Transport Corridor defined in the National Capital Plan and on the major East-West Employment Corridor defined in the Canberra Spatial Plan, which contains 70% of Canberra’s employment. It is also denoted as a Defined Office Employment Centre in the National Capital Plan and as an Activity Node in the Canberra Spatial Plan. Most of the land north and south of the Airport is used for Broadacre purposes because it is overflown by aircraft or because of its long association with Defence activities. This land (including the Airport) is denoted as a new Employment Corridor in the Canberra Spatial Plan. Civil aviation facilities have historically been confined largely to the south-west corner of the Airport (apart from some Airservices Australia facilities), with the Department of Defence occupying Fairbairn, to the north-east of the Airport site. The withdrawal of Defence facilities from Fairbairn in May

2004 and the inclusion of these facilities as part of the Airport lease has presented opportunities for civil aviation and commercial expansion on the eastern side of the Airport, the uses for which are outlined in greater detail in Chapter 10. The aviation impact of Canberra Airport extends well beyond the Airport itself. Aircraft noise exposure zones, prescribed airspace and other safety requirements affect much of the land to the north and south of the Airport. Planning for land use in the Majura and Jerrabomberra valleys and in the vicinity of Canberra Airport is affected by aviation requirements and needs to recognise and protect the 24-hour curfew-free operation of the Airport.

1.4

History

Canberra Airport was established on the existing site in 1927 and controlled by the civil authorities until 1940, when responsibility passed to the Department of Air. From 1940 it was used by civil aircraft under the terms of a Joint User Agreement between the Department of Civil Aviation (and its successors) and the Department of Defence. In 1989 the Federal Airports Corporation (FAC) assumed control of the civil (or western) side of the Airport under a Crown Lease arrangement with the Commonwealth. The first structure on the Airport site, a hangar, was completed in 1936. Construction of RAAF facilities and accommodation began in 1940. Runways were initially hard surfaced in 1948. Significant construction of the present civil aviation area began in the early 1960s. By the mid 1960s these facilities comprised the passenger terminal, airfreight sheds and the Department of Civil Aviation hangar and workshop. The civil aviation side of Canberra Airport around 1970 is shown in Figure 1.1. Until 1972, the main access road (Fairbairn Avenue, later Pialligo Avenue) ran parallel to the cross Runway 12/30 and passed roughly in front of the current terminal building. A 650 metre extension of the main north-south runway at that time required the construction of the present Pialligo Avenue deviation to the south and the extension of the Fairbairn access road (Glenora Drive). Passenger terminal extensions by the Commonwealth, Ansett and Australian Airlines commenced in the mid 1980s but were in need of a major refurbishment by the mid 1990s. Due to a lack of investment in the 1980s

Canberra Airport | Preliminary Draft Master Plan 2009

Figure 1.1 Canberra Airport, circa 1970

and 1990s by the Commonwealth, Airport infrastructure had deteriorated by the time of sale and consequently significant investment was needed by the new owners in the runways, taxiways, apron, terminal and other Airport infrastructure. In recognition of the critical need for major capital investment as well as the significant opportunities and developments that could be progressed at airports throughout Australia under private ownership, the Commonwealth Government decided to divest itself of its airport assets in the early 1990s. In order to maximise sale values of the airports, as well as to ensure that airports had the ability to reach their maximum development potential in order to counter the natural cyclical nature of the aviation sector, and in common with airports internationally, the Commonwealth Government sold the airports with a comprehensive set of development rights. In 1998 Canberra Airport Pty Limited, a Canberra-based family business, purchased the lease of the aviation facilities, land and infrastructure known as Canberra Airport, including development rights. In the same way as other bidders and stakeholders in the sale process, the company was highly conscious of the rights and obligations associated with ownership of the Airport, and accordingly, it has endeavoured to maximise both the aeronautical and commercial potential of the Airport in

Figure 1.2 Canberra Airport 1998

accordance with its lease with the Commonwealth. This scope of development activity underpinned bids to the Commonwealth and was confirmed with the approval of the 1999 Master Plan and the subsequent approval of the 2005 Master Plan. These Master Plans also included the rights to 24-hour non-curfew capability. Canberra Airport will use these rights to expand aviation opportunities and to meet its obligation and desire to use the Airport site as an airport. The privatisation of the Airport in 1998 heralded a significantly increased investment in aeronautical infrastructure. This investment has included (but is not limited to: •

the upgrade of the common-user central terminal for the 2000 Olympics;

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major terminal apron expansion;

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expansion of the General Aviation precinct;

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6.5km of taxiway upgrades;

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upgraded terminal facilities including cafés, new check-in desks, new security screening points, new baggage infrastructure and new car rental desks;

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purchase and full redevelopment of the ex-Ansett

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terminal as a multi-user facility; •

a new Qantas maintenance hangar;

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new car rental maintenance and cleaning facilities;

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an expansion to the width and the sealing of the Runway 17/35 shoulders;

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a 600m runway extension to Runway 17/35

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the strengthening of Runway 17/35 (with Commonwealth contribution) to cater for larger VIP operations;

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the major upgrading of facilities at Fairbairn;

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upgraded facilities for the Aero Club;

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new RAAF SPA maintenance and reception facility;

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a new fuel farm;

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comprehensive security upgrades;

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a new hangar and headquarters facility for Brindabella Airlines;

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a new freight facility for Australian Air Express;

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a new Non-Directional Beacon (NDB); and

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a new catering facility building.

In addition to these aeronautical investments, the Airport has also made a major investment in commercial infrastructure including Brindabella Business Park, Majura Park (a mixed use zone incorporating a range of uses such as retail and offices), and Fairbairn.

1.5

Existing and future facilities

The Airport has two runways: the main runway (Runway 17/35) is 3,283 metres long after its extension in 2006 and is aligned approximately north-south, while the intersecting (or cross) runway (Runway 12/30) is 1,679 metres long. The cross runway is generally used by smaller aircraft. The runways are supported by a taxiway system which provides access to each runway end and at intermediate points along the runways. The taxiway link to the northern end of the main runway is on the eastern side of the Airport and is less than the standard width for wide-

bodied aircraft. The taxiway link to the southern end of the main runway is on the western side of the Airport and meets the standards for large aircraft operations and will be extended to the northern end of the runway in the future. The currently limited number of wide-body aircraft operations at Canberra Airport can make a turn on the northern end of the main runway using the turning node. The taxiway system includes a number of lower strength taxiways currently suitable for use by lighter aircraft. These taxiways are predominantly in the vicinity of the General Aviation apron area and Runway 12/30. These will be progressively upgraded for larger aircraft. The RPT apron is a common user apron with all parking stands capable of being allocated to any airline by Canberra Airport. The apron currently accommodates up to twelve aircraft parked overnight, with an additional overnight parking bay provided west of the intersection of taxiways Bravo, Delta and Juliet. The existing apron area includes provision for the parking of some wide-body aircraft although the presence of such aircraft reduces the overall capacity of the apron area. Extensions to the RPT Apron are expected to commence shortly to respond to increased demand. The General Aviation apron area currently provides parking and hangar access for light aircraft and smaller business jets and the Fairbairn apron area provides parking for military, freight, large commercial, General Aviation (GA), and other operations including some larger aircraft. In the event of multiple aircraft diversions from Sydney or Melbourne, the Fairbairn apron is used once parking positions on the RPT apron are exhausted. The General Aviation area accommodates a range of facilities and businesses, including the new Airport fuel farm, a modern high-security underground facility that replaces the several above-ground facilities previously in use. The area is currently approaching capacity and with terminal and other associated facilities encroaching into this area, future General Aviation expansion will be accommodated in other precincts. The current terminal building has a common user end, owned by Canberra Airport, with the northern end currently owned by Qantas on leased land. A new Southern Terminal Concourse is to be built on previous car parking areas south of the existing terminal, followed by the planned construction of a Western Terminal Concourse over the existing terminal building. The completed new

Canberra Airport | Preliminary Draft Master Plan 2009

terminal will be a multi-level structure, with an elevated roadway arrangement and multi-level car parks. Please refer to Chapter 10 for further details on the terminal development.

to specify:

The Airport access routes are currently undergoing major works to duplicate the roads between the Airport and the city, and to improve the road conditions through the Majura Valley. Access to and from the Terminal Precinct onto Pialligo Avenue includes a grade-separated intersection. During 2006 and 2007 the Airport access routes suffered congestion during peak hours due to higher levels of Queanbeyan commuter traffic and the four-fold increase in traffic down Majura Road due to the opening of Horse Park Drive (connection to Gungahlin). These issues are being solved with the upgrade to the road system. For further information and plans depicting current and future road systems around the Airport, please refer to Chapter 11.

b. the airport-lessee company’s assessment of the future needs of civil aviation users of the airport, and other users of the airport, for services and facilities relating to the airport; and

Whilst the 1998 Very High Speed Train (VHST) proposal was eventually unsuccessful, it is expected that a high speed rail system linking Canberra Airport with Sydney and later Melbourne will eventually be constructed. A high-speed rail link, required for any alternative airport outside the Sydney basin would contribute greatly to Canberra Airport’s role in accommodating some of Sydney’s air transport needs as well as opening up further opportunities for Canberra Airport and the region more broadly.

da. flight paths (in accordance with regulations, if any, made for the purpose of this paragraph) at the airport; and

Using current technologies, a high speed train could take less than 50 minutes from Sydney Railway Station via Sydney Airport and then non-stop via a new rail corridor to Canberra Airport.

f.

Should a rail proposal proceed, Canberra Airport has been identified as the preferred location for the Canberra rail terminus and has been confirmed as such in the Canberra Spatial Plan as well as this Master Plan. It poses few construction problems for both the approach through the Majura Valley and for a station near the terminal building.

g. the airport-lessee company’s plans for dealing with the environmental issues mentioned in paragraph (f) (including plans for ameliorating or preventing environmental impacts); and

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j.

Master Plan statutory requirements

In accordance with the Airports Act, Canberra Airport Pty Limited is required to submit a draft Master Plan for the approval of the Minister for Transport and Regional Services, for a 20 year horizon. The Airports Act section 71(2) requires a draft Master Plan

a. the airport-lessee company’s development objectives for the airport; and

c. the airport-lessee company’s intentions for land use and related development of the airport site, where the uses and developments embrace airside, landside, surface access and land planning/zoning aspects; and d. an Australian Noise Exposure Forecast (ANEF) (in accordance with regulations, if any, made for the purpose of this paragraph) for the areas surrounding the airport; and

e. the airport-lessee company’s plans, developed following consultations with the airlines that use the airport and local government bodies in the vicinity of the airport, for managing aircraft noise intrusion in areas forecast to be subject to exposure above the significant ANEF levels; and the airport-lessee company’s assessment of environmental issues that might reasonably be expected to be associated with the implementation of the plan; and

h. if a draft environment strategy for the airport has been approved—the date of that approval; and such other matters (if any) as are specified in the regulations.

The Master Plan is not a development plan as such. It is noted that subject to the provisions of the Airports Act, Airports are required to submit separate major development plans for approval from the Minister for Infrastructure, Transport, Regional Services and Local

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Government. A Major Development Plan submitted to the Minister must set out a range of issues, including the Airport’s plans for dealing with the environmental impacts that might reasonably be expected to be associated with that development. Since privatisation, Canberra Airport has completed Major Development Plans for the redevelopment of the passenger terminal, for a major upgrade and extension of the main runway and taxiways, for a shopping centre, and for various office and related buildings.

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Chapter two

economic impact at canberra airport

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Chapter two | Economic impact at Canberra Airport In just ten years of private ownership, Canberra Airport has been transformed from an aviation backwater into a modern and vibrant internationally-capable Airport. During this time, more than $600 million has been invested in the redevelopment of the Airport’s terminal, runways, aircraft aprons, car parks, access road and commercial buildings. Almost half of this total, $250 million, was spent last year alone. No other capital city airport has so far matched this level of infrastructure investment. This massive investment in essential infrastructure represents the Airport’s absolute and growing confidence in the robust future of Canberra and the region. Since 1998, the number of Airport businesses has more than doubled from 70 to 180. At the same time, the Airport’s program of rolling works has led to the engagement of more than 100 local construction businesses and provided secure jobs for more than 500 construction workers.

The lengthening and strengthening of the Airport’s main runway during 2006 is a crowning achievement. At a cost of more than $50 million, it gives the region an Airport with true national and international passenger and freight capabilities and the subsequent economic benefits that flow from those capabilities. A $250 million integrated domestic/international terminal building will underpin an unprecedented level of investment in aviation infrastructure into the future.

Canberra Airport | Preliminary Draft Master Plan 2009

Chapter two | Economic impact at Canberra Airport As well as a key element in the Capital Region’s transport infrastructure, Canberra Airport is important to a number of allied sectors, from regional transport services and the major tourism attractions to support services such as catering, travel consultants and hotels. In addition, there have been significant positive economic impacts to the region from business, retail and commercial development at Canberra Airport. Since its privatisation in 1998, Canberra Airport has undergone a massive transformation which has had a profound and positive impact on the ACT and regional economy. In the ten years since privatisation, well in excess of $600 million has been spent on redeveloping the Airport into a true gateway for our national capital. This investment represents a very significant financial commitment to the long-term success of Canberra as a city and regional centre of a region. This sum: •

represents almost ten times the purchase price of the Airport. No other capital city airport has come close to investing such a large proportion in new capital investment activity;

•

is at least 100 times more investment than that which occurred at Canberra Airport over the five previous years under Commonwealth ownership.

The extension and strengthening of Runway 17/35 in 2006 was the largest major runway expansion in Australia since Sydney Airport’s third runway was opened 20 years ago. At a cost of more than $50 million it is critical to allow longer range flights and unrestricted VIP operations. The upcoming new terminal project and associated infrastructure will constitute an investment of over $250 million and demonstrates Canberra Airport’s ongoing commitment to the region as a social and economic hub. A recent study by independent consultants URS, commissioned by Tourism Transport Forum (TTF), estimated that Canberra Airport’s then $500m investment in the Airport has direct benefits to 109 different industries and has resulted in over: •

$1.75 billion in gross output;

•

$735 million in value added; and

•

$400 million in wage and salary incomes to Australian workers.

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This is a huge economic contribution to Canberra and the surrounding region.

for over 500 construction workers onsite, with a further estimated 500-700 workers offsite.

2.1

2.2

Airport businesses

More than 180 businesses currently operate at Canberra Airport. These largely fall into seven main general activities: •

•

•

Infrastructure: the Airport (owner and manager), Airservices Australia (provider of air traffic control and fire fighting services), Australian Federal Police, private security, terminal maintenance, terminal cleaning, telecommunications, runway sweepers and a mowing contractor; Air transport: Qantas (including regional subsidiaries Sunstate and Eastern Australia Airlines), Virgin Blue, Tiger Airways, Brindabella Airlines, RAAF SPA Fleet, General Aviation and charter operators as well as airfreight (such as Australian Air Express) and courier companies; Aviation support services: in-flight and terminal catering suppliers, aircraft maintenance (such as Qantas Defence Services), and operators of aircraft hangars and fuel providers;

•

Retailing/Wholesaling: shopping centre, cafes, supermarkets, bulky goods, wholesale, convenience, service stations and terminal franchises (and other major and minor retail operators);

•

Office: a range of public sector and private sector office tenants; and

•

Directly airport-related activities off-airport site: this group of activities is more diverse, and includes the Airport components of bus and coach service businesses, freight and aircraft charter firms, the Airport business of Canberra Cabs and limousine companies, booking agencies of the major airlines and air crew transport and accommodation.

By 2029/30 it is expected that up to 25,000 people will be directly employed at Canberra Airport, up from the current 8,000 jobs currently located on-Airport. In addition to permanent on-airport employment, over 100 local construction firms have been involved in the rebuilding of the Airport on an ongoing basis over the last nine years. In turn this has delivered ongoing employment

Conclusion

While the future appears strong for Canberra Airport and the Capital Region as a whole over the next 20 years, success depends on the support of the community, business and Government, the competitiveness of Canberra as a destination and importantly, support from the entire Capital Region. Canberra Airport can deliver jobs to the community across a broad range of sectors. The challenge is to ensure these jobs are delivered with the ongoing support of the community. The ongoing development of the Airport over the next five years will see significant investment in additional aviation infrastructure (such as a new terminal, taxiway and navigational aid upgrades). Given the current economic conditions, this aviation development will be vital to the region’s economy and social well-being. This Master Plan serves as a framework for this expansion aviation facilities and other development of the Airport.

Canberra Airport | Preliminary Draft Master Plan 2009

25

Chapter three

Consultation process

Canberra Airport | Preliminary Draft Master Plan 2009

27

Chapter three | Consultation process Canberra Airport recognises that strong community ties are essential in ensuring the effective and sympathetic delivery of its future development plans. Since Canberra Airport commenced management of the Airport in 1998, the Airport has been engaged in ongoing consultation with the broader community. Aircraft noise is one example of continual engagement with the community. Through specific noise consultations with community and industry, the Airport has been able to gain a better understanding of concerns and perspectives

and, in some cases, has been able to influence changes to flight paths and operations in response to those concerns. Over and above community consultation, Canberra Airport is also actively engaged in a comprehensive ongoing series of consultations with local, state and Commonwealth governments and key industry groups. Canberra Airport remains committed to meaningful consultation with all stakeholders.

Canberra Airport | Preliminary Draft Master Plan 2009

Chapter three | Consultation process Canberra Airport is a local family-owned business with a strong commitment to Canberra and the people of the Australian Capital Region. The Airport is a critical driver in the local and regional economy, and local ownership provides a unique opportunity among major Australian airports to better integrate the Airport’s development and operation with local and regional priorities and community aspirations. This Master Plan sets a strategic direction for Canberra Airport that is consistent with the needs of Airport users and regional priorities. The Master Plan reflects a comprehensive and ongoing consultation process with key stakeholder groups and recognition of local and regional views, including surrounding land owners and users. Canberra Airport welcomes initiatives by the Commonwealth in the Aviation Green Paper to strengthen the consultation process via the formation of community consultative groups. Further consultation specific to the Master Plan is also undertaken to obtain further ideas and options from airport users and the public and to gauge reaction to the preliminary draft Master Plan before a final draft of the Master Plan is finalised. This consultation process, required under the Airports Act, is about ensuring that options for the Master Plan have been fully explored, concerns and impacts identified and alternatives considered.

3.1

Ongoing consultation

Specific consultation with respect to the Airport’s Master Plan is only a small component of Canberra Airport’s consultation program. Canberra Airport has an extensive ongoing consultation programme with major stakeholders, including governments, politicians, community groups and business groups in order to communicate the Airport’s plans to stakeholders and to gain a better understanding of stakeholders’ viewpoints and perspectives. Targeted consultation is also undertaken for major projects, including under the Airports Act administered Major Development Plan process, as well as one-off key initiatives, such as the 2001 Regional Plan (which culminated in the High Noise Corridor, described at Chapter 14) and the development of Canberra Airport’s Ultimate Practical Capacity ANEF (endorsed in June 2008).

29

3.1.1

Community consultation

3.1.2

Consultation with the Commonwealth

Aside from the formal Master Planning public consultation process, Canberra Airport is committed to regularly consulting with the community at the ACT and surrounding region. This is manifested through regular presentations by Airport management to meetings of peak community organisations (such as the North Canberra Community Council and Tuggeranong Community Council) and other community and professional groups such as local Rotary and Lions Clubs and the Institute of Engineers.

Canberra Airport consults regularly with various Commonwealth departments and agencies with respect to ongoing and future development and operations at and in the vicinity of Canberra Airport.

Major Airport developments are also subject to a formal public consultation process under the Airports Act Major Development Plan provisions, as well as any minor variations to the Master Plan or any Major Development Plan.

•

Development Planning Liaison meetings, dealing with all building and planning issues at the Airport either approved or in planning, with representatives from the Department of Infrastructure, Transport, Regional Development and Local Government, National Capital Authority and Airservices Australia;

•

Regular environment and heritage consultation meetings, dealing with environmental, development and planning issues at the Airport, with the Department of Environment, Water, Heritage and the Arts;

•

Low visibility procedures review group, dealing with proposed upgrades to instrument landing capabilities and associated aviation capability of the Airport, with representatives from Airservices Australia and the Civil Aviation Safety Authority;

•

Canberra Airport Safety Committee, dealing with on airport safety issues, with representatives from Airservices Australia, Australian Federal Police and Department of Defence;

•

Canberra Airport Bird and Wildlife Management Committee, dealing with bird and wildlife management on and in the vicinity of Canberra Airport, with representatives from Airservices Australia, the Civil Aviation Safety Authority and Department of Defence;

•

Canberra Airport Emergency Committee, dealing with planning for and response to all types of emergency situations on or in the vicinity of Canberra Airport, with representatives from Airservices Australia, the Australian Federal Police, the Australian Transport Safety Bureau, and Department of Defence;

•

Canberra Airport Security Consultative Group, dealing with security issues on and in the vicinity of the

Canberra Airport also recently voluntarily conducted a separate and broad public consultation process as part of the development of its endorsed Ultimate Practical Capacity ANEF, provided at Chapter 14. This had never been undertaken before by an airport nor by Airservices Australia, but was valuable in understanding community and other stakeholder perspectives on the aviation growth of Canberra Airport to its ultimate capacity. Ongoing consultation with the community on all relevant airport-related issues (not simply aircraft noise) is conducted through the Canberra Airport Aircraft Noise Consultative Forum, with meetings held three times a year. All peak community groups are represented, as well as a residents representative from neighbouring Pialligo. Community organisations represented at Forum meetings are as follows: •

Pialligo Residents Association

•

Jerrabomberra Residents Association

•

Ridgeway Community Group

•

North Canberra Community Council

•

Gungahlin Community Council

•

Tuggeranong Community Council

•

Woden Valley Community Council

•

Weston Creek Community Council

Consultation comprises specific meetings with Commonwealth politicians, and departmental representatives on key issues, as well as regular ongoing meetings. These include (but are not limited to:

Canberra Airport | Preliminary Draft Master Plan 2009

Airport, as well as in the community more generally, with representatives from Airservices Australia, the Australian Federal Police, the Australian Transport Safety Bureau, and Department of Defence; •

Industry Aircraft Movement Procedures Review Group, dealing with Aircraft noise, aviation development and regional planning issues, with representatives from the Department of Infrastructure, Transport, Regional Development and Local Government, Airservices Australia, Department of Defence and National Capital Authority; and

•

Canberra Airport Aircraft Noise Consultative Forum, dealing with Aircraft noise, aviation development and regional planning issues, with representatives from the Department of Infrastructure, Transport, Regional Development and Local Government, Airservices Australia, Department of Defence and National Capital Authority.

Canberra Airport is also represented on the Regional Airspace Users Advisory Committee (RAPAC), dealing with airspace and aviation issues at and in the vicinity of Canberra Airport, chaired by the Civil Aviation Safety Authority and also attended by representatives from the Department of Infrastructure, Transport, Regional Development and Local Government, Airservices Australia and the Department of Defence. 3.1.3

Spatial Plan and Economic White Paper, as well as the Commonwealth administered National Capital Plan. An example of the excellent level of consultation and cooperation with the ACT Government was the participation of the Airport in the ACT Government Roundtable on-Airport roads. This consultation forum led to a number of traffic studies being completed at the Airport’s cost and the commencement of substantial road works around the Airport, funded and constructed jointly between the Canberra Airport, the ACT Government and the Commonwealth. More details on this are provided at Chapter 11. Regular Airport meetings with ACT Government representatives include: •

Development Planning Liaison meetings, dealing with all building and planning issues at the Airport either approved or in planning, with representatives from the ACT Chief Ministers Department;

•

Regular liaison meetings with ACT Chief Minister’s department, dealing with all issues relating to Canberra Airport, including on- and off- airport development, infrastructure (including roads), environment, land-use planning and aircraft noise;

•

ACT Tourism Ministerial Advisory Council meeting, with representatives from ACT Tourism, Chief Minister’s Department and the Department of Territory and Municipal Services;

•

Canberra Airport Emergency Committee, dealing with planning for and response to all types of emergency situations on or in the vicinity of Canberra Airport, with representatives from ACT Ambulance, ACT Rural Fire Service, ACT Fire Brigade, ACT Emergency Services Authority, ACT Department of Disability, Housing and Community Services, ACT Department of Health and the ACT SES;

•

Industry Aircraft Movement Procedures Review Group, dealing with Aircraft noise, aviation development and regional planning issues, with representatives from the ACT Chief Ministers Department, Department of Territory and Municipal Services and ACT Planning and Land Authority;

•

Canberra Airport Aircraft Noise Consultative Forum, dealing with Aircraft noise, aviation development and regional planning issues, with representatives from

Consultation with the ACT Government

Canberra Airport recognises its key role to the ACT and region economy and the need to integrate into the Territory planning and development framework. The ACT Government equally recognises the Airport’s key role as an economic and transport hub for the region. Canberra Airport and the ACT Government are in the final stages of negotiating a Memorandum of Understanding (MoU) recognising the Airport’s key role in the Territory and the need to safeguard the ongoing development and operation of the Airport. The draft MoU also acknowledges that the ongoing growth of Canberra Airport must be well planned and managed in close consultation with the ACT Government and must take account any impacts on the ACT community. The draft MoU sets out a consultation framework and includes a dispute resolution process. As outlined in Chapter 4, Canberra Airport is recognised by and operates within the context of the Canberra

31

the ACT Chief Ministers Department, Department of Territory and Municipal Services and ACT Planning and Land Authority; and •

Canberra Airport Roads Forum, dealing with regional road infrastructure and upgrades, with representatives from ACT Roads.

3.1.4

Consultation with the NSW Government

Whilst Canberra Airport is wholly located within the ACT, flight paths to and from Canberra Airport pass over NSW, including at low altitude. The issues of aircraft noise, airspace protection and maintaining a residential-free corridor to and from Canberra Airport within NSW are thus of critical importance to the ongoing unconstrained aviation operations of Canberra Airport and its ability to fulfil its role in the national network of Airports. Furthermore, surrounding areas of NSW are also critical for the provision of regional infrastructure including roads and public transport. Consultation with the NSW Government includes regular meetings with the NSW Department of Planning and the Premiers Office. Officials from the NSW Department of Planning also attend Industry Aircraft Movement Procedures Review Group and the Canberra Airport Aircraft Noise Consultative Forum. NSW Police and Queanbeyan SES also attend the Airport Emergency Committee meetings. 3.1.5

Canberra Airport’s Managing Director has also presented on a number of occasions to the ACT Chief Minister’s Regional Leaders Forum, which consists of representatives from the ACT and NSW Government and the Mayors of the fourteen City and Shire councils in the Capital Region. 3.1.6

Aside from consulting with the various levels of Government, Canberra Airport regularly meets with other key Airport stakeholders, including but not limited to airlines and aircraft operators, business and tourism groups, tenants both on Airport and in the surrounding area. Regular consultative forums involving Airport stakeholders include (but are not limited to): •

Low visibility procedures review group, dealing with proposed upgrades to instrument landing capabilities and associated aviation capability of the Airport;

•

Canberra Airport Safety Committee, dealing with onAirport safety issues;

•

Canberra Airport Bird and Wildlife Management Committee, dealing with bird and wildlife management on and in the vicinity of Canberra Airport;

•

Canberra Airport Emergency Committee, dealing with planning for and response to all types of emergency situations on or in the vicinity of Canberra Airport

•

Canberra Airport Security Consultative Group, dealing with security issues on and in the vicinity of the Airport, as well as in the community more generally;

•

Industry Aircraft Movement Procedures Review Group, dealing with Aircraft noise, aviation development and regional planning issues; and

•

Canberra Airport Aircraft Noise Consultative Forum, dealing with Aircraft noise, aviation development and regional planning issues.

Consultation with the Queanbeyan City Council and other regional councils

Queanbeyan City Council in NSW is an important Airport stakeholder. Canberra Airport consults regularly with Queanbeyan City Council on a range of infrastructure and land-use planning issues, with particular emphasis on aircraft noise issues. Canberra Airport has formally presented at Queanbeyan City Council meetings on various occasions, as well as regularly consulting directly with the Mayor, councillors, General Manager and Strategic Planning officials. Representatives from Queanbeyan City Council, including the Mayor, attend Canberra Airport Aircraft Noise Consultative Forum meetings. Representatives from the Palerang Shire Council and Yass Valley Council are also invited to attend the meetings and are included in all correspondence and meeting notes.

Stakeholder consultation

Canberra Airport is also represented on the Regional Airspace Users Advisory Committee (RAPAC), dealing with airspace and aviation issues at and in the vicinity of Canberra Airport, chaired by the Civil Aviation Safety Authority and also attended by representatives from the General Aviation community and the airlines.

Canberra Airport | Preliminary Draft Master Plan 2009

Canberra Airport regularly consults with and presents to key business and industry organisations such as the Canberra Business Council, Queanbeyan Business Council and the ACT and Region Chamber of Commerce and Industry. Canberra Airport management have also at various times held chairmanships and directorships on the Australian Capital Tourism Commission, Tourism Industry Council, Tourism Task Force, Canberra Business Council, Property Council of Australia, Canberra Convention Bureau, Australian Airports Association, Tourism Task Force and other business and industry groups. Not only does this demonstrate a commitment to business, planning, tourism and development in the region as a whole, but also serves as an important consultation and informationdissemination point to a wide range of interests in the community at large. 3.1.7

Future community consultation processes

The December 2008 Aviation Green Paper outlined proposals for formal community consultation groups to “foster effective community engagement in airport planning and operations issues”. Canberra Airport strongly supports this initiative and believes that with certain changes, the current Canberra Airport Aircraft Noise Consultative Forum is well suited to fill this role. Already, Master Plans and Major Development Plans are all discussed by this committee as part of the consultation process. Canberra Airport looks forward to working with the Commonwealth to formalising a Canberra Airport community consultation group as a matter of priority.

3.2

Master Plan consultation

3.2.1

2008 draft Master Plan consultation

Specific pre-consultation meetings were undertaken with the Commonwealth, ACT and NSW Governments and the Queanbeyan City Council as well as key industry groups in the preparation of the 2008 preliminary draft Master Plan. The views of the groups that accepted the invitation for consultation were carefully considered and taken into account for the preparation of the 2008 preliminary draft Master Plan. Further, a range of submissions were received as part of the official public consultation process for the 2008 preliminary draft Master Plan. These were analysed and

responded to as part of the final draft submitted to the Minister. Due regard was had to all of these submissions, including those received after the close of the official consultation period. The pre-consultation meetings and all submissions to the draft 2008 Master Plan inform and have been considered in the preparation of the 2009 preliminary draft Master Plan, though it is noted that this does not prejudice any meetings held or submissions received as part of the official consultation process for the 2009 Master Plan. 3.2.2

2009 preliminary draft Master Plan consultation

Following the rejection of the draft 2008 Master Plan by the Minister for Infrastructure, Transport, Regional Development and Local Government, Canberra Airport has held consultation meetings with the Department Infrastructure, Transport, Regional Development and Local Government with respect to the 2009 preliminary draft Master Plan. Furthermore, prior to the release of the 2009 preliminary draft Master Plan for public consultation, Canberra Airport has written to all airline and airfreight users of Canberra Airport seeking specific input as to their needs as users of the Airport, and to gain a more comprehensive understanding of their current and future operations at Canberra Airport. Responses to this request for information will inform the 2009 draft Master Plan and will be annexed to the draft Master Plan for consideration by the Minister for Infrastructure, Transport, Regional Development and Local Government. Pre-consultation meetings have also been held with Airservices Australia, CASA, RAAF 34 Squadron, Queanbeyan Councillors, National Capital Authority and the ACT Government. The Airports Act also requires that before submitting a draft Master Plan to the Minister for Infrastructure, Transport, Regional Development and Local Government for approval, the company must undertake a public consultation period. Canberra Airport has advertised in local newspapers that a preliminary version of the Master Plan was available, and invited public comment within 60 business days of the newspaper notice. Canberra Airport has also placed a notice and a copy of the preliminary draft Master Plan on its website, which will be available for viewing and download free of charge throughout the

33

60 business days public comment period. As stipulated by the Airports Act, Canberra Airport will have due regard to all submissions received during the public consultation period before submitting a draft Master Plan to the Minister. This includes a detailed summary of key points raised in each individual submission, Canberra Airport’s response to those points, and changes (if any) made to the preliminary draft Master Plan in response to those points. The full text of all submissions received, as well as Canberra Airport’s response to those points, and changes (if any) made to the preliminary draft Master Plan in response to the key points raised in the submissions will all be provided to the Minister alongside the final draft Master Plan in the form of a Consultation Report.

Canberra Airport | Preliminary Draft Master Plan 2009

35

Chapter four

Integration with local planning strategies

Canberra Airport | Preliminary Draft Master Plan 2009

37

Chapter four | Integration with local planning strategies This chapter of the Master Plan provides an overview of how Canberra Airport integrates with the planning strategies of the region. Canberra Airport works in close consultation with the ACT Government to ensure that the Airport plays a positive role in the overall growth and development of the ACT. The ACT Government’s Economic White paper and Canberra Spatial Plan are two excellent examples of the Airport’s successful integration with local planning strategies. Similarly, the co-operation between the Airport, ACT and Commonwealth Governments to upgrade the roads through the Majura Valley has been very successful and productive.

recognises the critically important role the Airport plays in bringing new industries and new jobs to Canberra and denotes the Airport as an Activity Node capable of accommodating up to 5% to 10% of the ACT’s employment. Similarly, the Airport has engaged with the National Capital Authority to actively integrate with the Authority’s vision for the Capital, and the Airport has been denoted in the National Capital Plan as a Designated Office Employment Centre.

The Economic White Paper acknowledges the Airport’s role as a major employment generator capable of achieving sustainable growth and development. It also recognises that the Airport has set new benchmarks for commercial investment in the ACT.

Canberra Airport also maintains a regular dialogue with the Queanbeyan City, Yass Valley and Palerang Shire Councils and the NSW Government. Unfortunately, despite ongoing consultation, it is disappointing to note that the NSW Government and Queanbeyan City Council appear to be committed to developing land under Canberra Airport flight paths for residential development, potentially impacting on the future amenity of residents across the region.

The Canberra Spatial Plan sets out the ACT Government’s strategic plan for the next 30 years and beyond. It too

Canberra Airport will continue to take an active role in all local planning strategies.

Canberra Airport | Preliminary Draft Master Plan 2009

Chapter four | Integration with local planning strategies Canberra Airport plays a pivotal role in the current and future success of Canberra and the region as a major social, tourism, business, government and trade gateway. Canberra Airport therefore recognises the importance of managing on-Airport development in unison with metropolitan and sub-regional planning strategies, and seeking, where possible, to have Canberra Airport recognised in these strategies as a critical economic and business gateway for the region that should be protected from inappropriate land-uses in the vicinity of the Airport. This is confirmed by the December 2008 Aviation Green Paper which noted: The Commonwealth will “work through the Council of Australian Governments and other appropriate forums to ensure a national land-use planning regime is put in place near airports and under flight paths to avoid noisesensitive developments being located in these areas and to protect communities from excessive levels of aircraft noise.” Commonwealth Government Aviation Green Paper, December 2008.

4.1

National Capital Authority

Following an amendment to the Airports Act in 2007 to bring Canberra Airport into line with all other privatised Airports, the National Capital Plan no longer applies at Canberra Airport. The National Capital Authority have agreed that an amendment to the National Capital Plan (NCP), although “cosmetic to ensure consistency with the Airports Act” would “correctly reference the Master Plan for the Airport and acknowledge that the relevant planning authority is the Department of Infrastructure, Transport, Regional Development and Local Government.” The amendment to the NCP is expected within the next 12-18 months. While no longer applying, the National Capital Plan currently identifies Canberra Airport as part of the Central National Area, as a Defined Office Employment Centre and on the East-West Transport Corridor, as shown in Figure 4.1. The National Capital Plan states under the heading Policies for the Location of Office Employment that: •

“Major office employment should be located within Defined Office Employment Centres located within the two transport corridors.”; and

•

“Defined Office Employment Centres within the

39

Figure 4.1 “Defined Office Employment Centres”, from the National Capital Plan

Note Canberra Airport as a Defined Office Employment Centre and on the defined East-West Transport Corridor

Canberra Airport | Preliminary Draft Master Plan 2009

East-West Corridor comprise Belconnen Town Centre, Bruce, Civic Centre, Russell and Canberra International Airport.” Furthermore, Broadacre Areas surround Canberra Airport, which are recognised as becoming of “considerable economic importance to Canberra over time, and which offer a basis for the future economic development of the city.” Current Airport development and proposals under this Master Plan are thus consistent with the National Capital Plan. The land uses identified in this Master Plan are contained in Chapter 10. Where defined, these uses adopt the definitions in Appendix 1. Where not defined, these uses adopt the definition in the National Capital Plan.

4.2

ACT Government

“For us to continue to develop as a vibrant commercial and tourist destination, the face we present to the world is extremely important. Canberra International Airport is now a gateway to the region of which any city could be proud… Particularly outstanding was development of Brindabella Business Park and the widening of the runway.” ACT Chief Minister, Jon Stanhope, 12 November 2002 on the announcement of Canberra Airport being named the Major Australian Airport of the Year 2002. Canberra Airport works closely with all relevant areas of the ACT Government to ensure that the Airport is strongly integrated into the ACT strategic and planning framework, although it is not a requirement of the Airports Act that this Master Plan or development at the Airport be consistent with this framework. Canberra Airport regularly and comprehensively consults with the ACT Government, as outlined in greater detail in Chapter 3 . Canberra Airport has also worked collaboratively with the ACT Government to deliver key infrastructure projects in the vicinity of Canberra Airport, such as the upgrade to Pialligo Avenue. Canberra Airport has been recognised by the ACT Government as a critical piece of infrastructure to the ACT and the surrounding region, and the ACT Government has further acknowledged that the Airport and its ongoing growth must be encouraged as well as integrated into the urban form of the city.

4.2.1

Canberra Plan

Central to the ACT Government’s strategic planning is the formation of the Canberra Plan, outlining how the Government will achieve its goals in the next 30 years in a strategic manner. The most relevant components of the Canberra Plan for the Airport are the Economic White Paper and the Canberra Spatial Plan, which are addressed below in Sections 4.2.2 and Section 4.2.3. Both of these documents demonstrate the Airport’s importance to and integration with the city. In August 2008, ACT Chief Minister Jon Stanhope launched a review of the Canberra Plan, The Canberra Plan - Towards our Second Century. The Canberra Plan acknowledges the importance of Canberra Airport in the region, and equally the importance of managing airport development in close consultation with the ACT Government.

“The Canberra International Airport is an important element of the ACT’s economy and the ACT Government will continue to support the planned expansion of both passenger and freight activity. These developments complement our ongoing efforts to attract new migrants and businesses to the Territory, and also facilitate the diversification of the ACT economy by providing the opportunity for new economic activity. It is imperative that the proposed airport expansion be well planned and managed in close consultation with the ACT Government. Development at the Airport should take account of relevant ACT planning laws and policies in order to moderate significant impacts on metropolitan planning and local infrastructure provision.” The Canberra Plan Towards our Second Century (2008). Development at the airport and the role of the Airport to the ACT’s economy is outlined in further detail in the Economic White Paper and Canberra Spatial Plan, described below. 4.2.2

Economic White Paper

“We should not fear strategies that pursue economic growth and development… Approvals and policies designed simply to maintain the status quo are more likely to be a recipe for stagnation.” ACT Economic White Paper (2003).

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The ACT Government will: •

“be unashamedly pro-business … and make the ACT the premier business friendly location in Australia”; and

“provide supportive planning and highly competitive infrastructure … to give Canberra the look and feel of a vibrant and dynamic 21st century city.” ACT Economic White Paper (2003). The Economic White Paper outlines the ACT Government’s economic and policy framework to achieve sustainable growth and development. Canberra Airport’s role as a major employment generator and as a regional hub is well recognised in the White Paper. By providing a wide variety of services in a sustainable manner, Canberra Airport is helping the ACT Government reach its goal of creating the right environment to attract knowledge based creative workers. Workers in these industries demand high quality accommodation and amenities located close to major interstate transport links. The Airport is providing the right environment for these workers. The Economic White Paper recognises that the Airport has set the benchmark for the ACT Government in providing the best commercial environment for investors and recommends that it be emulated in other locations. Further, the Paper recognises that economic activity at the Airport has increased markedly since the privatisation of the Airport in 1998. This growth in economic activity and the resultant growth in employment have only been possible because Canberra Airport has actively developed many aspects of the bundle of rights purchased with the Airport lease. The Airport’s role as a regional and metropolitan hub, and as a major activity centre, is explicitly recognised by the Economic White Paper in the following terms: “Great cities have excellent transport connections. Since the ownership of Canberra Airport was transferred to private ownership, investment in the Airport and general economic activity around the Airport has increased markedly. The Master Plan, which is the major planning tool for the Airport, outlines a vision for the development of Canberra International Airport as a major passenger, freight and business hub serving the ACT Region.

Therefore it is essential that the Spatial Plan recognises the Airport’s role as a generator of employment and a regional hub. In particular, transport and employment links between Civic and the Airport need to be given high priority. Action 47 “The Government will recognise Canberra International Airport as a major activity centre and work with the Commonwealth Government and airport management to continue to upgrade connections to the Airport, especially from Civic.” Economic White Paper, 2003. 4.2.3

The Canberra Spatial Plan

“In order to protect the Airport as a significant transport asset for the region, its operations need to be unconstrained by the potential limiting effects of residential development where airport noise would impact on residents. Conversely, growth at the Airport must have regard to the need to protect significant biodiversity assets on and around the Airport.” “The scale and nature of development at the Airport provides employment opportunities not available elsewhere in the ACT. Planning to ensure that the Airport continues to play a major role in this region as a regional transport hub, bringing new jobs to the region, is of fundamental importance. NSW areas are also affected by aircraft noise while the economic benefits of the Airport are also important to NSW.” Canberra Spatial Plan (2004). The Canberra Spatial Plan sets out the ACT Government’s strategic directions for the development of Canberra over the next 30 years and beyond. It is the ACT Government’s key strategic planning document for directing and managing urban growth and change, and is part of a comprehensive, integrated strategic plan for Canberra’s future. The Spatial Plan confirms Canberra Airport’s central role in terms of employment growth by identifying the Airport at the intersection of two of Canberra’s three employment corridors. The Plan reveals that the three corridors will form the primary focus for employment in the ACT (See Figure 4.2). The Airport is located on the main employment corridor between Belconnen through Civic, Barton, the Airport, to Queanbeyan. This corridor currently accommodates over

Canberra Airport | Preliminary Draft Master Plan 2009

Figure 4.2

CANBERRA ‘H PLAN’ EMPLOYMENT LOCATION STRATEGY PROJECTED DOMESTIC AIR SERVICES FROM CANBERRA

GUNGAHLIN

MITCHELL

BELCONNEN

UNIVERSITY OF CANBERRA DICKSON

ANU

CITY RUSSELL ADFA PARKES

CANBERRA AIRPORT

BARTON DEAKIN FYSHWICK WESTON

WODEN QUEANBEYAN

HUME

TUGGERANONG Legend Town centre Activity node Universities Industrial centre Employment corridor

Note Canberra Airport at the intersection of two major employment corridors and denoted as an activity node.

43

70% of Canberra’s employment and contains a number of uses, most notably key office employment locations in Civic and in the Central National Area (of which the Airport is a part). In addition, the Airport is located on the north-south employment corridor running through the Majura Valley through the Airport and Fyshwick to Hume. This northsouth corridor is identified by the ACT Government in the Spatial Plan for the growth of, or is suitable for, uses including: •

industrial;

•

broadacre commercial;

•

tourism;

•

recreation;

•

transport related activities;

•

bulky goods retailing;

•

creative industries; and

•

high technology manufacturing.

This north-south corridor, and particularly the Majura Valley, is developing into a key Defence and security hub. With the Majura Military Training Area (MMTA), Royal Military College (RMC), the Australian Defence Force Academy (ADFA) and the Campbell Park Offices in the Valley, and the Australian Federal Police’s (AFP) increasing presence in the Valley and on the Airport, the Majura Valley is already a key “security valley” for the Australian Government and support services. In addition, most of the operations in the Valley are in very close proximity to the Russell Defence offices. The trend of increasing Defence, AFP and ancillary security operations within the Majura Valley is expected to continue and Canberra Airport anticipates playing an increasing role as a major activity node in the Valley. The National Capital Authority has supported the Canberra Spatial Plan in principle in terms of its employment corridor notion for the Majura Valley, in which the Airport is located. Canberra Airport has also been identified in the Canberra Spatial Plan as a “Priority 1” employment area on this north-south employment corridor, to be developed in the short term. Further, the Spatial Plan integrates Canberra Airport into the planning framework of the city as the

Spatial Plan designates Canberra Airport as an Employment Activity Node (refer Figure 4.2). Today, the development of business parks and other commercial property development are primary use activities at airports because they are associated with, are ancillary to and enhance the operation and the viability of the airport. The Spatial Plan also outlines the importance of a wide range of complementary services to support the Activity Nodes. Although the Airport consults regularly with the ACT Government and although the Airport is not subject to the planning policy or requirements of the ACT Government or ACTPLA, Airport development has been undertaken consistent with the policy and planning intent of the Canberra Spatial Plan and Economic White Paper. 4.2.4

Territory Plan

The Territory Plan has been prepared and administered by the ACT Government in respect of all land in the ACT other than land classified as “Designated Area”. The Territory Plan is required by Commonwealth legislation to be consistent with the National Capital Plan. In the event and to the extent of any such inconsistency, the Territory Plan has no effect. The Territory Plan is silent on uses or planning at the Airport, and hence this Master Plan is not inconsistent with the Territory Plan. In any event, the Territory Plan does not apply to Canberra Airport and it is not a requirement of the Airports Act that this Master Plan or land use activities at Canberra Airport be consistent with the Territory Plan. The land uses and the development and activities permitted for each precinct at Canberra Airport are listed in land use tables in Chapter 10 of this Master Plan under the headings “Permitted and Intended Uses Include” and “Category”. These are defined by adopting the terminology of the National Capital Plan. In some cases the definitions in the Territory Plan may be different from the National Capital Plan, however where there is any inconsistency between the two plans, the Territory Plan has no effect.

4.3

NSW Government and Queanbeyan City Council

Whilst Canberra Airport does not lie within NSW, aircraft flying to and from Canberra Airport operate at low altitude

Canberra Airport | Preliminary Draft Master Plan 2009

over areas of south-eastern NSW, particularly Queanbeyan. Furthermore, Canberra Airport is an economic and social gateway for not just the ACT, but the broader region, with further a potential growing role as a support to the increasingly constrained Sydney Airport. This reality was acknowledged by the August 2006 Independent Panel of Inquiry into Queanbeyan land release. The Report of the Panel of Inquiry noted: “It is the Panel’s considered opinion that Canberra International Airport is a significant strategic regional asset and that curfew free operations are important for its continuing contribution to the entire Queanbeyan/ ACT region. If it also succeeds in operating as an adjunct or overflow to the heavily constrained Sydney airports in the future then it could have strategic importance for NSW, beyond the immediate region.” Report of the Independent Panel of Inquiry into land release in Queanbeyan (2006). The 2008 Aviation Green Paper recognised the importance of achieving appropriate land use planning and other noise abatement outcomes for the community. This is to: “enable the maintenance of a north-south and eastwest network of non-curfew airports.” “[…] this is crucial to maintaining access for airlines and airfreight services to major airports such as Brisbane, Cairns, Canberra, Melbourne and Perth.” Commonwealth Government Aviation Green Paper, December 2008. Therefore, the Green paper concludes that “It does not make sense to allow new noise-sensitive developments to occur in areas where they will lead to public concerns that may affect the long-term viability of the airport. In particular, there is every reason to avoid noise sensitive development in green field sites near airport flight paths.” Commonwealth Government Aviation Green Paper, December 2008. This highlights the necessity that Canberra Airport be formally recognised as a key infrastructure asset for the region through the regional integration of planning strategies and that the Airport’s long-term prosperity and growth is protected via appropriate land use planning under Airport flight paths and the provision of appropriate infrastructure links such as roads. Notwithstanding the above, despite many years of good

planning that have protected Canberra Airport’s flight paths from inappropriate development, Queanbeyan Council and Planning NSW have recently endorsed proposals for thousands of homes under Canberra Airport’s flight paths, which if successful, put at risk the ongoing unconstrained aviation growth of the Airport. Queanbeyan City Council also continues to call for a curfew on Canberra Airport that would cause very significant detriment to current and future airport operations. 4.3.1

Sydney-Canberra Corridor Strategy

In July 2008, the NSW Government released its SydneyCanberra Corridor strategy as a “25-year blueprint to guide growth, improve housing affordability and protect valuable natural resources along the regional corridor between Sydney and Canberra.” The Plan identifies the need for an additional 25,200 homes, including 10,000 for Queanbeyan (incorporating both urban infill and greenfields sites), for an expanded population of 46,350 by the year 2031. The Strategy notes that: “Canberra International Airport is a significant asset for the ACT and the Corridor. The Airport provides commercial flights to Sydney, Melbourne, Brisbane, Perth and Adelaide. Regional services are also provided to Newcastle and Albury. The airport contributes to the local economy through movement of people, tourism, employment and freight cartage.” Sydney-Canberra Corridor Strategy (2008). Nevertheless, it is disappointing to note that the Strategy contains proposals, also contained within the 2031 Queanbeyan Residential and Economic Strategy (outlined below at Section 4.3.2) to locate thousands of homes in Queanbeyan under Canberra Airport flight paths. Such an outcome would severely hamper Canberra Airport’s ability to continue to grow and be the significant asset for the region as noted in the Strategy. 4.3.2

2031 Queanbeyan esidential and Economic Strategy

Planning NSW published its review of Queanbeyan’s 2031 Residential and Economic Strategy in April 2007 following a submission from Queanbeyan City Council. Despite acknowledging that “protection of the potential for future growth and development of Canberra Airport needs to be recognised and considered as it is an important piece of

45

regional infrastructure which will continue to contribute to the economic development of the region”, the Strategy appears to be inconsistent with the recognition of the importance of Canberra Airport as a significant regional asset by proposing to place thousands of homes in high aircraft noise areas under Canberra Airport’s flight paths. A revision to this 2031 Strategy, involving approximately 4,500 homes under flight paths, was approved by the NSW Planning Minister, the Hon Kristina Keneally, in December 2008. Canberra Airport has consulted extensively with Queanbeyan City Council and Planning NSW regarding aircraft noise issues, and has worked with the community (especially Jerrabomberra) to minimise the effects of aircraft noise. Indeed, following a request by former NSW Planning Minister Frank Sartor, Canberra Airport engaged independent Planning Consultants Parsons Brinkerhoff to produce a draft report identifying up to 22,000 residential blocks outside high aircraft noise areas to allow for the ongoing growth of Queanbeyan. Canberra Airport will continue to work with the NSW Government and Queanbeyan City Council to ensure inappropriate planning outcomes does not impact on the future growth of the airport and the prosperity of Canberra and the region as a whole. 4.3.3

Queanbeyan Structure Plan

The 2004 Queanbeyan Structure Plan sets out the land-use planning and development blueprint for the Queanbeyan City Council and identifies land directly under Canberra Airport’s flight paths as future residential development. However it is important to note that it was not until 2001 that the Queanbeyan City Council contemplated moving away from its previous policy of restricting residential use under flight paths. The 1974 Queanbeyan Structure Plan states: “It will be necessary to exercise care in the siting of development. Generally, residential areas should be grouped away from major traffic routes and away from the flight path of the approach to Canberra Airport.” Queanbeyan Structure Plan, August 1974. To avoid residential development under the flight paths, the Structure Plan proposed that that industrial and commercial land be located under aircraft flight paths:

“The flight path of the aircraft approaching Canberra Airport [will be] generally over the town centre and industrial areas” Queanbeyan Structure Plan, August 1974. This policy remained and is reflected in the Queanbeyan Structure Plan 1994. The 1994 Structure Plan refers to the “Tralee Industrial Estate Option”, showing areas under the flight paths labeled as “Proposed Urban Industrial (subject to further investigation)”, indicating the Council’s preferred long-term planning for this land. The 1994 also reaffirms the aircraft noise zones of the 1974 plan. Further, in July 2001, the Queanbeyan Council resolved “that the approval be given for the use of up to $30,000 of the $70,000 in the current Management Plan2 for ‘Investigations for future development’ for a new project ‘Preliminary investigations into the future use of Tralee as industrial’” (Queanbeyan City Council Minutes 18 July 2001). The motivation for the departure from the long-term policy of zoning this area under the flight paths as industrial and shifting to a policy of zoning it instead as residential is revealed in the Queanbeyan City 2004 Structure Plan: “The 1994 Structure Plan identified the land known as Tralee near the Hume industrial estate as being suitable for urban or industrial purposes. In 2001, Council resolved to further investigate Tralee for future industrial purposes; however with a change in ownership of the land, Council has since resolved to commence rezoning the land for residential purposes. Development of this land for residential purposes would impact on Queanbeyan’s future good quality industrial land stock.” Queanbeyan City 2004 Structure Plan. As outlined above, and in greater detail in Chapter 14, Canberra Airport continues to vigorously oppose these plans for residential development under flight paths, and will continue to work with Queanbeyan City Council and Planning NSW to prevent inappropriate planning outcomes.

4.4

Cross-border land-use planning issues

Canberra Airport’s location near the ACT/NSW border has created certain land-use planning conflicts, especially in relation to proposed residential developments under Canberra Airport flight paths.

The Queanbeyan City Council had allocated $70,000 for the “Investigation for future development” for the entire City of Queanbeyan (Queanbeyan City Council Management Plan 2001/2002 to 2003/2004), of which $30,000 was allocated to the preliminary investigations into the use of Tralee as industrial.

2

Canberra Airport | Preliminary Draft Master Plan 2009

Notwithstanding a Cross-border Settlement Strategy and Water Strategy agreed between the ACT, NSW and Commonwealth Governments, as outlined above the NSW Government continues to pursue land-use planning outcomes that will be detrimental to not only future residents in NSW but the entire region (including the ACT). In relation to the proposed development of Tralee, the ACT Government has stated: “[…] the ACT Government has no direct control over the development and rezoning process for Tralee [in NSW]. However, the ACT Government’s interest in this matter relates to achieving good planning outcomes for all of the population of the area, irrespective of whether they live in the ACT or NSW, whilst also protecting significant infrastructure assets such as Canberra International Airport and the Hume Industrial Estate from incompatible land uses.” Jon Stanhope MLA, ACT Chief Minister, 24 December 2008. The Commonwealth’s 2008 Aviation Green Paper also highlights the importance of regional integration to protect airports. “it is important that state governments and local governments meet their responsibilities to establish zoning policies, in consultation with airports, that ensure development near airports and under flight paths is compatible with noise exposure.” Commonwealth Government Aviation Green Paper, December 2008. As indicated above, there continue to be issues involved with integrating NSW local planning strategies with the ongoing operations of Canberra Airport. However, Canberra Airport expects that in light of the above Commonwealth policy outcomes, the NSW Government will work with Canberra Airport, the ACT Government and the Commonwealth to resolve land-use planning policies in the vicinity of Canberra Airport. These discussions should commence during the statutory 60-day consultation period of this draft Master Plan.

47

Chapter five

airline growth

Canberra Airport | Preliminary Draft Master Plan 2009

49

Chapter five | Airline growth Passenger numbers continue to rise at Canberra Airport, with ongoing growth expected for the life of the Master Plan. Close to 3 million passengers passed through the Airport during 2008 and this is expected to grow, at conservative mid-range expectations, to around 6.7 million passengers annually within the next 20 years. There are also higher range growth forecasts which would result in 7.5 million passengers annually, in 20 years time. Canberra Airport currently has direct services to all of Australia’s mainland capital cities except Darwin. This equates to 910 airline flights a week. Over and above the capital city services, the Airport also provides direct links to

Newcastle and Albury. Flights to further new destinations are anticipated during 2009. Canberra Airport has actively encouraged the introduction of new airlines to the national capital, believing that competition promotes lower fares, growth and flexibility. It will continue to do so. Canberra Airport also continues to work for the introduction of international services. The Airport believes international services are a reality within the next five years as international terminal facilities are developed.

Canberra Airport | Preliminary Draft Master Plan 2009

Chapter five | Airline growth The global aviation industry has been in a period of constant change over the last decade. The Australian aviation market was severely affected by the collapse of Ansett and its regional subsidiaries, additional security requirements imposed as part of a focus on the risks of terrorism have added additional imposts on passenger travel and recent fluctuations in the oil price and the downturn in the global economy have challenged the airline industry worldwide. All of these factors have weakened potential growth opportunities at Canberra Airport. Nevertheless, new airlines (including low-cost carriers), capacity and frequency increases, lower fares and new routes, as well as the robust growth of the ACT and region economy, has led to improved prospects for the growth of airline services at Canberra Airport. Much like the experience in the United States and in Europe, evidence suggests aviation is undergoing a structural change due to the impact of low airfares, with people travelling by air where they would otherwise have driven or not travelled at all.

5.1

Domestic and regional airlines growth

Over the past 10 years, the Australian domestic and regional aviation market has seen dramatic change. The two most significant changes to the aviation landscape in Australia have been the collapse of Ansett Australia and its affiliate airlines in September 2001 and the commencement of services by low-cost carriers. Prior to Airport privatisation, the 1989 pilot’s dispute also had a massive, but short-term, impact on the domestic aviation market. At the time of the 1999 Master Plan, two full-service airlines and their associated regional subsidiaries carried almost every passenger in the domestic market, operating parallel schedules and achieving a high yield on the business and government dominated routes to and from Canberra. When Impulse Airlines commenced low-cost services to Canberra in June 2000, followed by Virgin Blue in July 2001, heavily discounted seats became available on a regular basis in Canberra for the first time. However the collapse of Ansett in September 2001 caused a reduction in the supply of seats on Canberra routes. These temporary but significant supply cuts were gradually

51

offset by increased competition and the commencement of new routes into Canberra by both Virgin Blue and Qantas. More recently, the commencement of services by Tiger Airways has further stimulated the market with a range of very low fares. The prospect of further competition in the Canberra market by existing and future airlines in the short term is likely to further improve seat supply and air fare affordability. Figure 5.1, shows that despite the ongoing fluctuations in the industry, the long term growth of domestic and regional passengers to/from Canberra Airport remains reasonably constant, with downturns followed by periods of strong growth. The 20-year historic compound annual growth rate for Canberra Airport is a strong 4.8%, notwithstanding the pilot’s dispute and the Ansett collapse. Growth in 2006/07 and 2007/08 were well above the 20-year average and the 4.2% Master Plan growth forecast, although growth may well slow in 2008/09 and 2009/10 due to the current global economic slowdown, bringing growth back towards the 4.2% growth trendline. Figure 5.1 Canberra Airport historic domestic and regional passenger growth 1982-2006 3.0

2.5

MILLIONS

2.0

September 11, Ansett collapse

1.5

1.0

0.0

Pilots dispute 1989/90

1984-85 1985-86 1986-87 1987-88 1988-89 1989-90 1990-91 1991-92 1992-93 1993-94 1994-95 1995-96 1996-97 1997-98 1998-99 1999-00 2000-01 2001-02 2002-03 2003-04 2004-05 2005-06 2006-07 2007-08

0.5

YEAR

Source: Airbiz (2007)

Whilst the availability of discount seats has increased substantially compared to when Qantas and Ansett were the dominant airlines, the lack of intensive low-cost carrier competition in the Canberra market, a shortage of domestic aircraft capacity more generally, and the increased focus by Virgin Blue on the corporate market saw fares increase again somewhat between 2005

and 2007. However, following a softening in the global economy, and the commencement of services by Tiger Airways in February 2008, (who offer a daily services on the Canberra-Melbourne route at ongoing fares as low as $29.95 one way), fares to and from Canberra have reduced substantially. Tiger Airways have announced services on the Canberra-Adelaide route from March 2009, and passenger growth on this route (that has seen slight reductions in capacity over the past 12 months) is expected to be strong. Canberra Airport is also especially committed to attracting Jetstar who operate to 20 cities across Australia, including all other capital city airports and many major regional centres except Canberra. In the past 24 months, most other Australian airports have seen domestic passenger numbers grow faster than Canberra, with much of this growth attributed to the growth of Jetstar and price competition between Jetstar and Virgin Blue (in some cases upwards of 10% p.a. growth). This led to a reduction in the potential tourism benefits to Canberra and the region that might otherwise have been stimulated by this additional capacity and low fares. However, in the past six months this trend appears to be reversing. Airlines that are reducing or at least stabilising capacity elsewhere around Australia (especially lowyielding tourism destinations) are turning to Canberra to introduce additional capacity, given the lower realtive growth over the past 2-3 years and the higher-yield travel potential of Canberra. Levels of business and government travel are expected to remain strong to and from Canberra, whereas some softening may be expected elsewhere around Australia as companies cut travel budgets and the general population reduce discretionary spending (such as flying holidays). 5.1.1

Domestic and regional route network

Canberra Airport’s domestic and regional route network is dominated by two primary routes – Canberra-Sydney and Canberra-Melbourne. Until recently, the vast majority of flights to and from Canberra operated on these two key routes, with passengers travelling further afield transiting at Sydney or Melbourne. Peak period services also operated on the Canberra-Brisbane and Canberra-Adelaide routes.

Canberra Airport | Preliminary Draft Master Plan 2009

Over the past ten years, significant additional capacity has been allocated to the Canberra-Brisbane and, to a lesser extent, Canberra-Adelaide routes, as shown in Table 5.3. Furthermore, since privatisation, two highly successful new routes from Canberra to Perth (Qantas) and the Gold Coast (Virgin Blue) have been commenced. Both of these routes now operate on a daily basis, with further growth in frequency expected. Local airline Brindabella Airlines also now operates services on the Canberra-Newcastle and Canberra-Albury routes in cooperation with Qantas. Canberra Airport today has direct services to all mainland state capitals (Brisbane, Sydney, Melbourne, Adelaide and Perth) and to two key regional centres (Newcastle and Albury) as well as the Gold Coast. Following discussions with current operating airlines, Canberra Airport is also hopeful of attracting services to at least two further destinations during the next three years. Destinations expected to be serviced in the short term (5 year timeframe) include Darwin, Cairns, Hobart, the Sunshine Coast and Townsville. A comprehensive regional hub is also expected in the medium term (likely 5-10 year timeframe), as Sydney Airport is further impacted by capacity constraints and airlines seek alternatives to hubbing regional passengers through Sydney Airport. The regional hub is also likely to include more regional bus services to Canberra Airport facilitating greater access to affordable air services for residents of the broader region. Negotiations are currently underway with the major regional bus operators to commence a regional bus interchange facility at Canberra Airport, as depicted at Figure 5.4. Canberra Airport will continually target the expansion of routes servicing Canberra. Where appropriate, the Airport is able to provide the appropriate financial and other incentives to encourage start-up routes, such as the successful start up of direct flights on the CanberraNewcastle, Albury, Gold Coast and Perth routes. Expected domestic and regional routes are illustrated in Figures 5.2 and 5.3. The expected timetable for these routes is also outlined in Table 5.1. In response to the needs of Airport users (both airlines and the travelling public), Canberra Airport’s long-term aim is to grow the Airport into an international, domestic and regional hub. Business and government travellers, tourists and residents are expected to increasingly demand direct flights to major cities throughout Australia as well as to

major regional centres in south-eastern Australia, enabling a comprehensive route network with increased flight frequencies to be developed over time. This will also allow Canberra to better accommodate significant overflow and bypass traffic from Sydney, which by this time, is expected to be at or near its ultimate capacity. Table 5.1 Target regional and domestic routes, expected commencement timeframe Timeframe

regional

Short Term 5 years

Domestic Darwin Cairns Hobart Sunshine Coast Townsville

Medium Term 5-10 years

Dubbo Bankstown Coffs Harbour Traralgon Wagga Wagga Merimbula Moorabbin Moruya

Avalon Launceston

Long Term 10-20 years

Armidale Tamworth Ballina/Byron Bay Wollongong

Alice Springs

5.1.2

Domestic and regional current and future passenger and aircraft movements

Since 2002, growth on all routes from Canberra has been strong, with the exception of the Canberra-Sydney route. The introduction of low-cost carrier services on the Canberra-Brisbane, Melbourne and Adelaide routes has been a catalyst for this growth. However, the CanberraSydney route, once by far Canberra’s largest route in terms of passengers and flight frequency, declined until late 2007 largely due to the lack of airline competition and consequent modal substitution to travel by road. Indeed in the eight years 1998/99-2006/07, passenger numbers on the Canberra-Sydney route fell, with the small level of growth shown identified in Table 5.3 only achieved over the past 12 months. The route saw shuttle-type services

53

Figure Figure5.2 5.2

PROJECTED PROJECTEDDOMESTIC DOMESTICAIR AIRSERVICES SERVICESFROM FROMCANBERRA CANBERRA DARWIN

CAIRNS TOWNSVILLE

ALICE SPRINGS SUNSHINE COAST BRISBANE GOLD COAST

AUSTRALIA

Legend

PERTH SYDNEY ADELAIDE

CANBERRA

Existing air services Future services within 5 years Future services within 20 years

MELBOURNE AVALON

Note: Note: This This plan plan is is indicative indicative only only -- actual actual developments developments and and the the timing timing and and placement placement of of those those developments developments will will be be subject subject to to demand, demand, detailed detailed planning planning and and the the obtaining obtaining of of relevant relevant approvals. approvals.

LAUNCESTON HOBART

Figure 5.35.3 Figure

PROJECTED REGIONAL AIRAIR SERVICES FROM CANBERRA PROJECTED REGIONAL SERVICES FROM CANBERRA

COFFS HARBOUR

TAMWORTH ARMIDALE DUBBO

NEWCASTLE

SYDNEY BANKSTOWN

WAGGA WAGGA

CANBERRA

WOLLONGONG

Legend Existing regional routes

ALBURY

MELBOURNE AVALON

MORUYA MERIMBULA TRARALGON MOORABBIN

Existing major domestic routes Future routes within 20 years Note: Note: This This plan plan is is indicative indicative only only -- actual actual developments developments and and the the timing timing and and placement placement of of those those developments developments will will be be subject subject to to demand, demand, detailed detailed planning planning and and the the obtaining obtaining of of relevant relevant approvals. approvals.

Canberra Airport | Preliminary Draft Master Plan 2009

Figure 5.45.4 Figure

REGIONAL BUS NETWORK FROM CANBERRA AIRPORT REGIONAL BUS NETWORK FROM CANBERRA AIRPORT

SYDNEY AIRPORT

SYDNEY

MITTAGONG BOWRAL YASS

GOULBURN

KIAMA NOWRA

WAGGA WAGGA

CIVIC

GUNDAGAI ALBURY

WOLLONGONG MOSS VALE

CANBERRA AIRPORT ULLADULLA

QUEANBEYAN BUGENDORE BRAIDWOOD

BATEMANS BAY

COOMA MORUYA

Legend Existing routes

SNOWY MOUNTAINS

BEGA

(SKI RESORTS)

MERIMBULA

In planning Future routes

EDEN

from three airlines in 2000, but by 2007 was down to a single operator. With the recommencement of services on this route by Virgin Blue with Embraer jet aircraft in February 2008, competition has been restored to this important business route, seeing lower fares, additional capacity and, consequently, increased passenger numbers. The 2008 National Visitors Survey shows the direct correlation between air and road transport on the Canberra-Sydney route and high level of modal substitution and clearly highlights the impact of cheap fares – the more cheap fares available, the more trips between Canberra and Sydney are taken by air rather than by road. BITRE statistics show that upwards of 80% of passenger traffic between the two cities travel by road (predominantly car), demonstrating that there is clearly significant opportunity for growth in air traffic if the right conditions exist. Table 5.2 shows year-on-year percentage change in air and road travel between Canberra and Sydney – note the correlation between growth in air traffic and decline in road traffic (and vice-versa). The routes that have seen the biggest percentage growth

over the last eight years are Canberra-Brisbane (258.1% growth) and Canberra-Adelaide (121.7% growth), driven by the increase in the number of seats available on direct services (thus bypassing Sydney and Melbourne as hubs) and the impact of low cost air fares. This has also meant more customers are choosing direct services to their destination rather than taking connecting services via Sydney and/or Melbourne. Passengers on the CanberraMelbourne route have also grown steadily, despite the reduction in passengers transiting Melbourne to onward destinations such as Adelaide and Perth. Qantas have introduced wide-body Boeing 767 aircraft on some peak time Canberra-Melbourne services to cope with strong demand. The two new domestic routes Canberra-Perth (Qantas) and Canberra-Gold Coast (Virgin Blue) have rapidly grown to operate on a daily basis, with further growth in frequency expected. Local airline Brindabella Airlines’ services on Canberra-Newcastle and Canberra-Albury have also proven highly successful with services upgraded from 9-seat Piper Chieftans to 18-seat Metros and now 30-seat Jetstream 41 aircraft.

60 2 000

ued)

40 1 000

20

Per cent share by mode

0

– 74

– 78

– 82

– 86

– 98

– 94

– 10

– 06

– 18

– 22

20

20

20

– 26

0

1

27

23

19

15

– 14

20

20

20

20

19

19

– 02

11

07

03

99

95

91

– 90

19

19

19

19

19

19

79

75

71

– 70

87

83

–3

0 03

55

2

8 97

4 99

1

1

1

–9

8 99

2–

6–

0–

1 20

0 20

0 20

11

07

03

9

5

–9

–9

0 99

6 98

1

1

1

1

1

2 98

1

7

–8

–8

–7

–7

4 97

3

9

5

1

–7

0 97

2

Eastern States–Tasmania Figure 1005.5 Estimates Forecasts Historical and forecast passenger travel between Canberra and Sydney by mode of transport

80

Canberra–Sydney

Car Estimates

40

31

7

0–

2

3 20

Estimates

Rail

8 000

–2

100

Coach

Forecasts

Coach

20

Car

6 000 0

Air

1

8 97

0–

3 20

2

2

2

2

2

2

2

1

1

1

1

1

1

1

31

7

6 02

2 02

8 01

–2

–2

–1

–1

4 01

3

9

5

1

0 01

6 00

2 00

–1

–0

–0

–9

8 99

4 99

7

3

9

5

–9

–9

0 99

6 98

2 98

1

7

–8

–8

–7

–7

4 97

60

3

9

5

71

0– 4 000 97

80

40 20

2 000 0

1 –7

0 97

5 –7

4

7 19

1

8

7 19

8 2–

8 6–

9 4–

9 8–

0 6–

1 0–

1 20

0 20

1 4–

1 8–

2 6–

0

3 0–

20

0 97

4–

7 19

1

Canberra–Sydney 100

Estimates

Forecasts

8–

2–

6–

4–

9 19

8–

2–

11

07

6–

0–

1 20

0 20

0 20

9 19

Foreca

03

99

95

91

0–

9 19

8 19

8 19

7 19

87

83

79

75

1

–7

3

2 20

2 20

1 20

1 20

2 2–

1

7

3

9

5

1

7

3

0 2–

0 20

9 19

9 19

9 19

8 19

8 19

9 0–

9

5

1

7

3

9 –7

Information sheet 26

10 000

6 02

Canberra–Sydney

Air

60

2

Page 5

80 Air

60

Eastern States–Northern Territory

Eastern States–Northern Territory

Car Coach

1 500 40

Estimates

Forecasts

Rail

20 1 200

100

Rail

Coach

Estimates

Foreca

80

Car 1

7

3 20

2

2 6–

2

03

3 0–

9000

Air

70

74

78

– 86

– 90

– 98

– 02

20

20

19

– 06

– 10

– 14

– 18

– 22

1

27

– 26

20

20

20

20

20

23

19

15

11

07

03

99

95

– 94

19

19

19

19

19

19

19

– 82

91

87

83

9 –7

5 –7

1 –7

–3

60

0 03

2

600

40

Source: BITRE Information Sheet 26 (December 2006)

20

300 0 0

1 –7

7 19

7 19

4

5 –7

7 19

8

9 –7

3

8 19

8 2–

7

8 19

8 6–

1

9 19

9 0–

9 19

9

5

9 4–

9 19

9 8–

3

0 20

0 2–

0 20

1

7

0 6–

1 20

1 0–

5

1 4–

1 20

Eastern States–Northern Territory

9

1 20

1 8–

3

2 20

2 2–

2 20

1

7

2 6–

20

3

3 0–

0 71

0–

7 19

75

4–

7 19

79

8–

7 19

83

2–

8 19

87

6–

8 19

91

0–

9 19

99

95

4–

9 19

8–

9 19

03

2–

0 20

11

07

6–

0 20

0–

1 20

2

Canberra Airport | Preliminary Draft Master Plan 2009

Table 5.2 Year-on-year percentage growth for air and road for Canberra-Sydney (year ending March) YEAR

AIR

ROAD

2000-01

25%

-24%

2001-02

-12%

27%

2002-03

2%

-17%

2003-04

-2%

14%

2004-05

23%

-17%

2005-06

-19%

8%

2006-07

18%

-2%

2007-08

2%

-2%

The size of aircraft operating passenger services to Canberra continues to increase. The average size of aircraft operating to Canberra in November 2008 was over 107 seats per aircraft, a significant increase on the average size that was seen during the Qantas/Ansett duopoly days. This is due to larger aircraft on the Canberra-Sydney route (such as new 72 seat Dash 8 Q400s and 78 seat Embraer 170’s) and the increase in higher capacity aircraft, such as 180 seat 737-800s operated by Virgin Blue and A320s operated by Tiger Airways. The average number of seats per aircraft is expected to remain high, especially as low-cost carriers such as Tiger Airways expand, and Jetstar potentially commences operations to Canberra. 5.1.3

Source: National Visitors Survey (2008)

Table 5.3 Canberra’s major routes – passenger growth since privatisation 1998/99

2007/08

GROWTH

Adelaide

93,155

206,529

121.7%

Brisbane

184,582

619,837

258.1%

Melbourne

697,571

1,008,199

44.5%

Sydney

836,122

887,447

6.1%

Source: BITRE (2008)

A total of 894 flights per week or between 138 and 144 flights per weekday link Canberra to these destinations (effective November 2008). This is compared with a total of 754 flights per week in November 2003, as outlined in Table 5.4.

Domestic and regional passenger projections

Over 2.85 million passengers passed through Canberra Airport in 2007/08. This is projected to grow to almost 7.25 million passengers by 2029/30 based on the mid range 4.2% forecast growth rate for domestic and regional passengers. Passenger numbers at Canberra Airport grew 15.5% from 1.825 million in 1997/98 to 2.11 million in 2000/01, due in great part to the establishment of Canberra as a hub by low-cost carrier Impulse Airlines and the associated airfare discounting by all airlines in the market. However, the collapse of Ansett and the consequent reduction in seat availability caused passenger numbers to fall sharply to 1.84 million in 2001/02. Recovery was initially modest as capacity grew slowly, but accelerated throughout 2003 and 2004 through the commencement of services by Regional Express (Rex) and Brindabella Airlines and the rapid expansion of Virgin Blue and Qantas. This growth is expected to continue as international services commence, existing routes see added capacity through increased frequency and/or larger aircraft, and as Canberra Airport targets the commencement of further new routes by new and existing low-cost carriers. Additional route and frequency announcements by airlines, introduction of larger aircraft and previously buoyant

57

Figure 5.6 Passenger numbers on the 4 major RPT routes to/from Canberra for the ten year period 1998/99-2007/08 1,100,000

LEGEND Canberra - Melbourne Canberra - Sydney Brisbane - Canberra Adelaide - Canberra

1,000,000 900,000

PASSENGERS

800,000 700,000 600,000 500,000 400,000 300,000 200,000 100,000 0

98/99

99/00

00/01

01/02

02/03

03/04

04/05

05/06

06/07

07/08

YEAR Source: BITRE (2008)

economic conditions meant that passenger numbers exceeded 2.85 million in 2007/08, a 5.9% increase over 2006/07. The recent slowdown in the global economy is expected to slow growth over the next 12-24 months bringing growth back to the long-term 4.2% growth trendline, although growth is expected to remain positive.

congested Sydney Airport, especially in the last eight years of the forecast period from 2021/22 to 2029/30. This scenario would see overall passenger traffic exceed 8.8 million per annum by 2029/30. The lower level forecast would see total passenger numbers climb to approximately 6.7 million in 2029/30.

Long-term domestic and regional passenger growth has been independently forecast by Airbiz & Canberra Airport to be 4.2% per year to 2029/30, which are the mid-range forecasts. This projection is based on historic passenger growth and expected aviation trends. On this basis, total domestic and regional passengers are projected to exceed 6.8 million per year by 2029/30. This mid-range forecast does not take into account passenger growth associated with relieving traffic at a potentially congested Sydney Airport. Current trends are significantly higher than these forecasts, with passenger numbers in 2007/08 growing by 5.9%. Similarly, the mid-range forecast does not take into account the significant capacity increases by both Virgin and Qantas on their Canberra routes from early 2008 and the commencement of services by Tiger Airways which led to growth significantly above the 4.2% growth trendline.

Worldwide aviation growth and Canberra Global aircraft manufacturer Boeing predicts 5.8% annual passenger growth in the Asia-Pacific for the next 20 years (excluding China, which pushes the number up even higher), with much growth attributed to the booming low-cost airline sector. Airbus predicts 6.2% overall annual growth for the region. Canberra Airport reflects the trend in the region, seeing growth of 5.9% in 2007/08 over the previous year.

Additional upper and lower forecasts are also provided. The upper level forecast is based on a scenario where Canberra Airport attracts some overflow traffic from a

Whilst Australia has already embraced the low-cost carrier concept, Canberra Airport has significant growth potential beyond that of many other Australian airports because it has not yet seen massive growth stimulated by low fares. The recent commencement by Tiger Airways as a true low-cost carrier service to Canberra is expected to be the first of many, and coupled with announcements by both Virgin and Qantas for large capacity increases, is expected to stimulate demand and herald a period of significant growth for the Airport.

Canberra Airport | Preliminary Draft Master Plan 2009

Table 5.4 RPT services to and from Canberra Airport – 2003-2008 Flights per week Nov 2003

Flights per week Nov 2008

Increase

Canberra-Brisbane

92

138

50.0%

Canberra-Sydney

415

396

-4.5%

Canberra-Melbourne

170

243

42.9%

Canberra-Adelaide

33

37

12.1%

Canberra-Perth

0

14

N/A

Canberra-Albury

20

20

N/A

Canberra-Newcastle

22

32

45.5%

Canberra-Gold Coast

2

14

600%

754

894

18.5%

Route

Total RPT flights

Figure 5.7 RPT aircraft movements on the 4 major RPT routes to/from Canberra for the ten year period 1998/992007/08 35,000

LEGEND Canberra - Melbourne Canberra - Sydney Canberra - Brisbane Canberra - Adelaide

30,000

NO. FLIGHTS

25,000 20,000 15,000 10,000 5,000 0

98/99

99/00

00/01

01/02

02/03

03/04

YEAR Source: BITRE (2008)

04/05

05/06

06/07

07/08

59

Figure 5.8 No of seats available on RPT aircraft services on the 4 major RPT routes to/from Canberra for the ten year period 1998/99-2007/08 1,600,000

LEGEND Canberra - Melbourne Canberra - Sydney Canberra - Brisbane Canberra - Adelaide

1,400,000 1,200,000

NO. SEATS

1,000,000 800,000 600,000 400,000 200,000 0

98/99

Source: BITRE (2008)

99/00

00/01

01/02

02/03

03/04

04/05

05/06

06/07

07/08

YEAR

Note that international growth forecasts are discussed at Section 5.2.

is comparable to the 3.3% 20 year historical compound annual average growth rate for Canberra Airport.

As part of their passenger forecast analysis, Airbiz conducted a benchmark study against other Australian Airports and global industry forecasts conducted by Boeing and Airbus. These show that Canberra Airport’s medium growth rate forecast of 4.2% is reasonable. Please refer to Figures 5.9 and 5.10.

These forecasts predict 88,864 domestic and regional RPT movements per annum in 2029/30 an average of almost 243 domestic flights per day compared to approximately 140 today.

5.1.4

Domestic and regional aircraft movement projections

In 2007/08, Canberra Airport saw 39,629 domestic and regional Regular Public Transport (RPT) aircraft movements, an increase of 7.5% over 2006/07. This reflects the significant increase in services commenced by the airlines in the past 12-18 months. Large increases in airline aircraft movements are also expected to be reflected in the 2008/09 figures. Notwithstanding current movement growth figures, growth in domestic aircraft movements is generally expected to be below the growth rate for passengers, reflecting an increase in average aircraft size over time. Airbiz and Canberra Airport forecasts show a 3.4% per annum growth rate for domestic aircraft to 2029/30. This

These mid-range forecasts do not take into account any overflow of movements from Sydney Airport. In the eventuality that some traffic from Sydney is routed through Canberra, domestic, regional and international aircraft movements would exceed those reflected in current mid-range forecasts.

5.2

International growth opportunities

With the construction of a dedicated international processing facility as part of Canberra Airport’s new terminal building, and an ongoing focus by the Commonwealth Government on attracting international services to regional Australian Airports via an unrestricted access regime to foreign carriers, Canberra Airport expects to receive direct international services by mid-2010. Infrastructure requirements to support international passenger services are described at Chapter 9.

Canberra Airport | Preliminary Draft Master Plan 2009

Table 5.5 Forecast passenger numbers at Canberra Airport to 2029/2030 2007/08

2011/12

2016/17

2021/22

2027/28

2029/30

3,215,348 94,349 3,309,697

3,893,191 146,765 4,039,956

4,713,933 213,158 4,927,092

5,930,301 279,552 6,209,853

6,401,885 305,996 6,707,881

(ACTUAL)

Domestic/Regional LOW RANGE International Total

MID RANGE

Domestic/Regional International Total

Domestic/Regional HIGH RANGE International Total

2,850,016 0 2,850,016

2,850,016 3,271,455 4,018,645 4,936,489 6,318,653 6,860,566 0 117, 936 183,456 266,448 349,440 382,495 2,850,016 3,389,391 4,202,101 5,202,937 6,668,093 7,243,061 2,850,016 0 2,850,016

3,386,120 153,317 3,539,437

4,280,641 238,493 4,519,134

5,411,469 346,382 5,757,852

7,461,566 454,272 7,915,838

8,304,910 497,244 8,802,154

Source: Airbiz (2007), Canberra Airport (2009)

Figure 5.9 Boeing and Airbus 20-year global forecast analysis compared with Canberra Airport projection 8

LEGEND Historical Airbus 5.3% growth Boeing 4.8% growth Canberra 4.2% growth

7 6

MILLIONS

5 4 3 2 1

1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027

0

YEAR

Source: Airbiz (2007)

Significant numbers of passengers travelling to and from international destinations currently transit Sydney and Melbourne en route to and from Canberra and the surrounding region. Direct international services would reduce this reliance on transiting at another Australian Airport. Direct international services would also be

expected to stimulate the existing market via reduced fare levels and reduced travelling time to overseas destinations. Direct international passenger flights are expected to initially include flights to New Zealand, followed by flights

61

Figure 5.10 Other Australian airports 20-year global forecast analysis compared with Canberra Airport projection

8

LEGEND Historical Brisbane 5% growth Newcastle 4.9% growth Melbourne 4.5% growth Canberra 4.2% growth Sydney 3.9% growth Adelaide 3.5% growth

7 6

MILLIONS

5 4 3 2 1

1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027

0

Source: Airbiz (2007)

YEAR

to a major Asian hub (eg: Singapore, Hong Kong). Passenger demand is expected to be a mix of business and government travel associated with Canberra’s function as the national capital, tourism traffic and people visiting friends and relatives (both inbound and outbound). The business/government component of the market is highyield traffic, increasing the viability of services for airlines. In the medium term, international flights would be expected to feed into a Canberra Airport regional hub for both regional flights and bus services, significantly increasing the catchment market for such services. The commencement of direct flights from Canberra to New Zealand, the Pacific and Asia is expected over the period of this Master Plan. Airbiz & Canberra Airport forecast 2,493 international aircraft movements using a mix of narrow body (Boeing 737, Airbus A320) and medium wide-body aircraft (Boeing 767, Airbus A330) in 2029/30, an average of approximately seven international movements per day. Flights to New Zealand are expected to initially operate three to five times per week with narrow-body aircraft (Boeing 737/Airbus A320) by mid-2010 and are expected to grow to daily. Services on the Canberra-Auckland route would allow for “one-stop” international flights to Los Angeles, San Francisco and other North and South

American cities via Auckland. Such services are likely to be operated by the Qantas Group, Air New Zealand or the Virgin Group. Prior to the recent financial crisis, detailed discussions were ongoing with several airlines regarding trans-Tasman passenger services. ACT Tourism commissioned a study in 2005 that clearly identified demand for direct flights to a major Asian hub, most likely Singapore or Hong Kong, to provide connections throughout Asia, the Middle East and Europe3. Such flights would likely operate a three to four weekly schedule with a medium-size wide-body aircraft such as Boeing 787 or Airbus A330. Qantas would be well placed to operate such services, but it is seen likely that interest may also come from airlines such as Singapore Airlines and Cathay Pacific. The new breed of low-cost long-haul international airlines such as Air Asia X may also be attracted to Canberra as an alternative to the capacityconstrained Sydney Airport. Further opportunities to Asia may also exist via a narrow body aircraft (such as Airbus A320) service to Asia via a hub in Darwin. In the medium term, further routes to Asian and MiddleEastern hubs, such as Bangkok and Dubai, are likely, as well as to leisure destinations such as Fiji or Bali.

Canberra Airport | Preliminary Draft Master Plan 2009

Table 5.6 Forecast annual aircraft movements at Canberra Airport to 2029/30 2007/08

2011/12

2016/17

2021/22

2027/28

2029/30

36,629 0* 48,947 88,576

47,561 312 48,591 96,464

55,137 730 53,912 109,779

63,919 1,095 56,662 121,676

76,322 1,504 58,383 136,209

80,970 1,672 58,968 141,610

36,629 0* 48,947 88,576

48,681 728 49,740 99,149

57,538 1,248 57,383 116,169

68,008 1,768 60,310 130,086

83,116 2,288 64,021 149,425

88,864 2,493 65,308 156,665

36,629 0* 48,947 88,576

50,985 1,092 53,017 105,094

62,629 1,820 64,503 128,952

76,934 2,548 71,217 150,699

98,474 3,822 78,255 180,551

106,919 4,375 80,752 192,047

(ACTUAL)

Domestic/Regional International LOW RANGE Other Total

MID RANGE

Domestic/Regional International Other Total

Domestic/Regional International HIGH RANGE Other Total

Source: Airbiz (2007), Canberra Airport (2007) * Note that a limited number of international VIP, charter and business jet flights operated to/from Canberra Airport in 2007/08.

The expected routes for international flights are shown at Figure 5.11. The expected timetable for the commencement of these routes is shown at Table 5.7. Note that these timeframes may alter subject to airlines’ commercial priorities and the availability of appropriate international passenger processing facilities. The opportunities that currently exist for international services to Canberra can be compared with the success of Adelaide in attracting direct international services, much of which can be attributed to new terminal facilities. Whilst Adelaide is a city twice the size of Canberra’s population catchment, it is a far lower yield market (more leisure and visiting friends and relatives travel). Nonetheless, in late 2008 Adelaide Airport received ten weekly direct services to Singapore, daily services to Hong Kong and Auckland, as well as four weekly services to Kuala Lumpur and two weekly services to Bali (a total of 30 weekly international passenger departures). As outlined earlier, while current airport facilities may accommodate some limited international flights in the current terminal, major upgrades to allow for departure and arrivals halls with full customs and immigration facilities will be needed to allow for larger capacity or more frequent international aircraft. The construction of the new multi-user domestic/ international terminal, 3

expected to be fully functional in 5 years is expected to be the catalyst for attracting international services.

5.3

Impact of Sydney Airport on passenger growth

The increasing capacity constraints at Sydney Airport in the absence of a second airport and Sydney’s curfew and movement cap further enhance Canberra Airport’s potential as a regional and international airport in the future. Key points include: •

Sydney Airport is expected to be at or near capacity within 20 years, with significant capacity constraints already evident today. As Sydney approaches full capacity, Canberra Airport believes that there is likely to be increasing pressure upon Sydney Airport’s infrastructure, particularly during peak periods. Aviation delays in the Sydney basin are thus likely to become more common and there is likely to be pressure on passengers not commencing or terminating their journeys at Sydney to avoid Sydney airspace. Canberra is well positioned to become a hub for the significant number of passengers who currently have to transfer flights at Sydney;

The Potential Demand for Direct International Flights Between Canberra and Singapore, Access Economics, 29 November 2005.

63

AUSTRALIA

Figure Figure5.11 5.11

PROJECTED PROJECTEDINTERNATIONAL INTERNATIONALAIR AIRSERVICES SERVICESFROM FROMCANBERRA CANBERRA CONNECTIONS TO CANADA

VANCOUVER

TOKYO BEIJING

CONNECTIONS TO EUROPE/ MIDDLE EAST

SHANGHAI CONNECTIONS TO USA/CENTRAL AMERICA

HAWAII

HONG KONG

LOS ANGELES BANGKOK KUALA LUMPUR SINGAPORE

TO DUBAI CONNECTIONS TO PACIFIC/ NORTH AMERICA

BALI

FIJI

Legend

AUSTRALIA

Future routes within 5 years

CANBERRA

CONNECTIONS TO SOUTH AMERICA AUCKLAND

Future routes within 20 years Connecting to onward destination

WELLINGTON CHRISTCHURCH

•

With Sydney Airport’s curfew, Canberra Airport is the only 24-hour Boeing 747 and Airbus A380 capable airport between Melbourne and Brisbane, making it a critical national infrastructure asset; and

Sydney Airport will be located outside the Sydney basin. Whilst the definition of the Sydney basin remains unclear, it has been established that a high-speed rail link will be required to link Sydney with the new airport site.

•

With the upgraded highway to Sydney, a growing bus network linking Canberra Airport with the region and adequately priced and convenient parking arrangements at Canberra Airport, some residents of the Southern Highlands, South Coast and Western Sydney may use Canberra Airport as an alternative to Sydney. This will be further aided through the development in the short term of a regional bus interchange at Canberra Airport.

Canberra Airport submits that the use of an existing major airport facility, such as Canberra Airport, will significantly mitigate the economic cost to the Commonwealth of this infrastructure. For example, the cost of developing a new (greenfields) international airport between Sydney and Canberra, with a dedicated high speed rail link to Sydney, would be substantially greater than extending a high speed rail line to Canberra and utilising existing airport facilities at Canberra Airport.

5.4

Second Sydney Airport

The 2008 Aviation Green Paper highlights the need for a second Sydney Airport to cater for the ongoing growth in aviation demand from the Sydney basin. The Commonwealth has also indicated that a second

Furthermore, a high speed train link to serve a second Sydney Airport in Canberra would not simply serve the needs of the Airport site, as it would at a greenfields Airport site, but would also serve the significant population catchment in and around the ACT.

Canberra Airport | Preliminary Draft Master Plan 2009

Table 5.7 Target regional and domestic routes, expected commencement timeframe Timeframe

TARGETED INTERNATIONAL ROUTES

Short Term

Singapore or Hong Kong Auckland Wellington London and Europe (via Asia) India and Middle East (via Asia) Los Angeles (via Auckland) San Francisco (via Auckland) Santiago (via Auckland)

Medium Term

Hong Kong or Singapore Bangkok Christchurch Denpasar (Bali) Dubai (direct or via Asia) Beijing Shanghai Kuala Lumpur Nadi (Fiji)

Long Term

Hawaii (direct) Tokyo Los Angeles (direct)

65

Chapter six

freight operations

Canberra Airport | Preliminary Draft Master Plan 2009

67

Chapter six | Freight operations Canberra Airport already sees a range of overnight airfreight operations catering to the existing needs of Canberra and the region, as well as a range of other night aircraft movements. As an existing key origin and destination city in Australia’s overnight express airfreight market, curfew restrictions on Sydney are expected to deliver substantial new opportunities for airfreight at Canberra Airport, as an intersection point on the north-south and eastwest freight axes. This key role was highlighted in the Commonwealth’s December 2008 Aviation Green Paper. This Master Plan outlines the expected commencement of an overnight express freight hub at Canberra Airport in response to the needs of the overnight express freight industry and its development over the planning period of the Master Plan. It also foreshadows the commencement of dedicated international airfreighter services to Canberra Airport.

The development of a vibrant airfreight operation at Canberra Airport is expected to deliver very significant economic benefits for the region, including jobs, and open the region up to a broad range of new industry sectors benefiting from being located adjacent to Australia’s key freight hub. This chapter also addresses community concerns with respect to the impact on the community of additional freight activity at Canberra Airport, including aircraft noise and additional road traffic impact. By articulating the noise impact of overnight aircraft operations, this Master Plan makes the community aware of the necessity achieve sustainable long term land use planning outcomes to keep the main flight paths to and from Canberra Airport free from residential development. This Master Plan also outlines Canberra Airport’s commitment to protect residents from overnight aircraft noise through strengthened noise abatement procedures.

Canberra Airport | Preliminary Draft Master Plan 2009

Chapter six | Freight operations “Forty per cent of the value of world trade already goes by air, and the percentage is steadily rising” John D. Kasarda, “New Logistics Technologies and Infrastructure for the Digitised Economy”, 2000 Opportunity for freight at Canberra Airport Due to Australia’s largest airport and primary freight origin and destination, Sydney, being constrained by an overnight curfew, freight airlines have long used inefficient and expensive networks to transport time-sensitive freight around the country. However, with an excellent road connection to Sydney and 24-hour curfew-free status, freight operators are beginning to appreciate the opportunities available at Canberra Airport. Based on highly successful operations at airports in secondary cities in North America and Europe which in some cases see large numbers of nightly freight flights by the likes of DHL, UPS and FedEx to cater for the massive US and European Markets, this Master Plan envisages international, trans-Tasman and domestic freight flights congregating at Canberra (albeit on a smaller scale than seen in the US and Europe), exchanging freight, and departing again to their destination. Freight destined to Sydney (and in some cases Melbourne) would be transferred to trucks enabling express delivery before the commencement of the business day. Airfreight activity accounts for about 30-32% of gross domestic output and value-added by the aviation services industry. Airfreight is becoming more important with the growth in trade, changes in manufacturing processes with time compression of the supply chain, widespread adoption of just-in-time working practices, and an increasing shift to high value, low weight goods as well as services. In a climate of increasing community concern regarding noise, especially at night, the Commonwealth Government in its 2008 Aviation Green Paper has identified the importance of maintaining a network of curfew-free airports, including Canberra Airport, on north-south and east-west axes, to allow for the ongoing successful operation of overnight airfreight and other overnight aircraft operations. The Green Paper also recognises the importance of appropriate land use planning (ie: no noisesensitive developments under flight paths), community consultation and the optimal location of flight paths to ensure these airports remain curfew free. Canberra

69

Airport welcomes this commitment to the maintenance of an effective overnight national aviation capability and believes it can play a central role in achieving the Commonwealth Government’s objectives.

Problems with the current network-based approach include:

6.1

Existing overnight express freight network

6.1.1

Current national overnight express freight network

The current overnight airfreight system comprises a complex network of routes designed around meeting curfew requirements at Sydney Airport, and to a lesser extent Adelaide Airport. The current network-based system is inefficient and reliant on strict maintenance of aircraft schedules to ensure freight is transported across the country in time for the beginning of the next business day. Figure 6.1 is indicative of the current trunk overnight airfreight network operated by the two major overnight airfreight operators, Australian Air Express and Toll Priority.

•

Sydney is Australia’s largest origin and destination for express overnight freight, yet Sydney Airport is curfew-constrained. The curfew restricts the aircraft types able to be operated to the Airport overnight. Larger freight aircraft such as B737 are unable to operate during curfew hours, severely hampering the delivery of overnight freight to Sydney.

•

The lack of daylight savings in Queensland means that for 6 months of the year, the Sydney curfew severely impacts on cut-off times for freight destined to Sydney from Brisbane and elsewhere in Queensland.

•

The BAe146 is designated in legislation as the only jet freighter able to operate to Sydney during curfew hours. This aircraft is currently ageing and is thus more susceptible to maintenance problems and is of lower freight-carrying capacity than more modern freighter aircraft. The Commonwealth has signalled

Figure Figure6.1 6.1

CURRENT AIRFREIGHT FREIGHTNETWORK NETWORK CURRENT OVERNIGHT OVERNIGHT AIR Legend

DARWIN

Existing freight network (major routes only)

CAIRNS TOWNSVILLE

ALICE SPRINGS BRISBANE

AUSTRALIA PERTH

SYDNEY ADELAIDE

CANBERRA MELBOURNE

LAUNCESTON HOBART

Figure 6.2

FUTURE FREIGHT HUB SCENARIO (INDICATIVE ONLY)

AUSTRALIA PERTH SYDNEY ADELAIDE

CANBERRA

Canberra Airport | Preliminary Draft Master Plan 2009

MELBOURNE

LAUNCESTON HOBART

Figure Figure6.2 6.2

FUTURE HUB SCENARIO SCENARIO(INDICATIVE (INDICATIVEONLY) ONLY) FUTURE FREIGHT FREIGHT HUB Legend

DARWIN

Future freight hub network Other freight services

CAIRNS Note: This plan is indicative only - actual developments and the timing and placement of those developments will be subject to demand, detailed planning and the obtaining of relevant approvals.

TOWNSVILLE

ALICE SPRINGS BRISBANE

AUSTRALIA PERTH

SYDNEY ADELAIDE

CANBERRA MELBOURNE

LAUNCESTON HOBART

that it has no intention to review curfew legislation to allow alternative aircraft types to operate during curfew. •

The network-based system requires more aircraft, including less efficient, smaller and older aircraft to operate more flights, hence increasing overall fuel burn, increasing emissions and hence raising the cost of airfreight.

•

The network-based system means that a delay to one key flight can impact the entire system overnight, with significant cost implications to freight operators, who in such cases are often forced to charter alternative aircraft at short notice to meet contractual obligations.

It is noted that express overnight freight is only carried by air where it is not able to be carried by road. Despite the current extensive overnight airfreight network, large numbers of trucks operate to and from capital cities, including Canberra, and major regional centres across the eastern seaboard 24-hours a day, and even to Perth over weekends.

6.1.2

Current overnight freight operations at Canberra Airport

Overnight airfreight to and from Canberra Airport is already a key component of Australia’s express airfreight network. Whilst much of Canberra’s airfreight (as it is across Australia) is carried in the holds of passenger aircraft and on trucks where possible, requirements of business, government and the community dictate that a number of scheduled airfreight operations currently operate each night to and from Canberra. Overnight airfreight carried to and from Canberra includes overnight express freight envelopes, critical medical items such as blood, plasma and radioactive isotopes for cancer treatment, cash for the banking system, diplomatic parcels and newspapers. Current freighter routes include a Toll Express freight service from Bankstown-Canberra-Cooma operating to Cooma each morning and returning to Bankstown each evening. This service is especially targeted at the financial services industry but also carries other freight.

71

In addition to this, a nightly service operates to and from Sydney and a twice nightly service operates to and from Melbourne on behalf of Australian Air Express, carrying all manner of freight. Note that a reduced service is operated on weekends. Freight to other destinations around Australia is transferred at Melbourne onto other freighter aircraft for on-carriage. Table 6.1 provides approximate timings for the current weekday scheduled freighter services, although it is noted that, unlike passenger services, the timings do vary considerably and additional services may be added or existing services suspended at short notice subject to demand. All current services are operated by large piston or smaller turboprop aircraft such as the Metroliner. Furthermore, Canberra Airport also receives other overnight freighter aircraft (such as the BAe146 jet freighter) on an ad-hoc basis where adverse wind conditions or delays prevent these aircraft from operating to Sydney in accordance with strict curfew conditions. Canberra Airport also receives a significant number of other night aircraft operations, including scheduled airline services. For example the daily Virgin Blue Gold Coast service is scheduled to land at Canberra after 11:30pm six nights a week. Table 6.1 Current freighter schedule to/from Canberra Airport (times approximate) ROUTE

DEPART TIME

Bankstown-Canberra

0715

Canberra-Cooma

0730

Cooma-Canberra

1730

Canberra-Bankstown

1815

Canberra-Sydney

2115

Canberra-Melbourne

2145

Melbourne-Canberra

2330

Canberra-Melbourne

0015

Sydney-Canberra

0115

Melbourne-Canberra

0130

It is noted that due to significant noise abatement procedures in place to protect the community from night aircraft noise, no community complaints have been received for many years regarding regular or ad-hoc diversion freight services to and from Canberra Airport or from regular late-night scheduled passenger services. This includes the huge C-17 and C-5 transport aircraft operated by the US Air Force that operated to Canberra at all times of the day and night associated with the 2003 visit of the US President. Noise abatement procedures in place to prevent community noise exposure is discussed in greater detail at Chapter 14. In addition to the express overnight airfreight services, a significant amount of road freight travels to and from Canberra (including overnight) to a variety of destinations including Sydney and Melbourne. Given the reduced cost of road freight over airfreight, road transport will generally be preferred over airfreight where time allows it.

6.2

Regional, domestic and Trans-Tasman Airfreight growth

The Australian Government’s December 2008 Aviation Green Paper advised that it will act to “enable the maintenance of a north-south and east-west network of non-curfew airports” and that this network “is crucial to maintaining access for airlines and airfreight services to major airports such as Brisbane, Cairns, Canberra, Melbourne and Perth.” The Green Paper has also ruled out any changes to current curfew restrictions at Sydney, Adelaide, Gold Coast and Essendon Airports to provide ongoing respite to members of the community surrounding these airports. Recognising the Australian Government’s intentions for an east-west and north-south network, and recognising the reality that an ageing fleet of aircraft and increasing airfreight volumes are impacting on the viability of the current network-based overnight freight system, Canberra Airport believes that it is highly likely that a hub-based airfreight system will be introduced by airfreight operators to satisfy the ongoing requirement for overnight airfreight across Australia. Please refer to Figure 6.3.

Canberra Airport | Preliminary Draft Master Plan 2009

Figure Figure6.3 6.3

NORTH-SOUTH OFOF CURFEW -FREE AIRPORTS NORTH-SOUTHAND ANDEAST-WEST EAST-WESTNETWORKS NETWORKS CURFEW-FREE AIRPORTS

CAIRNS

AUSTRALIA

NORTH-SOUTH CORRIDOR

BRISBANE

EAST-WEST CORRIDOR PERTH

Legend

CANBERRA MELBOURNE

6.2.1

Expansion of overnight airfreight operation: the overnight freight hub concept

Only three hours by dual lane motorway from Sydney, Canberra Airport offers an attractive and cost-efficient alternative: a curfew-free and slot-free airport. It offers existing available apron and warehousing space as well as land area available for freight expansion. It is also centrally located in South-Eastern Australia at the meeting point of the east-west and north-south network of curfew-free airports to provide a hub for both road and airfreight connections to other major centres. It is a central component of the Master Plan (as with the two previous approved Master Plans) that Canberra Airport remains curfew free. The curfew-free status of Canberra Airport and the importance of maintaining this status is also clearly outlined by the Commonwealth in its 2008 Green Paper. Investment in infrastructure at Canberra Airport, especially for freight, has already been and will continue to be made during the life of this Master Plan in reliance on this fact.

North-South corridor East-West corridor

Recognising these advantages, Canberra Airport has been approached by two major domestic overnight airfreight operators regarding the opportunity to develop a domestic hub for overnight airfreight. One of the operators of TransTasman overnight freight have also advised that they are interested in operating their services to Canberra rather than Sydney, especially if a domestic freight network is established. Whilst an exact timeframe is uncertain, it is expected that such a freight hub may commence within five years. It is important to recognise that this proposal is being driven by the users of the Airport – the airfreight operators. It is these operators who will determine when and how a freight hub at Canberra Airport will operate. In transparently setting out a concept proposal in this Master Plan to explain to Airport users and the community how a freight hub may work, it must be acknowledged that this represents Canberra Airport’s best assessment of the likely outcomes of a freight hub, and is therefore not a definitive representation of what might actually occur.

73

However, if the Sydney Airport curfew is relaxed, the levels of airfreight outlined in this Master Plan are likely to be reduced. However, Canberra Airport believes that these two options are unlikely to eventuate in the near future. 6.2.2

Canberra Airport overnight freight hub – initial stages

With the establishment of a freight hub, based on discussions with potential operators, it is expected that the initial phase of the freight hub will commence with 1-3 jets or large turboprop freighter aircraft per night, such as Boeing 737 and ATR-42, growing to five aircraft within 2-3 years of commencement. Figure 6.6 depicts the single event noise contours of a B737-300F operating a freight service from Canberra to a domestic destination. It is noted that noise of this aircraft is generally contained within the High Noise Corridor, avoiding residential areas of the ACT and Queanbeyan (apart from some homes in Jerrabomberra located in the High Noise Corridor). It is noted that these services may replace a number of the existing, smaller, freighter aircraft that currently operate to and from Canberra, especially those services operating to and from Melbourne. Please refer to Table 6.1 for current airfreight schedules. Table 6.2 provides a proposed schedule for the first stage of a freight hub system operating to and from Canberra Airport (based on non-daylight savings time), determined in consultation with a freight operator. It is noted that this schedule is indicative only and is not to be relied upon as it may vary significantly dependant on the commercial requirements of the freight operator. Canberra Airport recognises that older hush-kitted B727 still operate some freight services across Australia and Trans-Tasman. Canberra Airport supports Australian Government initiatives outlined in the Green Paper to phase out these aircraft. It is deemed unlikely (although possible in the short term – indeed from time to time they already land in Canberra on diversion from Sydney) that these aircraft would operate as part of a Canberra Airport freight hub, as it is expected that these aircraft are expected to be retired from the operating freighter fleet in the short term. The initial stages of the freight hub as indicatively outlined at Table 6.2 would be able to be accommodated at 4 5

Data from Toll Holdings, presentation 14 September 2005. Australian Air express data, February 2008 freighter schedule.

Canberra Airport with little or no additional infrastructure. The current Fairbairn apron provides substantial aircraft parking capability and is directly fronted by hangar facilities. Given much of the freight in the first stage of a freight hub is simply exchanged between aircraft or trucks, there are minimal warehouse or other storage requirements associated with the freight operation. Given that the average B-double truck payload is 37 tonnes4 compared with 14.5 tonnes for a B737-300 freighter aircraft5, the number of trucks associated with the first stage of a freight hub is expected to be restricted to between one and three services per weeknight night to Sydney over existing road freight services. It is noted that often volume is more critical than payload for both air and road freight, however the same ratios apply as noted above for freight volume as for payload. Freight transported by road to Melbourne is unlikely to require an additional truck service over existing services. It is also noted that no additional aviation fuel deliveries would be expected to be required to Canberra Airport to accommodate this level of freight operations. Vehicle access to Fairbairn, including for trucks operating to Sydney (and in some cases Melbourne) as part of the first stage of a freight hub, will be via Glenora Drive and onto Pialligo Avenue. Vehicle access from the Pialligo Precinct will be via Pialligo Avenue. Trucks will then access the Federal Highway (with connection to the Barton Highway where applicable) via Majura Road or Sutton Road, remaining away from residential areas at all times. These roads are all designated as heavy vehicle routes and already accommodate large volumes of heavy vehicles on a daily basis. Truck services associated with the initial stages of the freight hub are expected to all operate at night outside peak periods. Please refer to Figure 6.4 for the regional road freight network. 6.2.3

Canberra Airport overnight freight hub – future growth

Following the initial establishment of a freight hub at Canberra Airport, express overnight freight operations at the airport would be expected to grow in the life of the Master Plan.

Canberra Airport | Preliminary Draft Master Plan 2009

Table 6.2 Indicative schedule for initial stages of freight hub AIRCRAFT SCHEDULES

STAGE 1

STAGE 2

STAGE 3

Aircraft1 PER CBR

1900 0200

CBR BNE

0030 0335







2200 0200

CBR PER

0035 0410







2145 2330 0200 0345

MEL CBR MEL HBA

2245 0030 0300 0445





2130 0200

CBR ADL

0030 0400





2200 0115

CBR AKL

2330 0615

CBR Sydney

0030 0515

Aircraft 2 BNE CBR Aircraft 3 HBA MEL CBR MEL Aircraft 4 ADL CBR Aircraft 5 AKL CBR



Truck connection (2x B-doubles) Sydney CBR

2100 0145







Note: ADL=Adelaide, AKL=Auckland NZ, BNE=Brisbane, CBR=Canberra, HBA=Hobart, MEL=Melbourne, PER=Perth

The growth of the overnight airfreight hub beyond the initial stages may occur in any or all of the following ways over the next 20 years: •

•

More direct services to domestic destinations, such as the de-linking of Tasmanian services from Melbourne services, and services to Alice Springs/Darwin and north Queensland. This would be expected to add a further three nightly aircraft operations to the freight hub network, most likely with smaller jet freight aircraft. Addition of direct overnight trans-Tasman to Auckland, with possible future additional connection to Christchurch, involving one to two additional jet services per night.

•

Turboprop and piston-engine freighter services to regional NSW/Victorian destinations replacing services that currently operate directly into Sydney and/or Bankstown Airport. Based on the current regional network operated by one express freight operator from Bankstown, this could involve up to three additional flights per night.

•

The commencement of a parallel freight hub by the second major national overnight freight operator, running approximately parallel schedules to that outlined at Table 6.2. This would be likely to initially involve approximately 3-5 aircraft per night.

•

Commencement of direct international freight services to Canberra to link in with overnight express

75

Figure 6.4 Figure ROAD6.4 FREIGHT NETWORK TO SUPPORT CANBERRA AIRPORT FREIGHT OPERATIONS

D

ROAD FREIGHT NETWORK TO SUPPORT CANBERRA AIRPORT FREIGHT OPERATIONS

MA

JUR

AR

TO MELBOURNE

TO SYDNEY

GUNGAHLIN

n rto Ba y wa gh Hi

King sford Smit h Dr ive

MAJURA PARK

DR

CANBERRA CBD

PIALLIGO PRECICNT AL

LIG

O

CANBERRA AIRPORT

ay W

AV E

Fa irb air nA ve nu e

FAIRBAIRN

A

DR

PI

es rk Pa

TO CANBERRA CITY

MAJURA VALLEY

Maju ra Ro ad

AD

Be lco nn en Wa y

Pa rk w ay

M

FAIRBAIRN GOLF COURSE

BELCONNEN

Tu gg er an on g

NO

A RD

Northbo urne Aven ue

MAJUR

y wa igh lH era d Fe

OR

Pia llig oA ven ue

JURA

GL

WODEN

O AVE

RD

PIALLIG

MA

EN

AIRPORT TERMINAL

FYSHWICK Drive Hindmarsh

MAJURA PARK

MAJURA

Legend

LL

IG

O

AV E

PIA LLIG

EXIT

VE OA

AIRPORT TERMINAL

DR

PIA

GLENORA

GLENORA DR

FAIRBAIRN

PIALLIGO PRECICNT

Current buildings Existing and possible future freight operations

RA

DR

NO

AD

GLE

M

FAIRBAIRN GOLF COURSE

QUEANBEYAN

PIALLIGO

HUME/TRALEE

Current and future ACT and region freight distribution

EXIT

AVE

TUGGERANONG

Local traffic to Fyshwick/Hume possible freight distribution areas Road freight routes to/from Sydney and Melbourne

BRINDABELLA BUSINESS PARK

Future northern access to Majura Road from Fairbairn

PIAL LIGO

GLENORA DR

NO

BRINDABELLA BUSINESS PARK

RD

Highway Monaro

WESTON

AVE

TO QUEANBEYAN

Note: This plan is indicative only - actual developments and the timing and placement of those developments will be subject to demand, detailed planning and the obtaining of relevant approvals.

Canberra Airport | Preliminary Draft Master Plan 2009

freight services. This is described in greater detail at Section 6.3. Table 6.3 provides a summary of estimated growth in overnight airfreight operations as outlined in this Master Plan, along with additional B-double (or equivalent) truck movements, including one additional aviation fuel delivery vehicle6. Note that these figures are estimates based on number of return flights per weeknight and that the 20 year scenario assumes all of the growth scenarios listed above have occurred. Over the 20 year planning period of the Master Plan, it is not expected that the frequency of services on existing routes, as outlined above, will increase. Additional freight capacity is likely to be achieved through the use of larger aircraft, such as B757F or B767F on key routes, and larger turboprop aircraft such as ATR42 on regional freight routes. It is noted that aircraft such as the B757F, whilst larger, have a similar noise profile or are indeed quieter than existing B737F freighter aircraft. Dedicated freight infrastructure is expected to be required to facilitate a growing freight hub, particularly aircraft parking aprons to accommodate the peak overnight hub period. As indicated at Figure 6.5, options for additional freight parking areas include west of the RPT apron, south of the existing Fairbairn apron and east of taxiway Alpha. It is expected that the initial growth phase of freight operations will be west of the RPT apron to provide connectivity with RPT services, which will continue to carry the majority of domestic freight during the day. Additional warehousing and offices will also be required to cater for an increase in the size of a freight hub. Whilst some of this demand will be adjacent to the aircraft parking areas, significant warehouse and office support

functions are able to be housed elsewhere on-Airport or even on land surrounding the airport. Section 6.4 describes regional planning implications in greater detail. Beyond the planning period of the Master Plan, the frequency and size of freight aircraft are expected to grow via increased frequency on existing routes as demand increases beyond aircraft capacity. It is also possible that one or more additional freight operators commence overnight airfreight operations in Australia. Increases in road transport are also expected to match increases in airfreight services. Within the ultimate planning period of the Master Plan (ie: 20 years), up to ten trucks (B-double or equivalent) may operate to Sydney in association with increases in the overnight express freight system, along with 2-3 B-double services per night to Melbourne. Smaller vehicles may also commence regional truck services to complement regional airfreight operations.

6.3

International airfreight opportunities

Whilst the majority of international airfreight continues to be carried in the holds of passenger aircraft, that will continue to use Sydney Airport for the foreseeable future, restrictions on the size of the Sydney Airport site and the Sydney Airport curfew mean that growth of dedicated international freighter services continues to be constrained at Sydney Airport. Dedicated international freighter services are traditionally 24-hour operations, with significant schedule flexibility to accommodate the needs of clients. This nature of operation is not suited to airports constrained both by curfews, slot-restrictions and with limited parking space for freight aircraft.

Table 6.3 Projected growth in overnight freight aircraft operations and associated truck movements

jet aircraft

turboprop piston aircraft

additional trucks

Current

0

5

0

5 years

5

3

2

20 years

15

10

20

timeframe

(inc. aviation movements)

Information provided by refuelling companies advise that a single B-double carrying aviation fuel to Canberra Airport will carry approximately 53,000 litres of aviation fuel, enough to refuel between 20 and 30, B737 aircraft, depending on the aircraft’s final destination. As an example, a 737 travelling to Melbourne generally requires between 1500 and 2000 litres of fuel.

6

77

Canberra Airport as a curfew-free, slot-free international Airport is well placed to provide an alternative to Sydney Airport, given its close proximity to Sydney. Canberra Airport has already been approached by international airlines operating dedicated freight services to Sydney regarding the opportunity to use Canberra Airport. International Airfreight operations run 24-hours a day worldwide and the timings of services to Canberra would be dictated by the schedule constraints of the airlines concerned. Current international freight operations to Sydney operate within Sydney’s curfew constraints; however this would not necessarily continue to be the case should services commence to Canberra Airport. There are currently approximately between 25 and 30 dedicated international freighter aircraft (excluding TransTasman) operating from Sydney each week from a range of different airlines to Asia, the United States and Europe. It is expected that international airfreight services to Canberra will grow gradually, commencing with one airline operating 2-3 weekly B747-400F (or equivalent) services to and from Canberra in the next five years. This number would be expected to gradually increase through the remainder of the life of the Master Plan as other airlines commence services and the frequency of flights increase, although it is not expected that Canberra would attract the entirety of the current Sydney freighter capacity within the life of the Master Plan. Within the 20 year planning period of the Master Plan, Canberra Airport anticipates receiving approximately three widebody international freighter aircraft per day. The maximum freight payload of a B747-400F is approximately 110 tonnes. It is expected that some freight will be directly transferred to other aircraft for transport around Australia, and thus it is unlikely that more than two B-double or equivalent trucks would be required to transport freight from a B747-400F freighter to Sydney. Figure 6.4 confirms the route expected to be taken by truck services, with all trucks operating away from residential areas. Figure 6.7 depicts the single event noise contours of a B747-400F operating a freight service from Canberra to north Asia (eg: Hong Kong, Shanghai). It is noted that noise of this aircraft is generally contained within the eastern and western boundaries of the High Noise Corridor, avoiding residential areas of the ACT and Queanbeyan (apart from some homes in Jerrabomberra located in the

High Noise Corridor) but extends north and south of the High Noise Corridor over predominantly rural areas. Existing apron at Fairbairn is currently able to accommodate B747-400F and equivalent aircraft, and it is expected that this would be sufficient to accommodate aircraft parking requirements in the next five years. As services grow beyond the five year timeframe, additional apron space will be required. Options for additional freight parking areas include west of the RPT apron, south of the existing Fairbairn apron and east of taxiway Alpha. It is expected that the initial growth phase of freight operations will be west of the RPT apron to provide connectivity with RPT services. Please refer to Figure 6.5. Warehouse and office infrastructure will be required in the short term to accommodate the commencement of international freight services, especially with respect to customs and quarantine requirements. This could initially be accommodated in existing facilities at Fairbairn but may require additional facilities to be constructed in the shortmedium term. Some of these facilities may be co-located with facilities supporting the domestic overnight freight hub, although upgraded customs and quarantine facilities and facilities for the international transport of horses and livestock may also be required. Whilst some of this demand will be adjacent to the aircraft parking areas, significant warehouse and office support functions are able to be housed elsewhere on-Airport or even on land surrounding the airport. Section 6.4 describes regional planning implications in greater detail.

6.4

Regional infrastructure and planning implications of freight growth

6.4.1

Road network and road freight

As outlined at Section 6.2, the increases in road freight associated with a freight hub are expected to be limited. In a five year timeframe, it is estimated that 1-3 additional B-doubles or equivalent will operate to Sydney overnight as part of an overnight freight hub in addition to six weekly B-doubles or equivalent based on a three times weekly B747-400F international freighter service. In the 20-year Master Plan planning period, it is expected that 20 B-doubles or equivalent will operate to service the overnight freight hub, with an additional approximately 40 B-doubles or equivalent transporting freight associated

Canberra Airport | Preliminary Draft Master Plan 2009

Figure 6.5 Figure 6.5 AND POSSIBLE FUTURE FREIGHT OPERATIONS AT CANBERRA AIRPORT CURRENT

MA

JUR

AR

D

CURRENT AND POSSIBLE FUTURE FREIGHT OPERATIONS AT CANBERRA AIRPORT

MAJURA PARK

MAJUR

FAIRBAIRN

PIALLIGO PRECICNT AL

LIG

O

AV E

EXI

T

DR

PI

A

TO CANBERRA CITY

OR

DR

AIRPORT TERMINAL

EN

AD

GL

M

FAIRBAIRN GOLF COURSE

PIALLIG O AVE

EXI

T

BRINDABELLA BUSINESS PARK

PIA LLIG VE OA

GLENORA

GLENORA DR

NO

A RD

Legend Current buildings Existing freight and freight hub initial stages within 5 years Possible future freight within 5 years Possible future freight within 20 years

TO QUEANBEYAN

Note: This plan is indicative only - actual developments and the timing and placement of those developments will be subject to demand, detailed planning and the obtaining of relevant approvals.

79

with a three times daily international widebody freighter operation. These truck movements include the additional transport of aviation fuel to Canberra to refuel these aircraft. Trucks operating to Sydney (and in some cases Melbourne), will use Pialligo and Fairbairn Avenues via Majura Road or Sutton Road to access the Federal Highway (with connection to the Barton Highway where applicable), remaining away from residential areas at all times. These roads are all designated heavy vehicle transport routes and already accommodate large volumes of heavy vehicles on a daily basis. Figure 6.4 shows the expected heavy vehicle access routes to and from Canberra Airport. From Fairbairn, trucks will utilise Glenora Drive to access Pialligo Avenue, until such time as a northern access road linking directly to Majura Road is constructed. From the RPT precinct, vehicles will link directly onto Fairbairn to access Majura Road or alternatively onto Pialligo Avenue to link to Sutton Road. Truck services associated with the first stage of the freight hub are expected to all operate at night outside peak periods. Please refer to Figure 6.4 for the regional road freight network. 6.4.2

Economic and land-use planning implications

The development of significant airfreight operations at Canberra Airport will provide substantial benefit to the ACT and region economy, providing not only employment opportunities in the freight and other associated businesses and the broader economy but also improving freight options for local business. The creation of a true freight hub (Australia’s first) with nightly connections to all major Australian cities will also have a much greater long-term benefit to the region by making it the single most attractive region in Australia for any time-sensitive manufacturing, logistics and distribution business to be located. Within 20 years, should a freight hub be established at Canberra Airport, it is expected that around 1,000 people would be employed by the freight industry at and around Canberra Airport, with a further 5-7,000 people employed in associated businesses. The Canberra Business Council has advised that the 7

Canberra Business Council submission on the 2005 and the 2008 Master Plans.

establishment of a freight hub at Canberra “has been supported by the wider business community for a number of years and remains so.”7 The Business Council also raised benefits of a freight hub such as reduced environmental impact, reduced time and costs associated with the freight hub, the limited operational times at Sydney Airport and more convenient scheduling due to 24-hour operation. Strong support has also been provided by the Canberra and Region Chamber of Commerce and Industry. Whilst a freight hub has implications for land use onAirport, significant impacts are also expected off-Airport. Demand for warehousing, freight-forwarding and similar facilities in the vicinity of the Airport will increase as airfreight operations increase. Existing facilities at Fyshwick and Hume are suitably located and well suited to this land use; however it is likely additional land will be required. It is noted that significant new development opportunities for this land use exist in the Majura Valley and Queanbeyan City Council area adjoining the ACT Industrial suburb of Hume, especially given such land use is not impacted by high levels of aircraft noise.

6.5

Community impact of freight growth

There are significant economic and employment benefits of a freight hub for the Canberra and region community, as well as broader benefits for Australian industry and the broader economy. Nevertheless, the concept of a freight hub causes significant concern to some members of the Canberra and region community. Some members of the community have indicated concern about the potential for large numbers of freight aircraft operating at night over their homes and causing disturbance to their sleep, as well as fearing significant additional heavy road traffic associated with a freight hub (both carrying freight and aviation fuel). 6.5.1

Road traffic impact

In response to community concerns, Canberra Airport confirms that the road traffic impact of trucks transporting freight associated with a freight hub and international freight operations is extremely low compared with existing levels of road freight. Furthermore, truck traffic associated with the freight hub will use existing designated heavy vehicle routes and will avoid residential areas. In the short term, a total of 1-3 B-doubles or equivalent per weeknight are expected to operate to Sydney as part of the overnight

Canberra Airport | Preliminary Draft Master Plan 2009

freight hub, in addition to two B-doubles or equivalent per international freight aircraft. In the 20 year planning period of the Master Plan, there are not expected to be more than 20 B-double or equivalent trucks per day including trucks carrying aviation fuel to support the overnight freight hub, with an additional 40 supporting a three times daily international widebody freighter operation. This compares with an average of 1,700 heavy vehicles per day currently using Majura Road and Pialligo Avenues, with similar numbers on other designated heavy vehicle routes around the Airport. Additional commercial and industrial development is expected to be located in the vicinity of Canberra Airport on account of additional airfreight operations at the Airport. This will increase road traffic, both in terms of people travelling to and from work, as well as vehicle movements directly attributable to the industry or development involved. As outlined in Chapter 11, the current and future proposed upgrades to the regional road network are expected to meet demands of users for the planning period of the Master Plan. However, Canberra Airport is committed to continuing to consult with the ACT Government (ACT Roads) via its Airport Roads Forum, as well as with the Queanbeyan City Council and NSW Roads and Traffic Authority to review any additional infrastructure requirements moving forward. 6.5.2

Aircraft noise impact

It is acknowledged that any additional aircraft operations to and from Canberra Airport will bring some additional noise to Canberra Airport. Canberra Airport also acknowledges that the impact of aircraft noise at night has the potential to cause greater impact than aircraft noise during the day. The impact on the community from night freight flights is mitigated by the fact that aircraft can arrive and depart into Canberra Airport without overflying residential areas and that of the 140,000 houses located in Canberra and Queanbeyan, only 600 are located in the High Noise Corridor and less than 800 houses have any meaningful exposure to aircraft noise from regular jet aircraft. Please refer to Figures 6.6 and 6.7 showing the Single Event noise impact of a typical B737-300F operating a domestic night freight service and B747-400F aircraft operating an international freight service to North Asia. These figures demonstrate that no residents within the ACT, and only a

few within Jerrabomberra, will be exposed at any time to noise over 65dBA as part of a freight hub. 6.5.2.1 Protecting the community from adverse noise impact

As outlined in detail in Chapter 14 and depicted in Figures 6.6 and 6.7, 99.5% of the Canberra Community is protected by the Noise Abatement Areas, preventing low-level jet and large turboprop aircraft overflight. Canberra Airport also commits in this Master Plan to seek a complete prohibition of aircraft overflight of the Noise Abatement Areas at night, except where operationally required. This will extend to all operators the terms already agreed to by existing night freight and other operators to provide respite to residents of Canberra and Queanbeyan at night. Canberra Airport will not allow significant night freight operations to commence from Canberra Airport without this protection, either in the form of a Night Noise Agreement (as exists currently) with the individual airfreight operator or in the form of a broader restriction of overflight of the Noise Abatement Areas. This Master Plan proposes such restrictions as follows: •

Between the hours of 11pm and 6am local, no aircraft operating to/from Canberra Airport is permitted to overfly the designed Canberra and Queanbeyan Noise Abatement Areas at any height except where operationally required.

•

Operational requirements include avoiding inclement weather (eg: storm cells), urgent medical transport or in the event of an aircraft emergency.

Chapter 14 also outlines further noise abatement measures in place to protect residents, especially in Jerrabomberra from aircraft overflight, including a night noise abatement procedure to avoid overflight of Jerrabomberra homes where weather conditions permit. Sections 6.2 and 6.3 detail the anticipated levels of aircraft operations associated with airfreight, rising from five aircraft per night currently to approximately nine in five years time. In a 20 year time frame, it is expected that up to 25 aircraft may operate as part of a freight hub. However, as noted earlier, existing and proposed strengthened noise abatement measures are designed to provide maximum possible protection to the community.

81

Canberra Airport B737-300F Single Event Contours Figure 6.6

CANBERRA AIRPORT B737-300F SINGLE EVENT CONTOURS BONNER SUTTON HALL NGUNNAWAL

AMAROOFORDE GUNGAHLIN

NICHOLLS

FRASER

DUNLOP

FLYNN MELBA LATHAM FLOREY HIGGINS

PALMERSTON

SPENCE

CHARNWOOD

HARRISON

EVATT GIRALANG McKELLAR LAWSON

SCULLIN

MITCHELL

KALEEN

PAGE HAWKER WEETANGERA

EAGLE HAWK

WATSON

LYNEHAM

DOWNER HACKETT

BRUCE MACQUARIE ARANDA COOK

DICKSON

O'CONNOR

AINSLIE

WAMBOIN

TURNER BRADDON ACTON

CITY REID CAMPBELL

YARRALUMLA

PARKES RUSSELL CAPITAL

DEAKIN CURTIN

HILL

BARTON

FORREST

KINGSTON

GRIFFITH RED HILL

HUGHES DUFFY WESTON HOLDER LYONS GARRAN RIVETT PHILLIP STIRLING CHIFLEY O'MALLEY CHAPMAN FISHER PEARCE

KOWEN FOREST PIALLIGO

FYSHWICK

NARRABUNDAH OAKS ESTATE SYMONSTON QUEANBEYAN

MAWSON

ISAACS TORRENS FARRER CARWOOLA

KAMBAH JERRABOMBERRA WANNIASSA

FADDEN

HUME

TRALEE

MACARTHUR

OXLEY GOWRIE GILMORE GREENWAY MONASH CHISHOLM ISABELLA PLAINS

GOOGONG

RICHARDSON

BONYTHON

CALWELL

70dBA

GOOGONG DAM 75dBA

THEODORE GORDON

0

1.25

2.5

Runways High Noise Corridor

CONDER BANKS

5 Kilometers

Legend 65dBA

Noise Abatement Area

Church Creek

ACT border Suburbs

05/02/2009

Canberra Airport | Preliminary Draft Master Plan 2009

Figure 6.7

Canberra Airport B747-400F Single Event Contours

CANBERRA AIRPORT B737-400F SINGLE EVENT CONTOURS

Sutton Gungahlin Eagle Hawk Mitchell

Belconnen

North Canberra Wamboin Canberra City Stromlo

Kowen Forest

South Canberra

Western Creek

Woden Valley

Queanbeyan

Jerrabomberra

Carwoola

Tralee Tuggeranong Googong Googong Dam Church Creek Royalla

Tharwa

Legend 65dBA 70dBA 75dBA Runways High Noise Corridor Noise Abatement Area ACT border Suburbs 0

2.5

5

10 Kilometers

05/02/2009

83

Chapter SEVEN

GENERAL AVIATION AND MILITARY OPERATIONS

Canberra Airport | Preliminary Draft Master Plan 2009

85

Chapter seven | General Aviation and military operations General Aviation and military aviation are essential for the ongoing success of aviation in Australia, and the protection of Australia as a nation. As the Airport serving the nation’s capital, the General Aviation and military aviation sectors are key components of the aviation capability of Canberra Airport, and are expected to remain so for the life of this Master Plan.

The expansion of infrastructure catering to General Aviation and military operations will be in response to demand. Through this Master Plan, Canberra Airport has identified a number of development opportunities to support and encourage future growth, including runway, taxiway and apron upgrades and other aviation-related developments.

Canberra Airport | Preliminary Draft Master Plan 2009

Chapter seven | General Aviation and military operations 7.1

General Aviation operations

General Aviation operations continue to constitute a significant proportion of the operations at Canberra Airport, more so than at other capital city airports in Australia. Canberra Airport is committed to maintaining a vibrant General Aviation (GA) sector at Canberra Airport. General Aviation operations at Canberra Airport currently include: •

ACT Emergency Services aviation wing (including a substantial bushfire-fighting fleet in summer)

•

Australian Federal Police (AFP) air wing

•

Pilot training school

•

Aircraft maintenance facilities

•

Significant business jet operations

•

Significant air ambulance operation, with regular services from the Royal Flying Doctor Service, NSW Air Ambulance and Wingaway

•

Aircraft charter operators for passengers and freight

•

Private flying

The General Aviation sector, in particular freight, bizjets, pilot training and emergency services, is expected to grow over the next 5 years. Canberra Airport also believes it is possible to secure a major flight training facility for pilots that would involve a significant increase in General Aviation operations and requirements for aircraft parking aprons and hangars, as well as associated training facilities and dormitory accommodation. This facility would be located in the Glenora or Fairbairn precincts. General Aviation facilities are currently located in the Pialligo Precinct of Canberra Airport, to the west of the passenger terminal, although capacity constraints at the current facility mean that larger GA aircraft operate from the Fairbairn apron. However with growth in General Aviation potentially conflicting with growth in regular passenger and freight operations in the Terminal and Pialligo precincts, and with the provision of, and expected growth in, terminal support services in these precincts, Canberra Airport will continue to talk to, and reach agreement with, users of the Airport to relocate General Aviation from the Pialligo Precinct to Fairbairn or the

87

Glenora Precinct during the life of the Master Plan. Furthermore, Commonwealth Government-imposed aviation security requirements at major Airport have unfortunately imposed a significant cost and inconvenience burden on recreational General Aviation operations. In this heightened security environment, it is noted that the current location of the General Aviation area adjacent to the RPT apron is not appropriate in the long term Canberra Airport also notes private proposals for a separate General Aviation aerodrome or airfield within the ACT. Canberra Airport does not oppose the development of such a facility, provided its location and operations do not interfere in any way with the current and future operations of Canberra Airport and do not direct aircraft noise over residential areas of Canberra and the region. As Canberra Airport’s traffic grows, General Aviation and other smaller aircraft will be restricted during times of high demand as higher capacity aircraft are given priority. This is in line with practices at the majority of other major civil airports in Australia and overseas. Towards the end of the planning period of the Master Plan, a runway parallel to the main Runway 17/35 may be required to cater for growing General Aviation traffic alongside growing airline and other commercial traffic. This parallel runway may be subject to incremental growth as its use extends beyond General Aviation aircraft to larger commercial aircraft beyond the planning period of the Master Plan.

7.2

Military operations

Military aviation has always had a key role at Canberra Airport, originally through the operation of RAAF Base Fairbairn on the north-eastern side of the Airport. Whilst the entire Airport site is now under civil administration, there continues to be a significant military presence at the Airport. The basing of the RAAF 34 Squadron aircraft fleet at Canberra Airport, providing VIP transport operations for Government, provides positive impetus for increased military activity at Canberra Airport in the future. The current 34 Squadron fleet incorporates Boeing Business Jet (B737) aircraft and Challenger 604 corporate jets. It is possible that the Special Purpose Aircraft (SPA) fleet may be increased in size in the future to accommodate increased level of Government SPA operations, possibly

including a larger aircraft to transport Government officials to overseas destinations. Any such increase in the SPA fleet may require additional apron, hangar and office space to be constructed at Fairbairn. Canberra Airport would actively support any increase in military aviation at the Airport, including but not limited to flight training, helicopter operations or other aircraft operations. It is also noted that additional RAAF squadrons or other military aircraft capabilities may be located at Canberra Airport within the planning period of this Master Plan, though the level of any such expansion (if any) is unknown at this time. Qantas Defence Services also operates a heavy maintenance facility for the RAAF C-130 Hercules fleet in the Brindabella Business Park, further increasing military aviation activity at the Airport. It is possible the further expansion of this facility may be required in the future, either adjacent to the current site or elsewhere on the Airport. Ad-hoc RAAF and foreign military aircraft also visit Canberra Airport, either for transport, training or display purposes, including the RAAF’s new ultra-large C-17 fourengined jet transport aircraft. Large US Air Force transport aircraft such as C-17s and KC-10s are also regular visitors to Canberra Airport. Visiting military aircraft generally operate from the 34 Squadron facility, although on occasion additional parking space is required on the civil Fairbairn apron.

7.3

VIP operations

Canberra Airport receives a significant number of visits per year by visiting foreign dignitaries, often using heavy wide-body aircraft. Since the approved 2005 Master Plan, the main Runway 17/35 has been lengthened and strengthened to better cater for these aircraft movements. Visiting VIP aircraft are generally handled from the 34 Squadron facility including the dedicated VIP passenger terminal located adjacent to the 34 Squadron headquarters building. However, at times aircraft must be located on the civil Fairbairn apron to accommodate other aircraft operations from the 34 Squadron facility. It is anticipated that the 34 Squadron facility may be expanded within the life of the Master Plan to accommodate further Australian and Foreign VIP aircraft operations.

Canberra Airport | Preliminary Draft Master Plan 2009

89

Chapter eight

Passenger terminal facilities

Canberra Airport | Preliminary Draft Master Plan 2009

91

Chapter eight | Passenger terminal facilities The Canberra Airport terminal is the public transport gateway to the national capital and surrounding region. In 2008, approximately 3 million passengers passed through the existing terminal building. In 2009 Canberra Airport expects to embark upon a massive new terminal construction program in three stages, with possible future growth opportunities further into the future. The completed new terminal building will for the first time offer dedicated facilities for regular international flights, which are expected to commence in 2010.

New passenger terminal facilities and associated apron parking areas require very significant investment of risk capital by Canberra Airport. Attracting such capital has relied upon the diverse revenue streams that a combination of aeronautical and other development at Canberra Airport has made possible. The development of a new terminal has also only been made possible through the willingness of airline operators to partner with the Airport to share the dream of a worldclass new Airport terminal for Canberra.

Canberra Airport | Preliminary Draft Master Plan 2009

Chapter eight | Passenger terminal facilities 8.1

Current terminal facilities

The current passenger terminal is located to the southwest of the Airport between the Pialligo Precinct and the Brindabella Business Park with new grade-separated road access from Pialligo Avenue. The current terminal comprises a Qantas-owned and operated facility at the western end utilised by Qantas, Qantaslink and Brindabella Airlines and a common-user facility owned and operated by Canberra Airport at the central and southern end of the terminal utilised by Virgin Blue and Tiger Airways. The current combined terminal comprises five contact aerobridges with a total of 12 aircraft parking positions suitable for RPT aircraft ranging from Metro to B767-300ER. The terminal also offers two baggage collection belts (one at each end of the terminal), two security screening points and two banks of check-in counters including electronic check-in kiosks (one bank at each end of the terminal). Existing retail facilities include two cafes, a coffee provider and a newsagent/bookstore. A currency exchange outlet and a range of rental car counters are also provided for passenger use. A number of airline lounge facilities are provided to serve Qantas, Brindabella Airlines and Virgin Blue passengers. To improve terminal facilities in the short term before a new terminal facility is available, a number of upgrade works have recently been completed to enhance facilities in the existing terminal. These include: •

A new coffee shop in the central terminal;

•

New security checkpoints with additional screening lanes for the Common-user and Qantas terminals;

•

An expanded Qantas baggage collection belt;

•

An additional aerobridge, bringing the total to five;

•

A new Qantas business-class lounge facility and expansion of existing Qantas Club facility;

•

A new Virgin Blue lounge facility;

•

Relocation of terminal toilets and offices; and

•

Relocation of taxi rank.

Additional temporary changes have been and will continue

PIA LLIG O

AV E

To Canberra City

To Canberra City

NOMAD DR

RENTAL CARS

TERMINAL CCT

O LLIG PIA

To Queanbeyan

DR GA IN UL

DELIVERY PARKING

TAXI QUEING AREA

O LLIG PIA

TYS ON DR

LONG STAY CAR PARK

EXIT

To Queanbeyan

SHORT STAY CAR PARK

TERMINAL CCT

TER MIN AL CCT

STRUCTURED CAR PARK

EXIT

SITE FOR SOUTHERN TERMINAL CONCOURSE

CANBERRA AIRPORT TERMINAL GROUND FLOOR

CANBERRA AIRPORT TERMINAL TOP FLOOR

Note: This plan is indicative only - actual developments and the timing and placement of those developments will be subject to demand, detailed planning and the obtaining of relevant approvals.

Approved development

Under construction

Current Buildings

Legend

CURRENT TERMINAL CAR PARKS PARKSASSOCIATE ASSOCIATED WITH NEW TERMINAL CONSTRUCTION CURRENT TERMINALFACILITIES FACILITIESINCLUDING INCLUDINGTEMPORARY TEMPORARY ROAD ROAD AND AND CAR WITH NEW TERMINAL CONSTRUCTION

Figure 8.1 Figure 8.1

93

E AV

E AV

Canberra Airport | Preliminary Draft Master Plan 2009

to be made as part of the construction of the new terminal and associated car parks. Many of these relate to the terminal entry and exit roadways and car parks.

8.2

New passenger terminal facilities

The substantial growth in demand for aviation services at Canberra Airport in recent years means the existing terminal facilities are operating beyond capacity at peak periods. In addition, regular international passenger services are not easily catered for in the current terminal. Thus, to allow for future growth, a new integrated terminal facility has been designed on and adjoining the site of the existing terminal, with construction of the new Southern Terminal Concourse expected to commence shortly, notwithstanding the current global economic downturn. The construction of a new Southern Terminal Concourse has been approved and will hopefully commence in 2009. The new entry road system and multi-deck car park adjoining the existing terminal has also been approved and has already commenced construction. Once complete, subject to commercial negotiations and relevant approvals, it is anticipated that a new Western Terminal Concourse will be constructed over the current Qantas terminal, adjoining the Southern Terminal Concourse. It is expected that the existing common-user terminal will be demolished once the Western Concourse is completed. This program of expected works can be described in three stages: Stage 1: construction of a new Southern Terminal Concourse, new entry road system and multi-deck car park adjoining existing terminal Stage 2: demolition of the existing Qantas terminal and construction of a new Western Terminal Concourse, subject to relevant approvals and commercial agreements Stage 3: demolition of existing Common-user terminal, subject to relevant approvals and commercial agreements Each stage is independent of each other and is dependant upon and subject to commercial agreements with airline operators, and the willingness of debt providers to fund the project. The overall terminal concept plan also anticipates future expansion of the passenger terminal to the south and west to meet future demand. A hotel development is also

anticipated in the terminal precinct within the next five years. The approved Southern Terminal Concourse is expected to be completed within two years of commencement of construction. Stage 2 is expected to commence within five years, subject to the relevant approvals and commercial agreements. Stage 3 is expected to follow the completion of Stage 2. Canberra Airport will also shortly extend the current RPT aircraft parking apron to both the south and west to cater for peak demand for airline services. It is expected that these extensions will increase the number of parking positions from 12 to 15, with the capability to expand the apron further to meet future demand. To meet the requirements of the travelling public, the completed terminal, comprising the Southern and Western Terminal Concourses, will comprise of a multilevel terminal building designed and constructed to meet Commonwealth Government building standards and performance levels and any applicable specific Airservices Australia and Civil Aviation Safety Authority requirements. Related facilities and services (including but not limited to lounges, cafes, meeting rooms, offices, storage and shops) will be included in the building to meet the requirements of the airlines, Commonwealth agencies and the travelling public. Passenger arrivals will generally be located on the ground level and departures and airline club lounges will generally be located on upper levels. A two-level road system is under construction to service the terminal and car parks on both the arrival and departure levels (via an elevated roadway). Upon the expected completion of Stage 3 within the next 5 years, current plans indicate that the following amenities for the benefit of the travelling public and other Airport users will be provided: •

Separated departures and arrivals levels with direct road access and access to car parks;

•

Up to two multi-deck car parks with direct access to the arrivals and departures levels;

•

Up to 44 check-in counters;

•

Up to 6 baggage collection carousels;

95

•

Up to 8 contact aerobridges for aircraft (with additional non-aerobridge gate facilities) including for widebody domestic and international aircraft;

•

International processing facilities including border agency facilities and dedicated baggage system;

•

Significant retail and food and beverage outlets; and

•

Airline club lounges on a separate level.

It is noted that this list is indicative and some changes to the listed amenities may result from final design, commercial and economic considerations. Future terminal expansion will allow for further increases in all of these facilities in response to demand, including additional aerobridges, check-in counters, baggage areas and car parks. It is anticipated that in the 20-year planning period of this Master Plan, Canberra Airport may also develop a dedicated low-cost carrier terminal by either constructing a new facility or utilising an existing building. Any such facility may not necessarily be located in or adjacent to the terminal precinct, with potential options in the Majura Precinct or at Fairbairn. Nothing in this Master Plan prevents the use of any building on the Airport in any precinct as a terminal facility, especially as a temporary facility in the event of a security or other disaster.

8.3

Busy hour passenger forecasts

Busy hour forecasts have been prepared based on the expected 4.2% annual growth in Canberra Airport passenger numbers. The forecasts estimate mid-range numbers of 1,995 departing and 2,046 arriving domestic passengers per hour at peak times in 2029/30. The new terminal building has been designed to cater for the expected peak passenger flows at Canberra Airport throughout and beyond the 20-year planning period of this Master Plan.

8.4

RPT apron stand demand

The current peak demand period for RPT apron parking is overnight, with 13 airline aircraft parked at Canberra Airport five nights per week. Other periods of peak activity occur between 8-10am and 4:30-6pm on weekdays and

Sunday afternoons. This level of activity is currently adequately handled on the existing RPT apron with smaller aircraft relocated to the adjacent General Aviation apron, although delays to flights can lead to the apron reaching capacity. An additional temporary overnight aircraft parking bay has been provided at the western end of Taxiway Delta for overnight overflow parking. Additional RPT aircraft apron parking positions will be constructed in 2009 to cater for increased demand. Canberra Airport has also forecast airline aircraft parking stand demand for the planning period of the Master Plan, although it is very difficult to predict the operating patterns of airlines in the long-term. In general terms, frequency of flights at peak period (which already see services from both major airlines to all key destinations) are unlikely to grow at the same rate as other times, with additional capacity met via increased aircraft size and increased offpeak services. Further, with no regular international services currently operating into Canberra Airport, the timing of the international peak relative to the domestic peak cannot be accurately determined. However, when schedules are determined, Canberra hopes to be able to cross-utilise suitable domestic stands for international aircraft. While it is recognised that Code D (eg. B767) aircraft may be operating into Canberra Airport up to 10-15 years into the forecast horizon, it is anticipated that gate planning will generally be based on Code E aircraft (eg. B787) which will progressively replace Code D aircraft. It is also noted that many of the aircraft operating today may be replaced by newer-generation aircraft in the 20-year timeframe.

8.5

Passenger terminal ground transport, car parks and roads

The existing passenger terminal is accessed via Pialligo Avenue, with connections to the regional road network. The main airport entry has recently been upgraded following a joint funding agreement between Canberra Airport and the ACT Government, with a grade-separated intersection separating regional traffic (between Queanbeyan and the ACT) and traffic to and from Canberra Airport. This is discussed in greater detail in Chapter 11.

Canberra Airport | Preliminary Draft Master Plan 2009

Figure 8.2 Figure 8.2 AIRPORT SOUTHERN AND WESTERN TERMINAL CONCOURSES, CAR PARKS AND ROADS IN THE CONTEXT CANBERRA

MA

JUR

AR

D

Canberra Airport OF THE AIRPORT SITE Southern and Western Terminal Concourses, car parks and roads in the context of the Airport Site and Airport Access Roads

MAJURA PARK

A RD

FAIRBAIRN

PIALLIGO PRECINCT AV E

CANBERRA AIRPORT

EX RP PA T NS AP IO RO N N ZO NE

EX PA NS IO N

DA

WESTERN CONCOURSE TERMINAL

TIN

STRUCTURED CAR PARK

LL

AN

E

TE RM IN AL

DR

O

A

LIG

AIRPORT TERMINAL

SOUTHERN CONCOURSE TERMINAL

RPT APRON EXPANSION ZONE

O AVE

TERMINAL EXPANSION

PIALLIG

STRUCTURED CAR PARK

ROAD LAYOUT TO BE RESOLVED

OR

AL

EN

PI

GL

TO CANBERRA CITY

FAIRBAIRN GOLF COURSE

BRINDABELLA BUSINESS PARK

Legend Current buildings Approved development

GLENORA

Future development within 5 years

PIA LLIG

Future development within 20 years

VE OA

Future aviation expansion

GLENORA DR

MAJUR

Under construction Note: This plan is indicative only - actual developments and the timing and placement of those developments will be subject to demand, detailed planning and the obtaining of relevant approvals.

TO QUEANBEYAN

PIA LLIG O

AV E

TERMINAL EXPAN SION

RPT APRON EXPANSION ZONE

DR GA IN UL

To Queanbeyan

STRUCTURED CAR PARK

BU

P TO SS

TER MIN AL CCT

STRUCTURED CAR PARK

ROAD LAYOUT TO BE RESOLVED

W T ES CONERMI TERN COU NAL SO RSE TE UTH CONRMIN ERN COU AL RSE

CANBERRA AIRPORT TERMINAL

CANBERRA AIRPORT CARparks PARKSand ANDroads ROADS– Concept - CONCEPT PLAN Canberra AirportSOUTHERN SouthernAND andWESTERN WesternTERMINAL Terminal CONCOURSES, Concourses, car Plan

Figure 8.3 Figure 8.3

35 7/ Y1 WA N RU Note: This plan is indicative only - actual developments and the timing and placement of those developments will be subject to demand, detailed planning and the obtaining of relevant approvals.

Under Construction

Future aviation expansion

Future development within 20 years

Future development within 5 years

Approved development

Current buildings

Legend

97

O AV BR AY IW X TA

ON NE PR ZO T A ION P R NS PA EX A ELL AB IND R B

O LLIG PIA

O LIG AL PI

T CC

N SIO AN XP E AL IN RM TE

E AV

E AV

Canberra Airport | Preliminary Draft Master Plan 2009

Table 8.1 Domestic Busy Hour Passenger Forecast Year

Arrivals

Departures

2005-06

762

743

2011-12

975

951

2016-17

1,198

2021-22

Annual Growth

Table 8.2 Current peak RPT aircraft parking demand at Canberra Airport

AIRCRAFT

CODE

M

T

W

T

F

S

S

4.2%

B737

C

5

5

5

5

5

3

5

1,168

4.2%

E190

C

2

2

2

2

2

2

2

1,472

1,435

4.2%

E170

C

2

2

2

2

2

2

2

2026-27

1,808

1,763

4.2%

Q400

C

2

2

2

2

1

1

2

2029-30

2,046

1,995

4.2%

J41

B

1*

1*

1*

1*

0

0

1*

Source: Airbiz 2007. Canberra Airport 2009

METRO

B

1*

1*

1*

1*

0

0

1*

The current terminal roads and car parks are temporary in nature to allow the construction of the new Southern Terminal Concourse and first structured car park. Temporary roadway and car park arrangements are expected to be in place for the next 2-3 years as terminal and car park development continues.

Total

13

13

13

13

10

8

13

The new Airport entry road has been designed in the context of the new airport terminal roads, currently under construction. The new terminal roads accessing both the terminal concourses and car parks will include both on-grade and elevated roadways allowing direct, separated, access to both the departures and arrivals levels of the new terminal and structured car parks. The new terminal roadway will be axial in alignment, providing a heightened sense of arrival, as well as preventing the need for passengers and other terminal users to cross the main terminal entry road on arrival or departure, including when accessing the car parks. A structured car park is currently under construction adjacent to the site for the new southern terminal concourse, providing approximately 1,200 covered car park spaces. A second structured car park of similar capacity is planned adjacent to the planned Western Terminal Concourse, with the ability to construct a further two additional structured car parks subject to demand over the next 20 years. Additional on-grade car parking will be available to ensure adequate car park capacity to respond to aviation growth and increased utilisation of Canberra Airport by the population of the surrounding region (who are less likely to use taxi or public transport to access the Airport).

* Aircraft is usually relocated to General Aviation apron for overnight parking

Figure 8.3 shows the planned axial road alignment and location of terminal car parks. Ground transportation options at the current terminal include private cars, taxis, hire cars and a scheduled bus service. Due to an ongoing shortage of taxis in Canberra, there has been a noted increase in the use of other modes of transport to access the terminal, and this is expected to continue in the foreseeable future. Canberra Airport currently subsidises a half-hourly bus service from the Airport terminal to Russell and the City, with reduced service on weekends. Additionally, regional bus services operate from the Terminal to the South Coast and Snowy Mountains. Canberra Airport is currently in negotiations to create a regional bus interchange at Canberra Airport to improve connections to the region. Facilities for this interchange will be provided as part of the new terminal and associated terminal road system. Please refer to Figure 5.4 in Chapter 5. Additional services to a range of Canberra suburbs are operated from the Brindabella Business Park by ACTION, and Canberra Airport is hopeful that these services will also operate from the passenger terminal in the future.

99

Table 8.3 Forecast peak RPT aircraft parking demand at Canberra Airport TYPICAL AIRCRAFT

2008/09 (ACTUAL)

2014/15

2019/20

2024/25

2029/30

E

787/A350

0

0

1

1

1

C

737/A320

0

1

1

1

2

0

1

2

2

3

CODE International

Total Domestic E

787/A350

0

2

3

4

5

C

737/A320

11

11

11

12

12

B*

B1900/J41

2

2

2

1

1

13

15

16

17

18

Total

* Note Code B aircraft are able to be parked and operated from the adjacent GA apron if required

Canberra Airport | Preliminary Draft Master Plan 2009

101

Chapter NINE

Runways and airfield developments

Canberra Airport | Preliminary Draft Master Plan 2009

103

Chapter Nine | Runways and airfield developments Airports provide access for trade, tourism, and community social engagement. Following the commencement of the jet age in the 1960s, which brought air travel to a new level globally, airports have developed into major transport hubs for people and freight.

While runway capacity is adequate for the planning period of this Master Plan, taxiway upgrades are expected in the near future. Planning for a future parallel runway to the east of the Airport is also expected to commence within the planning period of the Master Plan.

The effective and timely delivery of aviation infrastructure at Canberra Airport is important for the ongoing vitality of the national capital and the surrounding region.

The introduction of international services will require a significant upgrade of the existing terminal to accommodate larger numbers of wide-bodied aircraft and the permanent presence of Customs and Immigration.

Airlines dominate demand for airfield facilities at Canberra Airport. However, General Aviation, VIP and military operations, freight and emergency services play an important role at Canberra Airport, and are expected to grow throughout the 20-year life of this Master Plan. Overall aviation demand is also expected to grow steadily during the life of this Master Plan meaning that the airfield will be operating at high capacity during peak periods.

Canberra Airport is also actively pursuing the early introduction of new technologies to improve arrivals and departures during times of low visibility and it continues to work with the airlines on curved approaches to further minimise the impact of aircraft noise.

Canberra Airport | Preliminary Draft Master Plan 2009

Chapter Nine | Runways and airfield developments The runways and associated airfield infrastructure allow the safe and efficient management of aviation and other traffic around Canberra Airport. This infrastructure is planned to be further developed to ensure the continued unconstrained operation of aviation at Canberra Airport.

9.1

Runway and taxiway system demand

Canberra Airport is a 24-hour operating airport, with no artificial operating constraints such as a curfew, a cap on aircraft movements or a slot system. It is an integral part of this Master Plan, as with the current approved Master Plan, that the Airport continues to operate free of any such constraints for at least the duration of the Airport lease. The current demand for airfield facilities is dominated by airline movements, which accounted for 44.7% of total movements in 2007/08. The remainder of movements comprise General Aviation, night freight, emergency services, VIP and military operations. Priority of operation is granted to emergency services, VIP flights and airline operations. Bureau of Infrastructure, Transport and Regional Economics (BITRE) statistics show 39,629 airline movements at Canberra in 2007/08 (increase of 7.5% over 2006-07) with further increases expected in 2008/09 based on current airline schedules. Airservices Australia statistics show 88,576 total movements at Canberra Airport in 2007/08, an increase of 12.9% over 2006/07. The aviation demand profile is predicted to grow steadily around a similar pattern to what is seen today, with a series of peak movement periods in the morning and late afternoon. Peak demand in 2007/08 is approximately 25 movements an hour, the majority of which are airline movements. The current Instrument Meteorological Condition (IMC) and Visual Meteorological Condition (VMC) capacities indicate that the existing system is easily capable of meeting projected demand levels for airline traffic to 2029/30. However, at current peak movement periods, Air Traffic Control has needed to limit the availability of the runway system for some non-airline operations (such as General Aviation flight training and private flying). It is expected in the longer planning periods of this Master Plan that these limitations to non-priority flight operations will be extended as airline traffic grows and peak airline demand periods become longer. This will continue until such time as additional runway capacity is introduced, such as via the construction of a parallel

105

runway (outside the 20-year planning period of this Master Plan). Whilst the runway capacity is expected to accommodate the needs of Airport users in the longer term throughout the 20-year planning period of this Master Plan, taxiway upgrades are expected to be required in the short to medium term. This is expected to initially involve the construction of a northerly extension of Taxiway Bravo with possible high-speed exit taxiways within the next five years and, in the medium term, an upgrade and realignment of Taxiway Alpha along the full length of Runway 17/35 as well as upgrades to the taxiways feeding Runway 12/30 and the RPT apron (such as Taxiways Juliet, Kilo and Charlie). There will also be a need to expand aircraft parking apron capacity to cater for the needs of aircraft operators and in response to the new terminal buildings. An expansion and upgrade of the RPT apron is due to commence shortly, with future apron expansion expected for the RPT, General Aviation and Fairbairn aprons, as well as possible new aircraft apron parking areas.

9.2

Airport ultimate capacity and future new runway requirements

The long-term practical capacity of Canberra Airport’s existing runways (including an extension to Runway 12/30) has been assessed as 282,119 fixed wing aircraft movements per annum. This assessment was compiled by Rehbein-AOS Airport Consulting in 2005 using international models for airport capacity assessments derived using the US Federal Aviation Administration Capacity and Delay Model as detailed in the US FAA Advisory Circular AC150/5060-5 Airfield Capacity and Delay. This assessment was also used in the development of the Ultimate Practical Capacity ANEF provided later in this Master Plan. The practical capacity report was based on the Airport maintaining its current cross-runway capability and assumes that taxiway, terminal and apron capacity is upgraded to meet the needs of this level of capacity. Ignoring any effect on Canberra Airport through meeting the needs of users in Sydney basin, it is projected that this capacity will be reached between 2050 and 2060. However, with the constraints upon Sydney Airport, the significant demand growth in the Sydney basin, and given the population growth in the Sydney-Canberra Corridor,

additional traffic is likely to shift to Canberra, bringing forward the date at which Canberra Airport in its current configuration will reach capacity. In advance of the Airport’s current runway system approaching capacity, and noting the delays to some nonpriority aircraft operations at peak periods, processes will need to be established for the planning of and acquisition of land for a parallel runway during the 20 year planning period of this Master Plan. While the construction of this parallel runway is likely to be beyond the time period of this Master Plan, planning for the runway is likely to take place during this time period. Given that land needs to be reserved for the eventuality of an additional runway, land acquisition should occur well in advance of the Airport reaching capacity. Any operations from such a runway would be desirably designed so that no aircraft operations to or from the runway would pass over existing Noise Abatement Areas. That is, all aircraft to or from the new parallel runway would not need to pass over residential areas of either Canberra or Queanbeyan. It is also noted that a parallel runway would increase the level of aircraft movements and noise levels within the High Noise Corridor over and above that contemplated in the current Ultimate Practical Capacity ANEF scenario.

9.3

Airspace capacity

The airspace surrounding Canberra Airport is capable of supporting the 24-hour operation of the runway system capacity for international, domestic and regional growth in excess of the Airport’s ultimate capacity. It is predicted that the current practice of limiting access to airspace for General Aviation circuit training during peak periods of airline activity by Airservices Australia will be expanded in the future.

9.4

Airport capability to handle international air services

As described in greater detail in Chapters 5 and 8, regular international passenger flights to Canberra are expected in 2010. These will necessitate an investment in the upgrade of the terminal building to provide permanent customs and immigration facilities as well as additional wide-body apron parking capability. These facilities are anticipated as part of a new passenger terminal development that is expected to commence construction shortly. The

Canberra Airport | Preliminary Draft Master Plan 2009

commencement of significant international widebody airfreight services during the life of this Master Plan is also expected. For the introduction of international flights, it is critical that Canberra Airport be fully designated as an unrestricted international airport with full Commonwealth funding of customs, immigration and quarantine services (as occurs at other Australian international airports) from the 2009/10 financial year onwards. Canberra Airport welcomes the Commonwealth Government’s commitment to attracting international flights to regional airports such as Canberra in its 2008 Aviation Green Paper, and its commitment to ensuring that Australia’s border agencies “are positioned to meet both the demands of continuing growth at existing airports and the demands for the provision of border control and security agency services at new international airports.” Canberra Airport thus looks forward to the Commonwealth’s support for full international status and commensurate funding of border control agencies at Canberra Airport. The main runway was strengthened and extended by a further 600 metres in 2006 to accommodate unlimited numbers of wide-body aircraft movements (including VIP aircraft) in the immediate term as well as future international passenger and freight aircraft. These upgrades ensure that the Airport now has the capacity to accommodate fully laden wide-body aircraft operating to Asia–Pacific destinations in addition to trans-Tasman traffic. Canberra Airport has hosted a number of international charter flights, ranging in size from Gulfstream G-V to Boeing 747-400 aircraft. These operations have previously been accommodated on the RPT, General Aviation and Fairbairn aprons, although non-scheduled international services are now generally consolidated on the SPA and Fairbairn aprons. Canberra Airport is also a popular ‘alternate’ airport to both Sydney and Melbourne in the event of weather or other disruptions at these airports. A number of international wide-body aircraft including Boeing 747, Boeing 777 and Airbus A340 aircraft land at Canberra as part of these arrangements.

9.5

Apron capacity

VIP flights, large bizjets, ad-hoc international flights and widebody diversion aircraft are currently accommodated on the adjoining SPA and Fairbairn aprons. The SPA apron also accommodates all military flights, including the RAAF

34 Squadron VIP fleet of aircraft based at Canberra Airport. The Fairbairn apron is also expected to be utilised for an expansion of domestic overnight and possible international airfreight services. An expansion of the SPA facilities may also be required to handle additional VIP aircraft activity, including a possible larger VIP aircraft operated by the RAAF. To meet future demand for apron capacity in the Fairbairn precinct, additional apron capacity is expected to be required. This apron capacity, as well as associated hangars and facilities, will be largely provided due south of the existing Fairbairn apron towards the fire station and east towards Glenora Drive, as well as separate facilities north of the current Belman Hangar (towards the engine run-up bay on Taxiway Alpha). Longer term aviation growth may also take place north of the existing turning node. Airline aircraft parking areas currently accommodate up to twelve scheduled services parked overnight at the RPT apron on a common-user, airport-allocated basis. An expansion of this apron is commencing shortly to accommodate ongoing growth in airline services. Initially, it is likely that this will be both north-west and south of the current apron. Further apron areas will be constructed gradually as and when required, including the linking of the RPT and General Aviation (GA) aprons (including a strengthening of the GA apron). Any construction of a future low-cost carrier terminal at the Airport may also require the construction of associated apron facilities, should the terminal be located away from existing parking aprons. As additional non-RPT aviation demand arises over the 20-year planning period of the Master Plan, such as airfreight, aviation maintenance, General Aviation, military and other ad-hoc aviation activities, there is expected to be additional demand for apron capacity. These users require flexibility as to their ultimate location, but likely locations will be in the Pialligo Precinct, Fairbairn south of the current apron, and north along Taxiway Alpha. General Aviation aircraft parking facilities may also take place in the Glenora Precinct.

9.6

Augmentation of runway and taxiway system

The main runway (Runway 17/35) was extended by 600m in 2006 to a length of 3,283 metres long and 45

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Figure 9.1 Figure 9.1 AND POSSIBLE FUTURE APRON EXPANSION AT CANBERRA AIRPORT CURRENT

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Canberra Airport | Preliminary Draft Master Plan 2009

Figure 9.2 Figure 9.2 FUTURE RUNWAY AND TAXIWAY DEVELOPMENT, NAVIGATION AIDS AND LIGHTING POSSIBLE

possible future RUNWAY AND TAXIWAY DEVELOPMENT, NAVIGATION AIDS AND LIGHTING

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metres wide (with 7.5 metre shoulders) contained within a 150 metre runway strip. It is expected that the Runway 35 threshold will be moved south by 2010 to take advantage of this extra length for landing aircraft. The movement of the threshold, expected to be by up to 450m, will likely be associated with a replacement and upgrade by Airservices Australia of the Runway 35 Instrument Landing System (ILS), in June 2010. Canberra Airport will also work with CASA and major airline operators in the next 12 months to achieve additional takeoff and landing length on Runway 17, using the extended runway length constructed in 2006. Runway 17/35 was also strengthened in 2006 to accommodate unlimited heavy wide-body aircraft movements. It is expected that current infrastructure at Canberra Airport would permit the operation at Canberra of all current and future expected aircraft including the Airbus A380, though this aircraft is not expected to service Canberra on a regular basis during the life of this Master Plan. A major development plan for the runway extension and strengthening, approved in 2004 and as amended in 2006, also provided for the northerly expansion of Taxiway Bravo (to the northern threshold of Runway 17/35) and the expansion of the run-up bay to the north-east of the Airport. Both of these projects are expected to be undertaken in the short term (within five years). In the future it is likely to be necessary to further extend Runway 17/35 to accommodate additional aviation growth and to strengthen and extend the cross runway (Runway 12/30) to provide additional take-off and landing length for regional aircraft in particular. These extensions will require the purchase of additional land, in which case they may be conditional on the purchase of, or rights over, the additional land. Further taxiway expansion will be necessary within the 20-year planning period. This may include (but is not limited to): •

the provision of several high-speed exit taxiways off Runway 17/35 to link with Taxiways Alpha and Bravo;

•

possible turning node towards the southern end of Runway 17/35 and/or taxiway fillet to link taxiway Bravo to the Runway 17/35;

•

the upgrade and realignment of Taxiway Alpha to

meet relevant CASA standards; •

the upgrade of Taxiways Juliet and Kilo;

•

the progressive extension of Taxiway Alpha to the southern end of Runway 17/35;

•

the upgrade and realignment of Taxiway Charlie.

The use of General Aviation mixed with airline operations may necessitate additional run-up bays for General Aviation use and the expansion of the current run-up bay. Expanded operations may also require the installation of dedicated de-icing facilities.

9.7

Enhancement of navigation aids and flight procedures

Substantial upgrades have already been made to approach procedures at Canberra Airport to improve access to the Airport in low visibility conditions, such as fog. Improvements in procedure design have allowed the ‘decision height’ for an aircraft landing on Runway 35 to be safely reduced from 330 feet to 200 feet above ground. This has meant substantially improved operations as aircraft have been able to land safely in all but the worst fog conditions. Furthermore, an upgrade of the Runway 17/35 lighting in 2006 further increased visibility for pilots. Delays due to fog have consequentially dropped substantially, with no major fog delays experienced by aircraft during the whole of 2008. Future navigational equipment will increasingly be based on the use of airborne receivers interpreting signals from satellites and technologies such as Required Navigation Performance (RNP). This trend will extend to precision approaches for runways with the use of a ground-based facility to augment the satellite signal. Canberra Airport is actively pursuing a rapid introduction of this technology to provide enhanced instrument approaches to both runways. An enhancement of the Instrument Landing System (ILS) on Runway 35, instrument Approaches with Vertical Guidance (APV), GPS augmentation devices and provision of new procedures such as RNP will permit lower decision heights allowing aircraft access to the Airport in lower visibility conditions as well as providing curved approaches to provide noise relief to residents currently living under or in the vicinity of aircraft flight paths. A further upgrade of the runway and High Intensity Approach Lighting (HIAL) system is

Canberra Airport | Preliminary Draft Master Plan 2009

expected to enable aircraft to operate under Category II or III precision approach procedures. The Airport is working closely with Airservices Australia, the Civil Aviation Safety Authority, the airlines and the Department of Defence to introduce these procedures. As part of enhancing low visibility operations at Canberra Airport, the current Instrument Landing System (ILS) and associated infrastructure such as approach lighting will be replaced and moved further to the south, as well as the establishment of an ILS or similar aid on Runway 17 to allow landings from the north in low-visibility weather conditions. The movement of the ILS will also likely involve the simultaneous moving of the Runway 35 landing threshold. Further navigation aids may also be established to allow for more flexible flight paths into and out of the Airport. These additional navigation aids may include (but are not limited to): •

Additional runway and approach lighting on both runways and associated taxiway lighting (including Category II/III lighting);

•

Runway Visual Range (RVR) measuring devices, such as transmissiometers;

•

GPS/Ground-based Augmentation System (GBAS) ground stations;

•

Localiser and Glidescope for a Runway 17 ILS;

•

Precision approaches on Runway 12/30; and

•

Any other equipment as required.

Upgraded navigation aids may also allow for the opportunity to operate two or more thresholds at the one runway end using future GPS-based technology. Furthermore, as part of the upgrading of the Instrument Landing System (ILS) the current 150 metre wide runway strip for Runway 17/35 may, should a business case warrant, be expanded to up to 300 metres, either permanently or in low-visibility conditions only. Similarly, as part of the implementation of precision approaches on Runway 12/30, the existing runway strip width of 90 metres may be expanded to 150 metres, either for the full length of the runway, or, more likely, for the eastern end of the runway only. Runway lighting upgrades are also likely to be required

with approach upgrades, including HIAL lighting. This lighting is expected to have minor impacts upon the areas at the ends of each runway. Licenses or approvals may be required for such upgrades if lighting requirements extend beyond the Airport boundary. These land acquisition issues should be resolved and completed in 2009 to ensure no delays to the delivery of these initiatives. New RNP procedures have also facilitated a curved approach for aircraft arriving from the south, thus displacing aircraft traffic overflying Jerrabomberra (at the request of residents) by flying further to the west over rural lands including the rural properties of Tralee and Environa. It is expected that this technology will become widely used over the next five to ten years, with a majority of jet aircraft operating to Canberra utilising these or similar procedures. More information on RNP and the benefits of this technology to the community is provided in Chapter 14.

9.8

Canberra Air Traffic Control tower

A new Air Traffic Control (ATC) tower is planned to be constructed in the short term (five years), following the imminent refurbishment of the existing tower. The new tower will allow for greater flexibility in airspace management and include new state-of-the-art technology. The new tower will be located in accordance with Airservices Australia requirements, but is likely to be positioned to the south-east of the SPA apron. Please refer to Figure 9.2.

9.9

VHST implications

While plans for the construction of a Very High Speed Train (VHST) between Sydney and Canberra were shelved in 1999, it remains possible that a VHST between Canberra and Sydney will become a reality in the longer term. Future expansion may see the train extended to the south to Melbourne. Existing land reserves along the Majura Valley confirm the train’s future terminus at or adjoining Canberra Airport’s terminal, providing for seamless inter-modal connections with domestic, regional and international flights as well as a regional surface transportation network. While the ACT Government’s Spatial Plan shows the VHST terminus in Pialligo, the terminus may be located on the Airport, most likely located near the existing terminal building. However,

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it is not expected that the terminus or tracks will impinge on existing airside areas of the Airport. A VHST would be expected to initially significantly erode Sydney-Canberra air traffic but will have a significant long-term benefit. In particular, it gives Canberra a bigger potential role as Sydney’s second airport, as the travel time between Sydney and Canberra by surface modes of transport decreases significantly from three hours to possibly less than an hour. It has been acknowledged by the Commonwealth that any airport outside the Sydney basin would require a high speed train link. The substantial additional benefits associated with building a VHST to connect an existing major airport facility (rather than a new facility) and an existing substantial population catchment would be expected to significantly reduce the economic cost to the Commonwealth. Certainly, the cost of extending a high speed train from a new airport site between Canberra and Sydney to Canberra Airport would be less than the cost of building the new airport infrastructure. The introduction of a rapid rail system would expect to result in a number of changes to travel patterns for business and industry, including:

for the wide range of upgrades and improvements to aeronautical infrastructure to ensure the Airport caters for the future requirements of civil aviation and other uses of the Airport up to and beyond 2029/30. This section discusses an expected timetable for the implementation of aeronautical infrastructure development over the next 20 years. This implementation will be in stages to meet expected demand and will be subject to separate financial, operational and environmental assessment, as well as full compliance with all planning approvals required under the Airports Act. The timing of developments will be subject to demand. The timing below is indicative and will not limit the timing for development, which may be brought forward or delayed subject to the needs of existing or future Airport users. 9.10.1 Short-term aviation development (current – 2014/15) To facilitate ongoing aviation growth at Canberra Airport, various developments are likely to occur during this period, including: •

movement of Runway 35 threshold by up to 450m to the south, including the movement of runway approach lighting and components of the Instrument Landing System (ILS) glideslope and other navigational aids;

•

short-term diversion of some air travellers to the new rail service;

•

diversion of existing road transport users (car and coach) to the new rail service;

•

extension of takeoff and landing length on Runway 17;

•

stimulation of new business and residential expansion along a high-growth Sydney/Canberra corridor;

•

construction of blast fence(s) or similar device at end of Runway 35;

•

acting as a catalyst to significantly increase flights to Canberra by domestic and international airlines; and

•

•

improving access to Canberra from the immediate region.

construction of an integrated international and domestic multi-user airline terminal, including the provision of Commonwealth funded customs, immigration and quarantine services;

•

construction of additional airline apron capacity to both the south and north-west of the terminal including the strengthening and upgrade of the General Aviation apron;

•

extension of Taxiway Bravo to the northern Runway 17/35 threshold;

•

construction of one or more additional taxiway fillets linking the existing and extended Taxiway Bravo to Runway 17/35 that may include one or more high-

The long-term integration of air, high speed rail and regional bus and coach services presents a unique opportunity to maximise Canberra Airport’s economic contribution to the region. The development of a high speed rail link creates potential to diversify and expand airport business, provide new services and complement the development of other transport modes.

9.10 Implementation Canberra Airport has developed an implementation plan

Canberra Airport | Preliminary Draft Master Plan 2009

speed exit taxiways; •

construction of additional aprons at Fairbairn, including to the south of the existing apron and to the north along Taxiway Alpha, with additional access taxiways;

•

development of aviation facilities along the east side of Taxiway Alpha with associated taxi lanes and aprons;

•

upgrade and/or relocation of the run-up bay;

•

widening and strengthening of Taxiways Charlie, Kilo and Juliet;

approaches (including offset) to all runways, including possible ILS on Runway 17; •

installation of runway visual range (RVR) measuring devices such as transmissiometers on all runways;

•

precision landing systems including GPS-based instrument approaches on all runways including possible additional (second) landing threshold for Runway 35 to facilitate new GPS technology, subject to regulations;

•

provision of a GPS ground station;

•

Category II ILS/GPS on Runways 17 and 35;

•

relocation and construction of a new Canberra Air Traffic Control Tower and possible relocation of the Airport Fire Station;

•

upgrade of runway, taxiway and approach lighting, including possible new High Intensity Approach Lighting (HIAL) for Runway 17;

•

upgrades to tarmacs in all precincts;

•

•

construction of a turning node on Runway 17/35 to facilitate additional runway length for arrivals and departures on Runway 17;

taxiway upgrading and expansion in the General Aviation area;

•

expansion of fuel farm and aviation fuel transfer facilities and possible secondary fuel storage facility at Fairbairn;

provision of an additional Airport entrance to the Brindabella Business Park, Terminal and Pialligo precincts from Pialligo Avenue;

•

construction of an access road across northern end of the Airport linking Majura Road to the Fairbairn precinct;

•

upgrading of landside and airside roads;

•

construction of a hotel in the terminal precinct; and

•

other ongoing developments in accordance with this Master Plan.

•

• •

•

development of new General Aviation facilities in Glenora or Fairbairn precincts; expansion of terminal roads and car park, and expansion of parking facilities for specific users such as taxis, buses, and rental cars; introduction of freight hub facilities including but not limited to aircraft taxiways and parking apron, warehousing facilities;

9.10.2 Medium-term aviation development (2014/15 – 2019/20)

•

movement of General Aviation and light aircraft to another precinct;

In addition to those listed in the short-term, the developments in the medium term are likely to include:

•

development of light aviation airline support and commercial facilities;

•

a correctly aligned and widened Taxiway Alpha along the full length of Runway 17/35;

•

possible decommissioning of the NDB;

•

•

development of Approaches with Vertical Guidance (APV) on Runways 17 and 35 to provide improved approach guidance;

extension of Runway 12/30 to the east and the associated realignment of Glenora Drive, and/or alternative Fairbairn precinct access to the east;

•

upgrade to Category III ILS/GPS on Runways 17 and 35;

•

new precision and non-precision instrument

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•

further expansion of aviation capacity including runway, taxiway and apron works;

•

further expansion of the passenger terminal;

•

additional structured car park for terminal;

•

additional aviation support facilities;

•

further extension of Runway 17/35 to north and/or south;

•

relocation or lowering of Pialligo Avenue to support Runway 17/35 operations and extension; and

•

possible construction of high speed rail link and rail terminus (on-Airport or off-Airport).

9.10.3 Long-term aviation development (2019/20 – 2029/30) Development to complete the vision of this Master Plan will be undertaken during this period. Projects likely to commence in the medium term which will extend into the long term are likely to include: •

refurbishment and/or expansion of the rail/airline terminal;

•

planning, including land acquisition, for a parallel runway east of the existing Runway 17/35. Note that if this or other land is for sale earlier, then it may be purchased and incorporated in the Airport lease earlier;

•

additional aviation support facilities; and

•

upgrade of internal road system in terminal precinct to accommodate high speed rail and other multimodal facilities.

Canberra Airport | Preliminary Draft Master Plan 2009

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Chapter TEN

Development concept and options

Canberra Airport | Preliminary Draft Master Plan 2009

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Chapter ten | Development concept and options High quality planning, stunning urban design and worldclass architecture underpin development at Canberra Airport.

defence and IT hub, the Park has become Australia’s most sustainable business centre, incorporating a number of landmark sustainable buildings.

These design features create a sense of arrival and vibrancy to an airport that is recognised as the major gateway to the nation’s capital city.

Brindabella Business Park is recognised in the ACT Government’s Economic White Paper and Canberra Spatial Plan as a Major Activity Node.

It is this deliberate approach to planning that is enabling the Airport to fulfil its vision as a first class facility serving the region’s growing transport and business requirements.

Canberra’s major industry is Government Administration and private sector office users, mostly serving government. Canberra and region comprises less than 2% of Australia’s population however Canberra’s office stock at 2 million square metres (NLA) comprises 9.2% of Australia’s 21.7 million square metres (Property Council of Australia, January 2009). Canberra Airport has developed 7.7% of Canberra’s office stock at January 2009.

This chapter of the Master Plan examines the wide range of uses available to the Airport to maximise the growth of a range of aeronautical and commercial businesses. The development of the Airport’s various precincts is also outlined. The growth of a lively, flexible and commercial environment is critical to the long-term growth of the Airport as a national gateway. This approach is in line with commercial developments at airports across Australia and the world. Brindabella Business Park is one such example of commercial development. Conceived as an aerospace,

Canberra’s early planners located the Airport close to the city centre and the parliamentary triangle and away from residential areas, giving the Airport a convenient location and scope for long-term sustainability.

Canberra Airport | Preliminary Draft Master Plan 2009

Chapter ten | Development concept and options 10.1 Intended uses of the Airport site A wide range of uses of the Airport site are permitted in this and previous Master Plans in order to achieve Canberra Airport’s vision: Our vision is to develop Canberra Airport as a first-class facility by responding to the needs of business and the community to serve the region’s evolving transportation, business and development needs and to maximise the growth of a wide range of aeronautical and other businesses. The importance of aviation and Canberra Airport’s intent to promote the overall growth of aviation traffic and services should not be underestimated. In addition to these aviation uses, there is clearly a significant demand for additional uses on the Airport site, evidenced by the growth of Brindabella Business Park, Fairbairn and the Majura Park Precincts. Canberra Airport intends to continue with such commercial developments, implicit in which is an extensive range of uses to allow flexibility in planning to cater for changes in future demand. The planning vision for each precinct is outlined in Section 10.2.

10.2 Indicative precinct planning vision Following the privatisation of Canberra Airport in 1998, the Airport obtained approval in the 1999 Master Plan for a wide range of land uses in a variety of different precincts to develop a diverse and vibrant airport. The indicative vision for each of these precincts is presented below to show the potential direction of development for each. Of course, while Canberra Airport may extend, vary or modify its existing buildings within each precinct, it will only undertake such works in accordance with, and after obtaining, all relevant approvals. Some tenants sometimes desire that other tenants not be located in proximity to their tenancy.8 If such a case arises, tenants may be able to negotiate an exclusivity agreement with Canberra Airport to restrict uses surrounding their site on commercial terms. This Master Plan in no way gives any tenants rights beyond those prescribed in their leases and as required by law. Retail is permitted and is intended to take place in Brindabella Business Park, Majura Park and Fairbairn precincts (unchanged from the 1999 Master Plan). Retail is defined, as per the National Capital Plan, as “The selling An example of such a tenant is a retail tenant who desires exclusivity over a certain type of product, or a commercial or Government tenant with specific security needs.

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of goods and providing personal services in any quantity and by any means other than by wholesale and includes retail shops, restaurants, drink establishments, drive-in facilities, bulky retailing, bulk landscape supplies, vehicle sales, service stations, retail plant nurseries and produce markets.” Retail in Majura Park and the Airport terminal will include vibrant retail centres with a full range of uses which may be associated with such centres. Retail in Brindabella Business Park and Fairbairn will mainly provide services and facilities to cater primarily for the workforce. 10.2.1 Airport Terminal and Pialligo Precinct 10.2.1.1 Airport Terminal

The Airport terminal precinct will be the main area for processing arriving and departing passenger movements. This precinct currently handles the vast majority of the passenger movements through Canberra Airport, with a small minority moving through the Pialligo Precinct, and through Fairbairn. The terminal building is currently close to capacity and disjointed as it is split into a common user terminal and a Qantas terminal. Agreement has been reached with Qantas to build a new common user terminal on the site which will meet projected demands for passenger numbers to 2030 and beyond. The terminal design will allow for future additions that can include passenger processing facilities for international flights and the integration of regional carriers in line with the consolidation of Canberra Airport as a regional hub. Like many modern terminals, the terminal will be complemented by a wide range of facilities in the area. These facilities may include services such as but not limited to on-grade and structured car parks, taxi, bus and hire car facilities, feeder ramps, offices, maintenance facilities, food outlets, retail, hotels, showrooms, and conference facilities. The Southern Concourse Terminal and adjoining structured car park are expected to commence construction shortly. Subject to obtaining all approvals, including Major Development Plans, the combined new terminal, new roads and car parks are expected to be completed within the next four years to enhance the quality and capability of the Airport to service the airlines and the travelling public. Over time the Terminal and airline apron will grow towards the Qantas maintenance hangar (9 Brindabella Circuit) in the south and the current General Aviation

Apron to the west. Please refer to Figures 9.1 and 10.2. Further detail on the new terminal is provided at Chapter 8. An area for the development of support activities is provided adjacent to the terminal area, predominantly within the Terminal and Pialligo precincts. Such facilities are designed to cater for services needed by the users and customers of the terminal. Terminal support facilities include, but are not restricted to, airfreight services and support serivces, catering and food outlet services, a hotel (expected within five years), general maintenance and special areas for RPT operations, retail facilities, rental car facilities/maintenance, parking and administration, fuel facilities and other support activities and services necessary for the operation of the terminal and the provision of RPT services. This area is planned to provide a number of sites with direct airside road access, and sites without direct airside access as required. The progressive relocation of airfreight and catering buildings and services to this area has been needed prior to commencement of construction of the terminal works. 10.2.1.2 Pialligo Precinct

The Pialligo Precinct, which currently incorporates much of the General Aviation activity on the airport, is approaching capacity and currently caters for a range of activities for a variety of aviation, office and other uses. The terminal expansion outlined above has meant that much of the land in this precinct is required for airline operations and associated support facilities. This requirement for land within the Pialligo Precinct is likely to develop further as airline operations continue to expand and there is further need for further terminal and apron expansion. It should be noted that land within the precinct is limited due to the proximity of Pialligo Avenue, and the short distance between Runway 12/30 and Pialligo Avenue, refer Figures 9.1 and 10.2. The objective is to create an attractive landscaped setting for the growth of a wide range of businesses in the Precinct area. New buildings will be of a high quality character similar to the existing higher quality buildings in the Pialligo Precinct. Landscaping in the Pialligo Precinct largely requires upgrading to a higher character with the removal of existing trees and their replacement with younger, more durable, stock. This area will be developed

Canberra Airport | Preliminary Draft Master Plan 2009

Figure 10.1 Figure 10.1 AIRPORT MASTER PLAN CURRENT INFRASTRUCTURE CANBERRA

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further to open up a range of sites and to further expand activity. As part of this redevelopment, the main access route through the Pialligo Precinct may be realigned to the east along the existing alignment of Drake Street. Landmark, larger scale, commercial buildings may also be developed, including at the current gateway to the Airport and at the corner of Pialligo and Fairbairn Avenues. As pressure develops on existing sites, further sites will also be opened up in other precincts to allow for greater growth and the expansion of aviation operations. As previously discussed, freight and other support services are likely to become an increasingly large use for this area as the Airport develops as an important freight hub in the context of an evolving East Coast Airfreight Network (refer Aviation Green Paper December 2008) and as the proposed new terminal is developed and completed. The southern half of this Precinct presents opportunities to develop an ‘airport park’ commercial zone providing a new, attractive frontage to Pialligo Avenue between Fairbairn Avenue and the entrance to the Airport.

Future road access to the Pialligo Precinct is likely to be made from Pialligo Avenue associated with the new Terminal and to Fairbairn Avenue in response to the current road upgrades. The range of land use opportunities forecast for the Airport Terminal and Pialligo Precinct within the next 20 years are as set out in Table 10.1. 10.2.2 Brindabella Business Park Development of a vibrant, flexible and supportive commercial environment is essential to the long-term growth of Canberra Airport as a commercial entity. Commercial development generally associated with airports throughout Australia and overseas and permitted at Canberra Airport includes but is not limited to hotels, conference centres, service stations, food and beverage outlets, retail, offices, reservation centres and business park. Brindabella Business Park has allowed a significant

Table 10.1 Airport Terminal and Pialligo Precinct: indicative land use table

Category

Permitted and Intended Uses Include

Transport Facility

Airport and aviation uses

Freight Transport Facility

Air/Road Freight Terminals and Depots, Management/Distribution/ Handling, Storage, Warehouse

Industry

Environmental, In Bond/Tax Free Zone, Food and Beverage

Facilities to Public, Tenants and Staff

Food and Beverage Sales, Personal Service Establishment, Retail, Offices, Financial Establishment, Communication Facility, Cultural Facility, Club, Consulting Rooms, Community Facility (including childcare), Wholesale

Commercial Accommodation and Tourist Facility

Hotel/Motel, Food and Beverage, Functions, Seminars, Service Station

Defence Installation

Defence Offices and Facilities Sales and Service of Defence Products

Broadacre

Broadacre

Advertising

Interior and External Signs, Marketing Products and Services

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AIRPORT TERMINAL Airport TerminalAND andPIALLIGO PialligoPRECINCT Precinct

Figure 10.2 Figure 10.2

POTENTIAL ROAD ALIGNMENT

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STRUCTURED CAR PARK

ON E PR ZON TA N RP NSIO PA EX

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ROAD LAYOUT TO BE RESOLVED

STRUCTURED CAR PARK

SOUTHERN CONCOURSE TERMINAL

WESTERN CONCOURSE TERMINAL

AIRPORT TERMINAL

PI AL L O IG E AV

Note: This plan is indicative only - actual developments and the timing and placement of those developments will be subject to demand, detailed planning and the obtaining of relevant approvals.

Potential future road alignment

Future aviation expansion

Proposed developments within 20 years

Proposed developments within 5 years

Approved development

Under construction

Current Buildings

Legend

Canberra Airport | Preliminary Draft Master Plan 2009

123

diversification of the uses across Canberra Airport. Brindabella Business Park was conceived as an aerospace, Defence and IT hub and has developed into a multi-use zone, largely for a wide range of office accommodation but also for a range of uses such as small scale retail, aircraft maintenance and other services. Brindabella Business Park has developed since its inception in 2000 into Australia’s most sustainable business park, and incorporates a number of landmark sustainable buildings. It is now part of the Canberra Airport major activity node as outlined by the ACT Government in the Economic White Paper and the Canberra Spatial Plan.

Other Use offices permitted under Broadacre) would not exceed 120,000m2 NLA. This control may be reviewed in or after 2010 as a minor amendment to the Master Plan, or at any time as part of a new Master Plan. The range of land use opportunities forecast for Brindabella Business Park within the next 20 years are as set out in Table 10.2. 10.2.3 Majura Park

Brindabella Business Park is approaching its current planned capacity, with opportunities now available for the development of up to three additional buildings of a similar scale to the existing buildings. Please refer to Figure 10.3. Additional parking may be provided by way of structured car parks on the existing car parks if required.

Majura Park currently contains a variety of retail services, including a shopping centre and supermarket, as well as a major office park. The focus for the Precinct has been for destinational and local workforce retail uses and large scale offices. This Master Plan confirms that Majura Park will be the only Airport precinct, external to the passenger terminal retail area, with a shopping centre (incorporating a large number of small tenancies) over 5,000m2 Gross Lettable Area (GLA).

It is acknowledged in this Master Plan that office use in Brindabella Business Park (excluding Primary Use and

Majura Park will form a commercial hub for Canberra Airport. The vision for this precinct is for a mixed use

Table 10.2 Brindabella Business Park: indicative land use table

Category

Permitted and Intended Uses Include

Transport Facility

Airport and aviation uses

Freight Transport Facility

Air/Road Freight Terminals and Depots, Management/Distribution/ Handling, Storage, Warehouse

Industry

Environmental, Food and Beverage

Facilities to Public, Tenants and Staff

Food and Beverage Sales, Personal Service Establishment, Retail (small scale), Offices, Financial Establishment, Communication Facility, Cultural Facility, Club, Consulting Rooms, Community Facility (including childcare)

Commercial Accommodation and Tourist Facility

Hotel/Motel, Food and Beverage, Functions, Seminars, Service station

Defence Installation

Defence Offices and Facilities, Sales and Service of Defence Products

Broadacre

Broadacre

Advertising

Interior and External Signs, Marketing Products and Services

BRINDABELLA BUSINESS BRINDABELLA BUSINESSPARK PARKPRECINCT Precinct

Figure 10.3 Figure 10.3

Note: This plan is indicative only - actual developments and the timing and placement of those developments will be subject to demand, detailed planning and the obtaining of relevant approvals.

Future aviation expansion

Proposed development within 5 years

Approved development

Under construction

Current Buildings

Legend

Canberra Airport | Preliminary Draft Master Plan 2009

125

area, capitalising on the retail and office opportunities that exist for the Precinct, and developing Majura Park as a vibrant, exciting business, office, industry, leisure and retail zone. This will become a signature development and will provide a striking and distinctive contemporary design. Buildings will be set behind major walkways or landscaped settings, with large amounts of car parking to allow for the variety of uses. Access to the Precinct is from Majura Road. Please refer to Figure 10.4. Majura Park may also be developed over time to include aviation and aviation support facilities to respond to the needs of aviation users. The range of land use opportunities forecast for Majura Park within the next 20 years are as set out in Table 10.3. 10.2.4 Fairbairn precinct Fairbairn is comprised largely of the land occupied by the former RAAF Base Fairbairn. The base was vacated by the Department of Defence in May 2004, with the exception

of the 34 Squadron Special Purpose Aircraft fleet. Since that date, the focus has been on the rejuvenation of the Precinct, the refurbishment of the useable buildings in Fairbairn and the development of additional major uses such as a number of office buildings. Future land purchases or rights to the north, east, or north-east will be incorporated in this Precinct (note that any development on these lands is conditional upon purchasing the land, obtaining a lease over the land or obtaining consent from the landholders or leaseholders). The Department of Defence and the Commonwealth Government (when in opposition) publically canvassed the opportunity of selling Fairbairn Golf Course which directly adjoins Fairbairn. The Airport has expressed an interest in purchasing the Commonwealth interest in the golf course and entering into a lease with the golf club. The ongoing compatible use of this land, which expanding Airport operations outlined in this Master Plan is important so as not to conflict nor constraint aviation growth. Fairbairn is currently accessed from Pialligo Avenue to the

Table 10.3 Majura Park: indicative land use table

Category

Permitted and Intended Uses Include

Transport Facility

Airport and aviation uses

Freight Transport Facility

Air/Road Freight Terminals and Depots, Management/Distribution/ Handling, Storage, Warehouse

Industry

Environmental, In Bond/Tax Free Zone, Food and Beverage

Facilities to Public, Tenants and Staff

Food and Beverage Sales, Personal Service Establishment, Retail (including shopping centre), Offices, Financial Establishment, Communication Facility, Cultural Facility, Club, Consulting Rooms, Community Facility (including childcare), Wholesale

Commercial Accommodation and Tourist Facility

Hotel/Motel, Food and Beverage, Functions, Seminars, Service Station

Defence Installation

Defence Offices and Facilities, Sales and Service of Defence Products

Broadacre

Broadacre

Advertising

Interior and External Signs, Marketing Products and Services

UE

MAJURA PARK PRECINCT MAJURA PARK Precinct

MU STA NG

AV EN

UE

MA

AD RIV E

JUR AR OA D

CAT ALIN

LANCASTER

DAKOTA DRIVE

CATALINA DRIVE

DRIVE

WELLINGTON PLACE

Figure 10.4 Figure 10.4

Note: This plan is indicative only - actual developments and the timing and placement of those developments will be subject to demand, detailed planning and the obtaining of relevant approvals.

Future aviation expansion

Proposed development within 5 years

Approved development

Under construction

Current Buildings

Legend

Canberra Airport | Preliminary Draft Master Plan 2009

TER PL LANCAS

ACE

SPITFIRE AVENUE

GA VEN

MU STA N

127

south via Glenora Drive. This Master Plan also proposes a second access road from Majura Road to the north as indicated in Figure 11.12. For this new access road to be built, land is expected to be acquired from the Commonwealth. This is expected to happen in the short term.

•

The renewal of primary infrastructure services and the provision of new infrastructure as required;

•

The refurbishment and/or adaption to new use of over 40 buildings (including adaptive reuse of six buildings of heritage interest); and

Fairbairn urban character and historic value

•

The construction of five new buildings.

With the recent upgrades to the landscaping and the rejuvenation of gardens and main avenues, Fairbairn now has an outstanding urban character and a unique manicured feel. Over time, the landscaping will develop a more urban feel as the number of people using Fairbairn increases.

The preliminary assessment from Graham Brooks and Associates has indicated elements that demonstrate direct contribution to Commonwealth heritage values and retain the ability to demonstrate significance. These elements include (but are not limited to) the roadway layout with axial alignment, the avenue of trees along the primary roadways, the open campus style development character, and the relationship of development and aviation activities.

Elements of the Fairbairn precinct were listed on the Register of the National Estate on 20 May 2003. As a consequence of this listing and respective changes to the EPBC Act, Canberra Airport has commissioned Graham Brooks and Associates to produce the Fairbairn Heritage Management Plan (FHMP). Section 15.4.10 outlines the statutory amendments that have necessitated the FHMP. The FHMP will be processed during the public consultation period of this Preliminary Draft Master Plan with the Department of Environment, Water, Heritage and the Arts (DEWHA) prior to its approval. It is intended that the approved FHMP will guide future development within the Fairbairn precinct. The intent at Fairbairn, like other Airport precincts, is to maintain the buildings and other infrastructure to a quality standard necessary to meet the demands of modern tenants. In some cases, this involves restoring older buildings where viable, while in other cases wholesale demolition and redevelopment of derelict building sites is required. Canberra Airport has already undertaken a major upgrade program to re-present Fairbairn since Defence vacated in May 2004. These works include: •

•

The removal of all portable, demountable and temporary buildings (with over 50 such structures already removed from Fairbairn); The renovation and provision of new landscape within roadways, verges and around buildings (including the remedial works to trees that died or were severely impacted by the drought during 2002/03, which was compounded by the decision by the Department of Defence to turn off the irrigation);

The Fairbairn Heritage Management Plan (FHMP), will be processed during the public consultation period of this Preliminary Draft Master Plan with the Department of Environment, Water, Heritage and the Arts (DEWHA). When approved by DEWHA the FHMP will provide guidance and direction for the ongoing management of the landscape character and building maintenance, including guidelines on the demolition and reuse of those elements having heritage significance. The Airport has identified some buildings, of heritage interest, for demolition within the next five years. These buildings include: •

The former Sergeants Mess, now disused and run down.

•

The former Cinema, now gymnasium

•

The former Bellman hanger, now warehouse

•

The former Gun Testing Structure, now disused squash court and run down

•

The former Staff College, now disused and run down

•

The former Photographic Store, now disused and run down.

Some of these buildings will require demolition for roadworks and aviation infrastructure. It is noted that an approval has been granted for the demolition of the former Transport Building, due to the

Canberra Airport | Preliminary Draft Master Plan 2009

high amount of asbestos public safety was the primary concern. Fairbairn aviation facilities Fairbairn has ample opportunities for the expansion of aviation operations. Already the Special Purpose Aircraft fleet, the ACT Emergency Services Air Wing and the AFP Air Wing have moved to the Precinct, and the new ACT Emergency Services headquarters is to relocate to the Precinct. Fairbairn will also continue to play a role in providing aviation services for the Airport. There is particular opportunity for non-regular public transport facilities to be located in this Precinct. Freight users will be targeted for this Precinct as there are ample opportunities for this use. Major aviation services may be located largely immediately to the south of the existing apron towards Runway 12/30, with further expansion also to the north of the current aviation operations towards and beyond the run-up bay off Taxiway Alpha. Please refer to Figures 9.1 and 10.5. Fairbairn will also be the key area for the development of further general aviation infrastructure and services. In this regard, Canberra Airport will continue to discuss services and facilities to be provided in that area with existing general aviation users at the Airport. Fairbairn commercial development Fairbairn will be developed as a vibrant and diverse mixed-use zone with a large variety of different uses. There is an increasing focus for tenants with high security requirements in the Majura Valley. Part of the vision for Fairbairn is to provide an opportunity for such tenants, and attract major security, Defence, public and private sector and other tenants uses requiring such infrastructure, along with other office tenants who may be attracted to the Precinct. An office and mixed use zone will be developed without impact on aviation operations. Canberra Airport has also been approached by flight schools to establish a training college with on-Airport accommodation. This may involve a range of education and training facilities in Fairbairn over time and may include a training school and aviation college. Fairbairn will also capitalise on the existing conference and training facilities by attracting tenants, operators and other users who may wish to use such facilities or be located in this area. This is likely to include tourism, small scale retail,

hotel and other commercial accommodation. Finally, there is opportunity for a vibrant diversity of other uses such as light industrial, maintenance and warehousing. There are currently a number of accommodation buildings located in Fairbairn which were used to accommodate members of the RAAF. These buildings are currently used for accommodation. This use will continue through the medium term. Some accommodation will be demolished or relocated in time to make way for new higher order uses. Note that there are restrictions on residential development under the Airports Act regime. The range of land use opportunities forecast for Fairbairn within the next 20 years are as set out in Table 10.4 below. Development at Fairbairn will be gradual and incremental in response to user demand. Certainly, development of the precinct is likely to take significantly longer then 20 years. 10.2.5 Glenora precinct This essentially undeveloped area adjoins the access road to Fairbairn precinct, Glenora Drive. Please refer to Figure 10.6. It plays an important role in terms of air navigation facilities and the Airservices Australia Fire Station. It is likely that the existing navigation facilities will be moved further south with the movement of the Runway 35 threshold within the next five years. There is significant opportunity to develop a mixed use zone, which will incorporate a wide range of uses including a General Aviation area, along with small scale retail and office uses, without impacting on aviation or Fire Station operations. The range of land use opportunities forecast for Glenora Precinct within the next 20 years are as set out in Table 10.5.

10.3 Permitted land uses in the Airport precincts The permitted land uses by precinct at Canberra Airport are now set out in Section 10.2. The format of these permitted land uses was created in response to the National Capital Authority comments to the 1999 Preliminary Draft Master Plan, at which point an Appendix was redrafted to provide a table of potential uses for each of the then four Airport precincts; North East (now Fairbairn), South East (now

129

Table 10.4 Fairbairn precinct: indicative land use table

Category

Permitted and Intended Uses Include

Transport Facility

Airport and aviation uses

Freight Transport Facility

Air/Road Freight Terminals and Depots, Management/Distribution/ Handling, Storage, Warehouse

Industry

Environmental, In Bond/Tax Free Zone, Food and Beverage

Community Facility

Educational Establishment, Scientific Research Establishment, Cultural Facility, Hospital, Health Care, Institutional Use, Church Use, Community Facility (including childcare)

Facilities to Public, Tenants and Staff

Food and Beverage Sales, Personal Service Establishment, Retail (small scale), Offices, Financial Establishment, Communication Facility, Club, Consulting Rooms, Wholesale

Commercial Accommodation and tourist facility

Hotel/Motel/Military Accommodation, Food and Beverage, Functions, Seminars, Training Accommodation, Education Accommodation, Service Station

Defence Installation

Defence Offices and Facilities, Sales and Service of Defence Products

Accommodation

Single and/or multiunit dwellings (pre-existing accommodation only - the Airports Act prohibits new residential development on Airport)

Broadacre

Broadacre

Advertising

Interior and External Signs, Marketing Products and Services

Aero Services

Fire Services, Air Safety, Air Traffic Control Services, Meteorological Services

Glenora precinct), South West (now the Terminal and Pialligo Precincts plus Brindabella Business Park) and North West (now Majura Park). The land use definitions are now contained in Appendix 1. Developments will be permitted if they conform with this land use table, set out for each precinct in Section 10.2. Development uses which are not specified in a particular precinct and/or land use category may be permitted on a case-by-case basis, following consideration by Canberra Airport as to whether the proposed use is consistent with the general theme of the precinct and is in keeping with

the types of activity listed in the land use category. Section 10.2 does not limit the land uses set out or existing use permitted activities in the precincts but rather provides an indicative precinct development vision. If a major development plan is required, then the proposed development will also require the approval of the Minister for Infrastructure, Transport, Regional Development and Local Government.

EWART STREET

FAIRBAIRN PRECINCT FAIRBAIRN Precinct

FAIRBAIRN APRON

POINT COOK AVENUE

AMBERLEY AVENUE

FAIRBAIRN GOLF COURSE

LAVERTON AVENUE

RICHMOND AVENUE

FAIRBAIRN AVENUE GLENORA DRIVE

Figure 10.510.5 Figure

TO PIALLIGO AVE

RICHMOND AVENUE

LAVERTON AVENUE

TINDAL LANE

Note: This plan is indicative only - actual developments and the timing and placement of those developments will be subject to demand, detailed planning and the obtaining of relevant approvals.

Potential future road development

Approved demolition site

Future aviation expansion

Proposed development within 20 years

Proposed development within 5 years

Approved development

Airport boundary

Current Buildings

Legend

Canberra Airport | Preliminary Draft Master Plan 2009

FAIRBAIRN AVENUE

GLENBROOK LANE PEARCE AVENUE

131

Table 10.5 Glenora precinct: indicative land use table

Category

Permitted and Intended Uses Include

Transport Facility

Airport and aviation uses

Broadacre

Broadacre

Advertising

Interior and External Signs, Marketing Products and Services

Aero Services

Fire Services, Air Safety, Air Traffic Control Services, Meteorological Services

Facilities to Public, Tenants and Staff

Food and Beverage Sales, Personal Service Establishment, Retail (small scale), Offices, Financial Establishment, Communication Facility, Cultural Facility, Club, Consulting Rooms, Commercial Accommodation (including childcare), Community Facility

10.4 External planning context and potential conflicts The design and planning of the National Capital located the Airport close to the city centre and the parliamentary area, while ensuring flight paths were well away from residential areas. This has resulted in a convenient and long-term sustainable airport. The Airport surrounds comprise Broadacre use policy areas defined by the ACT Territory Plan and the National Capital Plan. The Majura ridge provides an important natural separation between north Canberra, the city centre and the Airport. Co-ordination will be required to ensure the changing needs and requirements of the Airport facility are taken into account in future planning of Canberra’s growth and development. From time to time, sections of land may be purchased adjoining or near the Airport site for future airport growth or access. This land may be incorporated in the Airport lease subject to the approval of the Department of Infrastructure, Transport, Regional Development and Local Government. Any land incorporated in the lease will be included in the most relevant precinct unless a minor variation to this Master Plan is undertaken. There are two potential conflicts between the commercial development at the Airport and the surrounding areas.

The first potential issue is that of road access. Canberra Airport has had a very positive relationship with the ACT Government in ensuring that proper road access is provided not only to the Airport but on the major regional roads past and nearby the Airport. It is not expected that road access will be an issue once current road upgrades and future proposals are complete. This issue is addressed in Chapter 11. The second is environmental, for example, stormwater flows. It is not expected that there will be any significant environmental issues provided the procedures outlined in the approved Environment Strategy and the Water Management Plan are maintained. This is addressed in Chapter 15. External to the Airport site, but of importance to the Airport surrounds and to the Majura Valley area, are: •

land use planning under aircraft flight paths;

•

design and staging of the proposed Monaro Highway Extension through to the Federal Highway (formally known as the Majura Parkway) and access from the Monaro Highway extension to the Airport;

•

planning of Pialligo and the Beltana Road area adjoining Pialligo Avenue, including the duplication of Pialligo Avenue and the grade separation of the terminal road intersection with this road;

•

environmental planning, particularly in relation to

GLENORA PRECINCT GLENORA Precinct

Figure 10.6 Figure 10.6 EX IT

GLENORA

GLENORA DRIVE Note: This plan is indicative only - actual developments and the timing and placement of those developments will be subject to demand, detailed planning and the obtaining of relevant approvals.

Future aviation expansion

Proposed development within 20 years

Current Buildings

Legend

Canberra Airport | Preliminary Draft Master Plan 2009

133

habitat protection areas and floodplain issues; •

stormwater detention, to protect the runway from flooding and debris, which has the potential, if not provided properly, to be a danger to aviation operations;

•

road connections, including duplication of Pialligo Avenue as well as other roads to Kowen;

•

land use planning of the Majura Valley area in conjunction with the Airport development; and

•

long-term design, alignment and timing of the highspeed rail link between Sydney and Canberra.

10.5 Signage policy Airports in Australia have developed with commercial signs (including billboards) inside and outside terminal buildings. In keeping with the objective of developing a commercial environment, the Master Plan proposes a commercial signage regime that would be controlled to optimise signage values, income and quality. 10.5.1 General and tenant signs Signs allowed subject to Canberra Airport’s written approval will include: •

business name and logo;

•

advertising;

•

ground transport and traffic signage;

•

precinct signage;

•

safety, security and hazard signage as required; and

•

other signs deemed appropriate to the Airport’s presentation.

Identification signs required by airfreight, air support facilities, rental car business and General Aviation services will be standardised by use and area. Ground transport and traffic signage will be integrated with accepted standard design and colours as adopted in the ACT. All parking areas will be clearly signed as part of the ground transport signage system, including car rental parking areas. Signage and identification of specific car rental parking areas will be visible, while not dominating the land transport signage.

10.5.2 Advertising signs (billboards and other advertising signage and concepts) It is intended to develop commercial advertising and signage facing into and out of the Airport. Terminal advertising will be largely integrated into the interior and exterior design of the buildings, landscaping, car parking or roadways, and be of a high graphic standard. Advertising billboards and other advertising signage and concepts visible from internal and external roadways and the Airport will incorporate a wide range of designs to maximise the visual impact of the billboards. These structures will be illuminated subject to aviation regulatory requirements.

Canberra Airport | Preliminary Draft Master Plan 2009

Figure 10.7

Figure 10.7 EXTERNAL PLANNING CONTEXT EXTERNAL PLANNING CONTEXT

04

Legend

01

MAJURA ROAD

VHST A LIGNM ENT

MON ARO HIGH WAY EXTE NSIO N

EXTERNAL PLANNING CONTEXT

09 01 Duplication of Monaro Highway

from the Molonglo River to Federal Highway

12

CAMPBELL PARK OFFICES

02

Fairbairn to join Majura Road, Kowen Parkway and Monaro Hwy

03

04 Potential VHST alignment

12

05 Stormwater detention basins

14

06 Expansion and/or reservation of

airport lands to cater for future growth, outside the existing airport boundary

05

07

N IR BA IR FA

06

UE EN AV

07 Future access to Majura Park 08 Realignment of entrance(s) to

Fairbairn precinct

13

09 Land use planning in High Noise

05

10 14

Corridor

10 Realigned connection between

11

Nomad Drive and Fairbairn Avenue

TERMINAL 11

14

PIALLIGO VILLAGE

06

15

Additional Pialligo Avenue entrance

12 Protection of threatened flora and

fauna

08 06

13

Landside road to provide better within airport access

14 Runway End Safety Area (RESA)

14 16

15 Public Safety Zones PIALLIGO AVENUE

15

FYSHWICK INDUSTRIAL AREA

09

16 Realignment of Pialligo Avenue

for runway extension

17 Upgrade of Kings Avenue and

06

T MEN LIGN A T S VH

17

Kowen, Airport and Civic

03 New access to the north of

15

15

02 Kowen Parkway link between

Parkes Way intersection

04

Note: This plan is indicative only - actual developments and the timing and placement of those developments will be subject to demand, detailed planning and the obtaining of relevant approvals.

135

Chapter ELEVeN

road access issues

Canberra Airport | Preliminary Draft Master Plan 2009

137

Chapter eleven | Road access issues Canberra Airport lies at a key location on Canberra’s Eastern ring road and only eight minutes from Canberra’s CBD. As such, the Airport is strategically located for developing a major activity node. Being so close to the CBD, as well as having such a large number of residents (particularly from Queanbeyan, Tuggeranong and Gungahlin) drive past or nearby the Airport every day, the Airport is a key location to minimise drive times and travel distance, and for sustainable transport initiatives.

This Master Plan outlines the significant work underway to upgrade the roads around the Airport, including work funded partly or wholly by Canberra Airport, to cater for increased regional traffic as well as traffic to and from Canberra Airport. A future northerly extension of the Monaro Highway from the Molonglo River to the Federal Highway is also expected to alleviate increased traffic demand that is currently using Majura Road and the Majura interchange.

Canberra Airport | Preliminary Draft Master Plan 2009

Chapter eleven | Road access issues Canberra Airport lies at a key location on Canberra’s Eastern ring road and only eight minutes from Canberra’s CBD. As such the Airport is strategically located for developing a major transport hub and activity node. Being so close to the CBD, as well as having such a large number of residents (particularly from Queanbeyan, Tuggeranong and Gungahlin) drive past or nearby the Airport every day, makes the Airport a key location to minimise drive times and travel distance, and for sustainable transport initiatives both as an aviation transport hub and a regional employment node. Major upgrades to the roads around the Airport, most due for completion in 2009, also means that the road system will be able to handle increased growth in road traffic, due especially to the increasing population of Gungahlin, currently close to 40,000 and growing at over 6% p.a. The Canberra Spatial Plan 2004, The Canberra ‘Y’ Plan 1970 and the 1984 Metropolitan Plan all identified the Monaro Highway between the Federal Highway and Tuggeranong Hill as a key piece of infrastructure in the future of Canberra. The Spatial Plan added the Kowen Parkway proposal linking and intersecting with the Monaro Highway as the major future road for metropolitan Canberra. The ACT Government recently commenced ACTION bus services to complement existing Deane’s Buslines services, meaning that the Airport is very well connected by public transport, with services to the following locations: 1. Civic (via Russell) (Express) - ACTION Route: 737 2. Belconnen (via Civic and Campbell Park) - ACTION Route: 10 3. Woden (via Capital Hill and Duntroon) - ACTION Route: 28 4. Gungahlin (Express) - ACTION Route: 757 5. Tuggeranong (Express) - ACTION Route: 786 6. Civic - Deane’s Buslines Route: A1 7. Queanbeyan - Deane’s Buslines Route: 834 Regional bus services from the Airport also provide connectivity to the South Coast, Snowy Mountains and Yass. Current negotiations are advanced to also connect to Wagga Wagga and further up and down the NSW south coast providing more regional communities greater access to affordable air routes. Please refer to Figure 5.4.

139

On completion of the road upgrade works, expected later in 2009, both on- and off-road cycle paths will connect the Airport terminal, Brindabella Business Park and the Glenora Drive intersection (to Fairbairn) to the Canberra cycle path system. Please refer to Figures 11.3, 11.6 and 11.9. The Airport’s northern access road proposal from Fairbairn to Majura Road also includes on-road cycle lanes.

11.1 External road connections Access to the Airport from Canberra City is currently via Morshead Drive, Fairbairn Avenue and Pialligo Avenue; from Tuggeranong/South Canberra via the Monaro Highway; from Gungahlin/North Canberra via Majura Road and Fairbairn Avenue; and from Queanbeyan via Pialligo Avenue. In terms of the 1970 “Tomorrow’s Canberra Y Plan” and the July 1984 Metropolitan Canberra Plan, the Majura Valley was identified as a major North/South by-pass road of Canberra, served by the Eastern Parkway (ring road of Central Canberra). Refer to Figure 11.1. In the metropolitan and regional context, the road network through the Majura Valley is designed and planned to carry: 1. Metropolitan and regional commuter traffic as a rapid bypass of the urban areas of Gungahlin, North and South Canberra, Woden and Tuggeranong 2. Heavy vehicle bypass and rapid heavy vehicle connectors between the industrial suburbs of Hume, Fyshwick and Mitchell. 3. Interstate heavy and light vehicle bypass of the urban areas of Canberra between Sydney, Southern Highlands, the Snowy and the NSW far South Coast. 4. Rapid vehicle connections between the urban areas of Canberra to Queanbeyan and the Kings Highway to the South Coast at Batemans Bay and to the Shoalhaven region via Braidwood and Neriga. 11.1.1 Majura Valley Roads Roundtable outcomes Prior to the upgrade of the roads throughout the Majura Valley in 2007/09, the ACT Minister for Transport established the Majura Valley Roads Roundtable, on 29 June 2006. The Roundtable was tasked with identifying upgrades to roads through the Valley and outline how these upgrades could be undertaken. The Roundtable 9

Canberra Airport Roads Working Group Report, ACT Government, October 2006. Jon Stanhope MLA, Chief Minister, letter to Stephen Byron, 15 January 2008.

10

found that the overwhelming reason for the increase in traffic through the Valley is the significant increase in traffic from Gungahlin travelling along Majura Road to access Southern Canberra.9 As stated by the Chief Minister Jon Stanhope, “while the development of the airport adds to the level of traffic on these roads it [the Airport] is not the cause for the congested network of the roads during peak periods.”10 As a result of the completion of Horse Park Drive in February 2004, the traffic along Majura Road more than quadrupled from some 4,100 cars per day to over 18,000 cars per day. The completion of Horse Park Drive means that Majura Road is now part of the main Eastern ring road around Canberra, linking Gungahlin traffic with Civic, South Canberra, Woden and Tuggeranong, but as a consequence creating pressure on the system of intersections in the Majura Valley, including roads around the Airport. By itself, this surge of regional traffic on Majura Road would not be problematic but for it meeting the 28,000 cars per day (2006) on Pialligo Avenue, as well as the traffic on Fairbairn Avenue. All of these intersections operate well beyond capacity with substantial delays at both the morning and evening peak periods. These roads, making up the Majura Interchange, experience over 50,000 vehicle movements per working day. Over 9.5% of these vehicles are heavy freight, and local and interstate trade movements, due to Majura Road’s designation by the ACT Government as the heavy vehicle bypass of urban Canberra. The ACT Government Roundtable established a staging plan to properly accommodate the traffic through the Majura Valley as Canberra grows in response to the ACT Government’s Spatial Plan (refer Section 4.2), a near tripling of the population in Gungahlin from 33,000 to 90,000 people, a commencement of the residential areas of Molonglo and Kowen, the works outlined in this Master Plan, as well as a number of other off-Airport developments over the next 20 years. The ACT Government announced $15 million in funding in the June 2006 ACT Budget to undertake Stage 1 of the works. This initial staging involves the duplication of components of Pialligo Avenue, Fairbairn Avenue and Morshead Drive, as well as additional lane capacity on the remainder of Morshead Drive. Modelling commissioned for the Roundtable demonstrates that completion of the initial works is expected to decrease the East-West

Canberra Airport | Preliminary Draft Master Plan 2009

9.2 Figure 11.1 Figure 11.1 FUTURE POSSIBLE RUNWAY ANDCONTEXT TAXIWAY DEVELOPMENT, NAVIGATION AIDS AND LIGHTING CANBERRA AIRPORT REGIONAL

Canberra Airport Regional Context

MA

JUR

AR

D

GUNGAHLIN

n rto Ba y wa gh Hi

CANBERRA’S RING ROAD

FAIRBAIRN GOLF COURSE

KOWEN

CANBERRA CBD

FAIRBAIRN

DR

e venu ide A Adela

Pia llig oA ven ue

A

AIRPORT TERMINAL

FYSHWICK

OR

E

CANBERRA AIRPORT

ay W

AL

LIG O MOLONGLO AV

EN

PI

Fa irb air nA ve nu e

es rk Pa

TO CANBERRA CITY

PIALLIGO PRECINCT

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TUGGERANONG

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GLENORA TO QUEANBEYAN

141

travel time from eight minutes to three minutes, and will accommodate growth of the Airport as outlined in this Master Plan. The last remaining section of Pialligo Avenue is also now being duplicated for completion in mid-2009 following additional funding by the ACT Government. The modelling undertaken for the Roundtable demonstrates that the planned road system (See Figure 11.2) can adequately handle the large amounts of traffic planned throughout the Majura Valley (including traffic as a result of this Master Plan), as well as additional traffic loads from Gungahlin and the region as originally planned in the 1970 “Y Plan” and the 1984 Metropolitan Plan. The micro-simulation results by travel direction with the planned road network are shown in Table 11.1 and Figure 11.3. These demonstrate that not only can the road network adequately handle the growth proposed in this Master Plan, but also the much more significant growth in Gungahlin and the Majura Valley. Stage 2 of the Roundtable plan will now result in the extension of the Monaro Highway (formerly the Majura Parkway) as a grade separated duplicated road from the Molonglo River to the Federal Highway (funding for the design of this road was included in the 2004 ACT Budget). These works are not required in response to this Master Plan. They are required, however, in response to urban growth in Gungahlin and the broader Region and the growth in heavy interstate freight vehicles. Stage 1 of the Monaro Highway upgrade, due to commence in July 2009 at the Molonglo River, is planned for completion in late 2010. The Commonwealth Government has allocated budget funds via Auslink and the ACT Government via the ACT Budget. 11.1.2 Upgraded intersections at the Airport – 1998-2009 External road connections in the vicinity of Canberra Airport have been significantly upgraded since 1998 and will continue to be upgraded within the next five to 20 years. When the Airport was leased to Canberra Airport in May 1998 there were two existing connections to external roads; i.

Ulinga Place with Pialligo Avenue, providing access to the terminal (Figure 11.4).

ii. Glenora Drive with Pialligo Avenue, providing access to Fairbairn (Figure 11.5)

The Airport has paid in full or significantly contributed to the new or upgraded intersections as follows: i

East-West with Pialligo Avenue

a. The intersection of Pialligo Avenue and Glenora Drive to Fairbairn now a traffic signalled intersection with additional lane capacity (refer before Figure 11.5 and after Figure 11.6). The Airport joint-ventured these works in partnership with the ACT Government. b. Molonglo Drive to Brindabella Business Park Southern Offices: the Airport paid in full for the roundabout connection (refer before Figure 11.4 and after Figures 11.8). c. Brindabella Circuit to Brindabella Business Park: the Airport paid in full for the roundabout connection (refer Figures 11.8 and 11.9). d. Caltex Service Station: the Airport paid in full for the left in, left out intersection (refer Figure 11.7). e. Upgrade of Pialligo Avenue, east of Beltana Road to and including Brindabella Circuit intersection (refer Figures 11.8, 11.9 and 11.13) The Airport is joint venturing the cost of design and construction of this multi-lane realignment and upgrade of Pialligo Avenue adjoining the Airport. The Airport is also project managing the construction, which is due for completion March 2009. The ACT Government previously allocated budget funds in May 2000 for the duplication of Pialligo Avenue with completion by mid 2002, however these funds were never spent. In January 2006 the ACT Government redirected these funds towards the cost overrun of the Gungahlin Drive extension to Glenloch interchange west of Canberra City. New ACT funds, capped at $7.5 million were allocated for this section of road in the 2007 ACT Budget. The Airport agreed to pay the balance of the design, construction and project management costs over the capped $7.5 million. The works, which were originally expected to cost $11.3 million but will now cost $14.6 million meaning the Airport’s contribution is $7.1 million to the works, include: •

Multi-lane, divided roadway including part on a new alignment;

Canberra Airport | Preliminary Draft Master Plan 2009

Table 11.1 Micro-simulation Results – Expected travel time and average vehicle speed AVERAGE VEHICLE TRAVEL TIME ROUTE

AVERAGE VEHICLE SPEED

2006

2016

2031

2006

2016

2031

Pialligo Avenue

8 mins

7 mins

9 mins

23km/h

26km/h

22km/h

Majura Road/ Fairbairn Ave/ Morshead Drive/ Monaro Highway

8 mins

3 mins

3 mins

28km/h

73km/h

75km/h

Source: SMEC (2007) – Report for ACT Government Roads Roundtable.

•

Separate public transport and goods vehicle entry to new Terminal;

•

Grade separated, newly-located intersection with the new terminal development road system;

•

Altered left-in, left-out access to and from the Caltex Service Station;

•

Afternoon commuter peak traffic signal system managing the Brindabella Circuit round-about exit with Pialligo Avenue traffic driving east to the region, including Queanbeyan; and

•

ii

Closure of Ulinga Place and demolition of the existing roundabout and some existing Pialligo Ave pavement made obsolete by the new alignment and upgrade works. The ACT Government has informed the Airport that the Ulinga Place intersection land, once rendered obsolete by the new alignment and road upgrade works will be denied road access from Pialligo Avenue now and in the future.

North-South with Fairbairn Avenue and Majura Road

In 1998 there were no formal connections from Fairbairn Avenue or Majura Road to the Airport (Figure 11.10). Since 1998, the Airport has paid in full for the following intersections: a. Fairbairn Avenue: two left-in, left-out intersections, one at Nomad Drive to service the Pialligo Precinct and the other to facilitate aviation fuel delivery to the Airport’s new aviation fuel farm (refer Figure 11.13).

b. Majura Road: two roundabout intersections providing access to Majura Park, one to the south with Spitfire Avenue, the other to the north with Mustang Avenue. An additional left-in, left-out intersection with Majura Road has been approved by ACT Roads and, when built, these works will be at the full cost of the Airport (refer before Figure 11.10 and after Figure 11.11). 11.1.3 Other External Road Issues The Canberra Spatial Plan forecasts the population of Canberra to reach 500,000 in 2030, an increase of over 150,000 people. The Queanbeyan City Council and Planning NSW forecast Queanbeyan to have a population of over 60,000 in 2030, an increase of 25,000 people. The expected population increase of over 175,000 people in the region adjoining Canberra Airport will mainly be located in urban renewal areas in North and South Canberra, the Town Centres, Molonglo and Gungahlin. The Queanbeyan growth will be mainly Greenfields to the south of Queanbeyan, such as Googong, however will also include some measure of urban infill. This future population in Canberra and Queanbeyan will rely heavily on the Monaro Highway, Hindmarsh Drive, Parkes Way and Adelaide Avenue for journey to work and recreation. i

East-West road links

The ACT Government is soon to undertake a study of East-West road links on the north and south sides of Lake Burley Griffin. This Study will have regard to the potential new population of Molonglo and Kowen residential areas. Existing and proposals to add to and strengthen East-West road links are as follows:

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Canberra Airport | Preliminary Draft Master Plan 2009

a. Russell Hill: The Commonwealth Government has commenced site preparation for a grade separated intersection of the East-West Parkes Way/Morshead Drive current roundabout with the North-South Kings Avenue. The intersection upgrade will assist metropolitan and regional traffic movement through what has become a traffic black spot due to population growth outstripping the capacity of the roundabout at this location. These works are due for completion in 2010. b. Morshead Drive intersection with Dairy Flat Road: This intersection, on current plans, will remain as a roundabout with the recent addition of an east bound protected slip lane. However, the evening peak commuter traffic turning right from Morshead Drive to go south on the Monaro Highway via Dairy Flat Bridge heavily conflicts with traffic movements going west of Morshead Drive leading to significant traffic delays. It is likely that traffic signals will be required at this intersection by the end of 2009. c. Morshead Drive intersection with Russell Drive: This roundabout currently fails in the morning peak, due to traffic turning right into Russell Drive from Morshead

Drive on journey to Russell Hill Defence Offices or through traffic to Canberra City via Constitution Avenue. This intersection requires upgrade now to reduce the conflict with vehicles moving east in the morning peak on Morshead Drive. Alternatively, at completion of the Russell roundabout grade separation, this right-hand turn capability could be removed. d. Future Kowen Link with the Monaro Highway: The Canberra Spatial Plan forecasts urban development of the Kowen Pine Forrest for up to 70,000 population, commencing within 15-20 years. ACT Government traffic forecasts indicate a future requirement for a Kowen Parkway. The Canberra Spatial Plan indicates its location adjoining the Airport’s northern boundary (refer Figure 11.12). e. Future Molonglo urban area: The ACT Government expects to commence land release in this new urban area in 2009. Within the next five to 15 years this population will increase traffic density on the Parkes Way East-West corridor. This level of traffic will require additional lanes to Parkes Way to service this demand.

149

f.

Canberra and Wentworth Avenues are major feeder roads to major employment locations in North and South Canberra, including Fyshwick and Canberra Airport. Urban development along these roads has intensified over the past ten years with medium and higher density resident unit development in Kingston and Kingston Foreshores. Within the next five to 15 years significant further medium and higher density residential development will occur in Kingston Foreshores and the proposed new area of Eastlake (which comprises the current “Causeway” and that area of Fyshwick west of the Monaro Highway, north of Canberra Avenue and east of Wentworth Ave). The ACT Government expects the current 3,000 residential units in Kingston and Kingston Foreshores to grow to be over 6,000 units in ten years time. The future residential unit capacity of Kingston, Kingston Foreshore and Eastlake is currently planned at over 10,000 units. Within the next five years, the ongoing development of Kingston, Kingston Foreshores and Eastlake will significantly limit the capacity of Canberra and Wentworth Avenues to service Queanbeyan and regional commuter traffic without major upgrades. This impact will most likely divert current and future regional growth commuter traffic onto the Monaro Highway, Pialligo Avenue, Morshead Drive, Parkes Way, Fairbairn Avenue and Limestone Avenue. This will create additional demand for new North-South and East-West road capacity (lanes).

ii

North-South road links

a. Monaro Highway duplication over Canberra Avenue and from the Molonglo River to the Federal Highway. Currently the Monaro Highway is duplicated from Tuggeranong Hill to the Molonglo River, other than for bridging with single lanes over Canberra Avenue. As a significant Metropolitan and Regional Road and the main vehicle bypass (including most heavy vehicles) of central Canberra, Gungahlin, Woden and Tuggeranong, this duplication will be required within 2-3 years. The Commonwealth and ACT Governments are joint-venturing the extension of the Monaro Highway north of the Molonglo River to eventually connect with the Federal Highway. Stage 1 of this new highway extension (formerly known as the Majura Parkway) is to be located at the southern end

of the Majura Valley and is expected to commence in mid-2009 and be completed in late 2010. There are no firm plans or budget funds allocated to complete the northern part of the Monaro Highway to link with the Federal Highway. The ACT Government modelling indicates that the Monaro Highway between the Molonglo River and the Federal Highway will carry over 50,000 vehicles per day in 20 years. b. Hindmarsh Drive link. ACT Government road consultants, SMEC, have proposed a concept road extending Hindmarsh Drive north of Canberra Avenue to link with Pialligo Avenue at the Glenora Drive intersection, requiring additional bridging of the Molonglo River. This concept could serve the requirements for a northern by-pass of Queanbeyan (including for heavy vehicles) with potential opportunity for links to the future Kowen Parkway via Pialligo Avenue and Sutton Road. The future demand trends from existing and future Canberra and Queanbeyan population growth are unrelated to the development of Canberra Airport in response to this Master Plan. The Airport will continue to consult and work with the ACT, Commonwealth and NSW Governments on road upgrade and public transport options to mitigate further congestion impacts.

11.2 Internal road access and parking 11.2.1 Terminal Precinct The main access to the terminal building is from Pialligo Avenue. Following the recent closure of Ulinga Place as part of the Pialligo Avenue upgrades and the relocation of the terminal roads entry point, terminal traffic will be diverted along temporary roads to the terminal to facilitate staging works in the terminal precinct. Please refer to Figure 8.1. The terminal access road currently has average peak hourly flows of approximately 1,250 vehicles per hour inbound and 950 vehicles per hour outbound. Airport passengers generally use taxis (approximately 30%, down from 55% in 1998), private cars (approximately 56%, up from 45% in 1998) or hire cars, rental cars and bus/coach (approximately 14%). These modal split changes are likely to have been due to a deterioration of the taxi services throughout Canberra. Future growth and changes to modal split are expected,

Canberra Airport | Preliminary Draft Master Plan 2009

reflecting a slight reduction in taxi patronage in favour of rental cars, buses and long stay parking. It is anticipated that the number of Airport passengers and associated demand for on-ground transport infrastructure will increase by 80-100% over the next 15-20 years, with landside road and parking facilities enhanced to ensure safe and easy access to the terminal roads and car parks. Current ACT Government planning allows for a VHST station to be located South-West of Pialligo Avenue directly adjacent to the proposed new Airport terminal. There may be options for the location of the VHST within the Airport (most likely co-located with the terminal, but could be located elsewhere on-Airport or in Pialligo). However, such planning will be undertaken when plans for any potential VHST are known in more detail in co-operation with the Commonwealth and ACT Governments and other major stakeholders. Additional short-stay and long-stay car parking will be provided in structured and on grade car parks to cater for peak demand periods. Notwithstanding recent decreases in taxi patronage, taxi usage is expected to increase by 35-40% within the next five years, and liaison with representatives of the taxi industry and the ACT Government will continue to ensure this increased demand can be effectively served. The projections indicate an increased patronage of buses/coaches for trips to/ from Canberra Airport and the opportunities for increased patronage through enhanced coach and shuttle bus services to the Airport has been identified. The design of the future road patterns within the terminal precinct are yet to be finalised, including the integration of the internal road system linking the terminal with the adjoining Brindabella Business Park and Pialligo Precincts. Please refer to Figures 8.2 and 8.3 in Chapter 8. Additional internal roads can be built or existing roads and intersections relocated to improve traffic within all precincts. 11.2.2 Brindabella Business Park The long-term road layout within Brindabella Business Park and connections with Pialligo Avenue have now been constructed and are as set out in Figures 11.8 and 11.9. Future connections to the Terminal Precinct are currently under construction.

11.2.3 Pialligo Precinct The road layout in this precinct is under review including future connections with Pialligo Avenue, the Terminal and Fairbairn Avenue. Following the duplication of Fairbairn Avenue by the ACT Government, the existing Nomad Drive connection to Fairbairn Avenue is likely to be closed and the connection relocated to the north. No design is yet finalised with the ACT Government. 11.2.4 Majura Park precinct The long term road layout within Majura Park and connections with Majura Road, have generally been constructed and are as set out in Figure 11.11. Some minor internal road links are likely to be designed and constructed in response to future development. Further, the opportunity for one or more future left-in, left-out connections with Majura Road has been explored and would likely be developed within the next 20 years in response to demand. 11.2.5 Fairbairn The road layout within Fairbairn has generally been constructed and is as set out in Figure 11.13. Any future road widening and new roads developed in Fairbairn will respect the axial road alignment existing at Fairbairn. The Airport is expecting to develop a northern road connection between Fairbairn and Majura Road, once land is transferred to the Airport. Please refer to Figures 11.12 and 10.1. 11.2.6 Glenora precinct This precinct has no existing internal roads other than airside roads. The Airservices Australia Fire Station has one connection with Glenora Drive. Future planning will include a road design to service sites without adversely impacting airside operations, including the efficient functioning of the Fire Station.

151

Figure11.13 11.13 Figure

CURRENTRoad ROAD LAYOUT Current layout

MA

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AR

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PROPOSED NORTHERN FAIRBAIRN ACCESS

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BRINDABELLA BUSINESS PARK

April 2009 Proposed Road PIA

Note: This plan is indicative only - actual developments and the timing and placement of those developments will be subject to demand, detailed planning and the obtaining of relevant approvals.

LLIG VE OA

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Chapter twelve

Engineering Services

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155

Chapter twelve | Engineering services Engineering services at Canberra Airport have been progressively upgraded since the privatisation of the Airport in 1998. This chapter of the Master Plan deals with a range of essential services including gas, water, sewerage, electricity, stormwater and telecommunications. At a time of severe drought, the Airport is particularly proud of its decision to install two state-of-the-art water recycling plants, which convert sewer water into drinkable water. While not used for drinking, the recycled water is

utilised for a range of purposes including toilets, cooling towers and irrigation. The Airport has also invested significantly in revolutionary tri-generation plants that use gas to generate electricity (with significantly less carbon emissions than traditional coal-fired power), with the heat generated in the process of generating electricity used to heat and cool buildings.

Canberra Airport | Preliminary Draft Master Plan 2009

Chapter twelve | Engineering services The engineering services around the Airport have been progressively upgraded with new developments to meet future demand across the Airport. The engineering infrastructure on the Airport is in a significantly better state today than at the time of the privatisation of the Airport in 1998. Canberra Airport has paid for all engineering services and utilities including the provision of major off-site works. The land uses on the Airport (especially commercial land uses) have only been possible due to the Airport’s provision of on-and-off Airport utilities, including Grade 1 water supply, electricity supply, services and reticulation, co-generated electricity, stormwater and sewer, and substantial contributions to the road system around the Airport.

12.1 Gas EXISTING SYSTEM The ACTEW-AGL gas main serving the Airport consists of a 100 millimetre diameter steel pipeline at a pressure of about 1,050 kilopascals (kPa), generally aligned along the southern verge of Nomad Drive. From there it crosses the Runway 17/35 and feeds Fairbairn. Gas-powered tri-generation plants are now in place in Brindabella Business Park and at the Majura Park offices to provide environmentally-friendly energy generation, with excess heat (created in the generation of electricity) used to heat and cool the buildings. The use of these plants increases the demand for natural gas supplies, which will continue to rise as the plants’ use increase with additional office occupation. Natural gas is provided via multiple connections to the ACTEW-AGL main. MASTER PLAN IMPLICATIONS Additional natural gas use will occur as part of the new terminal development, including the incorporation of one or more gas tri-generation plants to both power and heat/ cool the terminal building. Additional gas will be required at other Airport precincts as development of each of the precincts continues. Additional gas supply may be required during the 20 year life of this Master Plan as on-Airport development continues. Canberra Airport will work with ACTEW-AGL and all other relevant parties to ensure the ongoing supply of adequate gas supplies to the Airport site.

157

12.2 Sewerage EXISTING SYSTEM Most areas served by sewerage infrastructure are currently reticulated with gravity collection systems, although some have sewerage pumping stations. The system effectively has three main ties from the Airport into the sewer mains provided by ACTEW. MASTER PLAN IMPLICATIONS There is no existing infrastructure in parts of the proposed development precincts. In some cases proposed developments are below the existing infrastructure so the collection system will need to gravitate to a central pumping station, with sewage pumped to the existing gravity collection system and connected to town infrastructure. The existing sewer connections into the ACTEW sewer mains are operating with significant capacity available, so it should be possible to connect additional facilities without downstream augmentation works. Current ACTEW requirements do not allow for blocks to be served through adjoining sites. The RAAF golf course sewer currently joins into the sewer mains on the Airport site. This is against ACTEW requirements and may need to be corrected in the future.

12.3 Stormwater EXISTING SYSTEM Stormwater catchments incorporating the Airport site extend well beyond the Airport toward the pine plantations to the east of the Airport. All areas of the Airport are currently supported by gravity stormwater collection systems comprising underground pipes and open drains. Stormwater drainage is directed from catchment areas into the adjoining Woolshed Creek (a tributary of the Molonglo River) and Molonglo River systems. The catchment area of the Airport site is about 436 hectares and the catchment areas upstream of the Airport are about 1,145 hectares, giving a total catchment area of 1,581 hectares. Significant changes to stormwater flows were made in

2006 with the extension of Runway 17/35 to the south. This involved the provision of significant stormwater detention basin infrastructure as well as a major drainage diversion to the south. MASTER PLAN IMPLICATIONS The Canberra Airport Water Management Plan outlines Canberra Airport’s actions to manage stormwater flows on the Airport in a sustainable manner. This Plan will be updated from time to time and will guide the further development of stormwater infrastructure on the Airport. Further information on the Water Management Plan and management of stormwater more generally is included in the approved Environment Strategy. In the short-term, it will be necessary to manage runoff from the upstream stormwater catchments (most of which are located on Defence land) before it enters into the Fairbairn and Glenora Precincts. The management of this run-off is critical to aviation safety and will involve the construction of catchment drains, earth mounding, diversion banks and detention basins. Works have recently commenced at Fairbairn to put these protection measures into place. WATER QUALITY CONTROL Pollution control is an integral part of any drainage system, and all developments at the Airport will meet the standards set out in the approved Environment Strategy. Developments are also subject to a Construction Environmental Management Plan and have in place sediment and erosion control plans.

12.4 Potable water supply EXISTING SYSTEM Potable water supply to the Airport is supplied by ACTEW at a single meter point. The existing airport potable water supply is divided into four zones corresponding with the four precincts, and has adequate capacity to handle significant growth. All onsite water pipes from the single supply point have been paid for and maintained by the Airport. In addition, the Airport has built a multi-million dollar onsite pumping station at the supply point to maintain pressure across the network.

Canberra Airport | Preliminary Draft Master Plan 2009

MASTER PLAN IMPLICATIONS Water reticulation to most precincts on the Airport can be provided from the existing system. Significant upgrades to the water system, both on- and off-airport, have been completed at the Airport’s cost to ensure a Grade 1 water supply. A water ring-main is progressively being developed around the whole Airport to increase the reliability of water supply. It may be necessary for ACTEW to provide additional points of supply to the Airport’s ring main in the future to maintain the quality and reliability of supply.

maintain the electrical supply over the long term and to provide for adequate capacity and reliability. The ACTEW electricity network is supplemented by tri-generated power at a number of points. MASTER PLAN IMPLICATIONS Further development will require the provision of new and upgraded external networks by ACTEW. Additional tri-generated power or alternative power sources will be considered on a case-by-case basis.

12.7 Telecommunications

12.5 Non-Potable water supply

EXISTING SYSTEM

EXISTING SYSTEM

Telstra provides landline (copper and fibre optic) telecommunications services to all precincts of the Airport. TransACT provides an optical fibre service to the Majura Park and Fairbairn Precincts and are considering providing fibre services to other precincts. Underground communication ducts in all precincts permit a number of carriers. The majority of carriers provide mobile telephony services across the Airport.

Two water recycling plants have been installed at Canberra Airport to convert sewer water into drinkable-quality water. While recycled water is not currently used for drinking, the water is used for a range of uses including toilets, cooling towers and irrigation. Canberra Airport works closely with the appropriate authorities to ensure that these plants meet all relevant health and safety standards. These water recycling systems are not expected to have any negative environmental consequences as they have been designed with multiple safety layers. In addition to the installation of water recycling plants, a network of groundwater sources have been developed across the Airport, including bores and water being pumped from basements for drainage. The use of this water is similar to the use of recycled water, such as irrigation and possible use in cooling towers.

Recognising that the Telecommunications Act 1997 does not apply at airports, Canberra Airport will work with telecommunications providers to augment the airport’s conduit network for use by such providers on reasonable commercial terms. MASTER PLAN IMPLICATIONS Upgrades to existing telecommunications infrastructure by the various carriers will be required over time to handle the anticipated growth and development at the Airport.

MASTER PLAN IMPLICATIONS As the Master Plan develops, additional recycled water and groundwater capacity (including additional bores and the pumping out of basements) may be used across the Airport. Additional water recycling plants may be installed.

12.6 Electrical EXISTING SYSTEM Three high-voltage ACTEW feeders supply power to the Airport. A primary feeder has been upgraded to meet capacity growth associated with development on-Airport. With the ongoing growth in development across various precincts, the other feeders will need further upgrade to

12.8 Airport access All infrastructure and utility providers must apply for access from Canberra Airport prior to undertaking any works on Airport land. No works may commence until such time as the relevant access license has been executed by the provider. Any proposed works must comply with the Master Plan for that area or precinct of the Airport. Works may not commence until approval has been given by both Canberra Airport and the Airport Building Controller. All works are to be undertaken in accordance with the Safety, Security and Environment Procedures – Contractors and Operators Standard Conditions (as amended from time to time).

159

Chapter thirteen

Airspace Protection

Canberra Airport | Preliminary Draft Master Plan 2009

161

Chapter thirteen | Airspace protection Airspace management and protection is an essential part of Canberra Airport’s operations. So too is the safe movement of aircraft. The protection of airspace within 30 kilometres of the Airport is enshrined in the Airports Act 1996 and Airport regulations. Its primary purpose is to safeguard aircraft movements. This chapter outlines the prescribed airspace for the Airport.

Canberra Airport | Preliminary Draft Master Plan 2009

Chapter thirteen | Airspace protection Part 12 of the Airports Act together with the Airports (Protection of Airspace) Regulations provide for the protection of airspace within 30 kilometres around Canberra Airport via the production of current and future Obstacle Limitation Surface (OLS) and Procedures for Air Navigation Services – Aircraft Operations (PANS-OPS) surfaces. The purpose of the OLS is to define the volume of airspace at and around the Airport, which should ideally be kept free of obstacles in order to minimise danger to aircraft arriving or departing the Airport. Infringements may be permitted to occur in some cases if the infringing obstacle is appropriately marked and lit. The purpose of the PANS-OPS is to safeguard an aircraft from collision with obstacles when the pilot is flying on instruments (if in darkness or in poor visibility). The PANSOPS establishes minimum clearances between approach and departure paths of aircraft and obstacles. A PANS-OPS surface cannot be infringed in any circumstances except for short-term structures with the approval of the Secretary of the Department of Infrastructure, Transport, Regional Development and Local Government and Canberra Airport. Regulation 5 of the Airports (Protection of Airspace) Regulations provides that the Secretary of Department of Infrastructure, Transport, Regional Development and Local Government can declare specified airspace around Canberra Airport to be prescribed to safeguard future Airport operations. The future declared OLS and PANS-OPS surfaces are shown in Figure 13.1 and Figure 13.2. The future declared OLS and PANS-OPS surfaces allow for some future growth of the Airport, including development considered under this Master Plan. These surfaces may be changed, if necessary, when operations, facilities or plans change. Other operation, policy, planning or regulatory changes may also necessitate amendment to these surfaces by Canberra Airport at any time. Any amendments to OLS or PANS-OPS surfaces will be submitted to the Department of Infrastructure, Transport, Regional Development and Local Government for assessment before their declaration as prescribed airspace under Regulation 5 of the Airports (Protection of Airspace) Regulations. Any amendments to prescribed airspace declared under the Regulations can be obtained by contacting Canberra Airport.

Obstacle Limitation Surfaces – Future

Figure 13.1

163

This plan should not be relied upon for planning purposes as it is subject to change. Contact Canberra Airport for the most recent plan or for more detailed plans.

PANS-OPS Surfaces - Future

Figure 13.2

Canberra Airport | Preliminary Draft Master Plan 2009

This plan should not be relied upon for planning purposes as it is subject to change. Contact Canberra Airport for the most recent plan or for more detailed plans.

165

Chapter fourteen

Aircraft noise

Canberra Airport | Preliminary Draft Master Plan 2009

167

Chapter Fourteen | Aircraft noise Thanks to the far-sighted vision of early planners and regulators, the overwhelming majority of communities that surround Canberra Airport are free from the adverse impacts of aircraft noise. By the simple act of ensuring that flight paths to the north and south of the Airport were maintained free from residential development, planners and regulators have been able to ensure protection for 99.5% of the region’s residents.

contradiction with cross-border agreements entered into by the ACT and NSW Governments.

The Airport works continuously to keep it this way.

The Airport and the community are absolutely opposed to noise sharing and will continue to strenuously oppose building homes under flight paths.

However, the prudent plans of the past are under direct threat from a developer and a council who, with the support of the NSW Government, are seeking to build thousands of homes under the Airport’s main southern flight paths. These proposals fly in the face of a NSW Government Independent Panel of Inquiry, which recommended against residential development because of aircraft noise and Commonwealth Government policy outlined in the 2008 Aviation Green Paper. The proposals also sit in direct

If this residential development is given the go-ahead, and if past experience is anything to go by, it would only be a matter of time before residents living under the flight path would complain and demand relief – in other words, noise sharing.

This chapter of the Master Plan details the Airport’s ongoing efforts, through consultation with all stakeholders, to protect the region’s enviable amenity. In accordance with the Airports Act 1996, this Master Plan also discusses current and possible aircraft noise impacts on the community, includes the Airport’s endorsed Australian Noise exposure Forecast (ANEF) and describes the many initiatives taken by the Airport to inform and educate the community.

Canberra Airport | Preliminary Draft Master Plan 2009

Chapter Fourteen | Aircraft noise “Aircraft noise management […] requires an effective approach to land-use planning which supports adequate separation between noise sources and noise-sensitive areas.” Commonwealth Government Aviation Green Paper, December 2008. Aircraft noise is a key environmental issue that arises from the implementation of this Master Plan. This chapter discusses the environmental impacts of aircraft noise on the community and details plans for ameliorating and preventing aircraft noise impact through the retention and ongoing compliance with the High Noise Corridor as the appropriate land use planning tool for the areas surrounding Canberra Airport. As required under Australia’s international treaty obligations and supported in the Commonwealth Government’s 2008 Aviation Green Paper, Canberra Airport is committed to the principles enshrined in ICAO’s Balanced Approach to managing aircraft noise. The Balanced Approach recognises that every airport is different in regard to managing aircraft noise. In Canberra, far-sighted planners in the 1960s and 1970s ensured that a corridor was maintained free from residential development on the main departure and approach routes to and from Canberra Airport. These existing good planning outcomes mean that by using two key elements of the Balanced Approach, namely, appropriate land use management and planning, and noise abatement operational procedures, the Canberra and Queanbeyan community does not and should not suffer the effects of aircraft noise. Currently, these measures mean that 99.5% of the region’s residents are protected from aircraft noise. These residents have made housing location choices based on the aircraft noise protection provided by the noise abatement procedures operating at Canberra Airport. Canberra Airport is committed to maintaining this significant level of community noise protection. The current good planning measures are under serious threat. Despite a September 2006 Report by an Independent Review Panel commissioned by the NSW Minister for Planning to investigate land release in Queanbeyan, which strongly opposed residential development in the southern High Noise Corridor on the grounds of aircraft noise (including development beyond the 20 ANEF contour), there continue to be developer proposals, supported by the Queanbeyan City Council, to

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build houses directly under aircraft flight paths. In April 2007, the NSW Government Department of Planning released the Queanbeyan City Council Residential and Economic Strategy 2031, following submissions from the Queanbeyan City Council, the Jerrabomberra Residents Association (JRA) and developers. This Strategy included proposals for thousands of homes at Tralee and Environa under the Airport flight paths in direct contradiction of the findings of the NSW Government’s own Panel of Inquiry. The Strategy also contradicts key recommendations of the NSW/ACT Cross Border Water and Settlement MoUs signed by the NSW, ACT and Commonwealth Governments. The Commonwealth Minister for Infrastructure, Transport, Regional Services and Local Government stated in December 2008 in relation to residential development at Tralee that: “I have a very firm view, very firm view, that decision makers should not facilitate the building of houses directly under flight paths where there will be, where there will be a real impact in terms of, in terms of future growth.” […] “…the idea that you would reduce economic activity by building under a flight path and then introduce a curfew is to my mind exactly the opposite of the whole direction of what I’m saying with the aviation green paper.” Anthony Albanese MP, Minister for Infrastructure, Transport, Regional Services and Local Government, 2 December 2008. The December 2008 Aviation Green Paper stated: “It does not make sense to allow new noise-sensitive developments to occur in areas where they will lead to public concerns that may affect the long-term viability of the airport. In particular, there is every reason to avoid noise sensitive development in green field sites near airport flight paths” Commonwealth Government Aviation Green Paper, December 2008. Notwithstanding this opposition to the building of homes under Canberra Airport’s flight paths, in December 2008 the NSW Minister for Planning, the Hon Kristina Keneally, endorsed a revision to the 2031 Strategy submitted by the Queanbeyan City Council locating even more homes in the High Noise Corridor, including approximately 50% between 20-25 ANEF. This is a worse outcome than that

proposed in the initial endorsed strategy, and substantially worse than the proposals considered and subsequently rejected by the Independent Panel of Inquiry. If the NSW Government proceeds with the plans outlined in this revised Strategy and allows new residential development under current flight paths, then complaints from future Tralee and Environa residents will mean that the aircraft noise protection offered to residents in Canberra and Queanbeyan will be at risk. As a consequence, and because alternate non-noise affected sites for residential development exist at Googong and elsewhere surrounding Queanbeyan, proposals for residential development in the High Noise Corridor should not be approved. The community has a choice: Option 1: either continue to prohibit residential development under the current and future flight paths, or Option 2: allow residential development under current and future flight paths, with a very real possibility that these flight paths be dispersed over much of Canberra and Queanbeyan – that is, noise sharing. Ongoing consultation by the Airport has revealed that residents of the region have purchased and built their homes in the knowledge that they were away from existing and planned future flight paths and that they therefore do not want noise sharing nor residential development at Tralee/Environa. For this reason, the Airport fails to understand the Jerrabomberra Residents Association’s (JRA) support for housing at Tralee and Environa. The aircraft flight paths over this area have been moved there over the past 14 years from over Jerrabomberra in response to complaints by residents in Jerrabomberra who did not want these aircraft overflying their homes. The challenge is that the Jerrabomberra community cannot accept the current level of aircraft noise, but they somehow believe that future residents of Tralee and Environa will accept even higher levels of noise as the Airport grows. An unlikely outcome! Given the above, especially the clear warnings from the Commonwealth Minister for Infrastructure, Transport, Regional Services and Local Government (and especially noting the designation of Canberra Airport as a curfew-free airport for long-term freight use and the consequential requirement that appropriate land use planning ensures that this status is preserved), it would be incongruous

Canberra Airport | Preliminary Draft Master Plan 2009

and perhaps even negligent for the NSW Government to approve residential development in the High Noise Corridor, under the false assumption that aircraft noise will not be a problem for residents and will not impact on the operations of Canberra Airport (an assurance given by previous NSW Planning Ministers). In this day and age, Canberra Airport submits that no Minister should make a decision to knowingly cause people to live under Airport flight paths Canberra Airport is committed to protecting the Canberra and region community from aircraft noise impacts and will continue to strongly oppose any plans that may lead to noise sharing over residents that currently do not experience significant aircraft noise impact.

especially from Queanbeyan, regarding direct jet aircraft overflight. These Noise Abatement Areas are located over Canberra and Queanbeyan suburbs, as shown in green at Figure 14.1. Jet aircraft are not permitted to fly over Noise Abatement Areas, unless they are more than 5,000ft (approx. 1,500 metres) above ground.12 Turboprop aircraft above 5,700kg MTOW must operate above 3,000 feet. Canberra Airport is also seeking additional restrictions on aircraft overflight of the Noise Abatement Areas at night. This is discussed in greater detail at Section 14.4.4. The establishment of the Noise Abatement Areas by 1995 had two effects: •

Currently, 99.5% of Canberra and Queanbeyan residents are protected from significant adverse aircraft noise. They are not overflown by jet aircraft (except at higher altitudes); and

•

Significant adverse noise from aircraft is concentrated in a corridor which is likely to cause significant disturbance if residents were to locate in these areas.

Option 1 – Don’t build under flight paths Good planning policies mean that aircraft noise is concentrated in a High Noise Corridor, free from significant residential development. Canberra and Queanbeyan therefore remains largely free from aircraft noise, and there is no need for noise sharing. Due to the planning policies of the NCDC and the NSW State Planning Authority in the 1960s and 1970s, the approach and departure corridors at Canberra Airport have been left largely free from residential development.11 This means aircraft are able to depart or arrive throughout the day and night without causing disturbance to the overwhelming majority of the community. The Commonwealth Government urges State and Local Government to pursue similar planning outcomes to protect the future of Airports around Australia, and Canberra Airport remains committed to working with the ACT and NSW Governments as well as the Queanbeyan City Council to achieve a sustainable outcome for the region. “It is important that state governments and local governments meet their responsibilities to establish zoning policies, in consultation with airports, that ensure development near airports and under flight paths is compatible with noise exposure” Commonwealth Government Aviation Green Paper, December 2008. As a consequence of this previous prudent planning, Airservices Australia was able to create two Noise Abatement Areas by 1995 to protect the community from aircraft noise. This arose following community outcry,

The resulting corridor is subject to concentrated overflight of aircraft and significant adverse aircraft noise and has been designated as the “High Noise Corridor”, shown in red at Figure 14.1. Because of the very high levels of aircraft noise in the Corridor, it is unsuitable for residential development or other noise sensitive uses (such as medical or education facilities). The development of the High Noise Corridor, adopted and approved as the landuse planning mechanism for Canberra Airport in previous Canberra Airport Master Plans, and the appropriate land uses within it, has been subject to extensive public and stakeholder consultation, as outlined below. Please refer to Section 14.2. This Master Plan confirms that the High Noise Corridor is the key basis of Canberra Airport’s plan to ameliorate the environmental impact of aircraft noise. The High Noise Corridor is an area unsuitable for residential development and Canberra Airport is committed to ensuring that through the use of the High Noise Corridor, Canberra and Queanbeyan residents remain free from noise sharing. It is noted that the population of Canberra and the region would be able to more than double before there is the need to locate one new home under the flight paths, with the associated risk of noise sharing. At a compounding 1.5% pa growth rate, this is expected to take over 50 years to achieve. Very significant development areas are

These planning policies are reflected in the 1974 Queanbeyan City Council Structure Plan, which states “It will be necessary to exercise care in the siting of development. Generally, residential areas should be grouped away from major traffic routes and away from the flight path of the approach to Canberra Airport.” And “It is reasonable to suppose that the “Tralee” area (south of the City Boundary towards Mount Pemberton) should be an industrial estate”, August 1974. 12 5,000ft above ground is considered by Airservices Australia as the minimum acceptable altitude by jet aircraft for the avoidance of significant impact upon residents. Some disturbance can occur to some people when aircraft are above this level. Some aircraft can fly in the Noise Abatement Areas in special circumstances such as in emergencies, due to weather and when undertaking circuits. 11

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already proposed that will have no adverse aircraft noise impact on future residents, notably Kowen and Molonglo within the ACT and Googong in NSW, with additional significant opportunity for urban infill within existing residential areas of both Canberra and Queanbeyan. It is also noted that traditionally 90% of residential development in the region occurs within the ACT. Former NSW Planning Minister Frank Sartor, concerned with the land use conflict between airports and residential development, acknowledged at a meeting in May 2008 that Canberra Airport needed a residential-free corridor south of the Airport whilst Queanbeyan needed 10,000 new residential sites (including urban infill). The outcome of this meeting was that planning consultants Parsons Brinckerhoff were commissioned to examine the potential for housing in the Queanbeyan area. After considering all constraints and using conservative housing densities, they identified over 19,000 additional homes in the Queanbeyan area, as follows: LOCATION

TOTAL AREA

Queanbeyan (urban infill)

4,42013

Tralee Station

1,040 (area 347.3ha @ 3 dwellings/ha)

Mount Campbell South

346 (area 115.5ha @ 3 dwellings/ha)

Googong South

5,472 (area 456ha @ 12 dwellings/ha)

Googong New Town14

5,550 (area 455ha @ 12 dwellings/ha)

Googong North

2,100 (area 700+ha @ 3 dwellings/ha)

Burbong West (Option 1)

1,032 (area 344ha @ 3 dwellings/ha) OR

Burbong West (Option 2)

4,128 (area 344ha @ 12 dwellings/ha)

TOTAL

19,960-23,056 dwellings

It is expected that this level of housing provision would supply Queanbeyan with over 50 years of land supply without needing to build under a single flight path. Despite the availability of other options, Queanbeyan City Council and the NSW Government have refused to work with the 13 14

The urban infill figures were obtained from the Queanbeyan City Council website. A Section 65 Certificate has now been issued for Googong New Town.

Airport to further investigate the options identified in the draft Parsons Brinckerhoff report and instead continue to pursue residential development options inside the High Noise Corridor under Canberra Airport’s flight paths. Option 2 – Noise sharing Locating residents under the existing flight paths means aircraft will in the future be highly likely to fly over Canberra and Queanbeyan suburbs to share the effects of noise. The alternative faced by the community is a scenario where residential developments are approved within the High Noise Corridor, at locations such as Tralee, Environa and The Poplars (all in NSW) and as a consequence, day and night aircraft noise could be shared across large parts of Canberra and Queanbeyan. This flies in the face of previous long-term land-use planning outcomes for the region as well as previous approved Canberra Airport Master Plans. Despite the knowledge of residents moving into an area located under or nearby flight paths, the experience in Canberra and the surrounding region and around Australia is that, after land developers have sold their interest and moved on to other projects, future (and even current!) generations of residents will lobby for both operational restrictions on the Airport and noise sharing. This is demonstrated by the reality that residents of Queanbeyan and Jerrabomberra have previously called for noise sharing outcomes should aviation activity at Canberra Airport grow: “Residents of Jerrabomberra and Queanbeyan, who oppose the current flight paths over their homes, have warned they would strongly resist any further increase in air traffic, unless the noise was shared with Canberra suburbs.” Canberra Times, 21 March 1998 on the announcement of the sale of Canberra Airport by the Commonwealth If homes are built at Tralee, Environa and The Poplars, then residents under the flight paths are highly likely to exert pressure on the Commonwealth Government to change the flight paths just as has been achieved in the past by Jerrabomberra residents. However, this time, aircraft would be forced to fly over Canberra and Queanbeyan suburbs to disperse (or ‘share’) the effects of noise over the whole community. This is because, unlike Jerrabomberra where

Canberra Airport | Preliminary Draft Master Plan 2009

Figure 14.1

Noise Abatement Areas, the High Noise Corridor and Jet Arrivals and Departures

R

DE

T

AC

R BO

DEPARTURE FLIGHTPATH

GUNGAHLIN CURVED APPROACH FLIGHTPATH

BELCONNEN NORTH CANBERRA ACT

NOISE ABATEMENT AREA

HIGH NOISE CORRIDOR

CITY

BOR

DER

CANBERRA INTERNATIONAL AIRPORT

CAPITAL HILL FYSHWICK

SOUTH CANBERRA

WESTON CREEK

NOISE ABATEMENT AREA

WODEN

QUEANBEYAN HUME

JERRABOMBERRA

TRALEE TUGGERANONG CURVED APPROACH FLIGHTPATH

GOOGONG

T AC

BO

ER RD

STRAIGHT-IN APPROACH WIDEBODY AIRCRAFT 15 DEG OFFSET ARRIVAL

OFFSET DEPARTURE PATH

Note that current jet flight paths are located within the High Noise Corridor. The Noise Abatement Areas protect 99.5% of Canberra and Queanbeyan residents from noisy aircraft overflight, concentrating noise in the High Noise Corridor.

CANBERRA INTERNATIONAL AIRPORT - FLIGHT PATHS

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flight paths were able to be moved further to the west to currently rural land at Tralee and Environa, the only outcome available for future residents of Tralee, Environa and The Poplars is to move the noise over other existing residents in the region. It is possible that noise sharing flight paths may be similar to those utilised prior to the establishment of the Noise Abatement Areas in 1995. Please refer to Figure 14.2. If noise sharing were to result, the effect on the lifestyle of residents of Canberra and Queanbeyan, who are currently in areas free from aircraft noise is likely to be substantial. This issue is particularly unfair and lacks equity because Canberra and Queanbeyan residents, who have built or purchased their homes in a location free from aircraft noise, may be subject to noise because the complaints by the potential residents of Tralee, Environa and The Poplars may be given more political weight because they are located in what is currently a key marginal federal and state electorate. The absurdity of building homes in the High Noise Corridor is further underlined by the ongoing complaints from Queanbeyan and Jerrabomberra, including at the time of Airport sale by the Commonwealth in 1998, as highlighted above. Residents of these areas, located well outside the 20 ANEF, bought their homes in the knowledge that they were located under or adjacent to a major Airport flight path, yet have continued to lobby for (and have successfully achieved) a range of noise abatement measures. A further irony exists in the fact that had Jerrabomberra residents not lobbied for and achieved noise abatement by moving flight paths to the west over Tralee and Environa, Canberra Airport would likely not have opposed residential development proposals in these areas (as they would not have been impacted by aircraft overflight).

know that aircraft noise is very likely to become a major issue for potential future residents of “Tralee” should the proposal go ahead. If this occurs there would then be pressure for relief measures, such as placing restrictions on the operations of the Airport and for the “sharing” of noise by spreading the tracks over areas currently protected by the Noise Abatement procedures. The latter option would be particularly unfair to the current residents of those areas who may have purchased their properties in the expectation that they would not be subjected to unacceptable aircraft noise.” Airservices Australia, 8 October 2002. “Airservices Australia, which also monitors aircraft noise and flight track information, said evidence existed both domestically and internationally to suggest that aircraft noise concerns and complaints may become a growing issue should the Tralee development proceed. This shows that the public perception of noise will become an issue for future generations of residents of Tralee. If this occurs, Airservices Australia will have very little scope to provide noise respite to the Tralee residents. Noise Abatement Areas, specifically created by Airservices Australia over five years ago to offer a level of protection to the residents of much of Canberra and Queanbeyan, will be at risk. ‘It is also highly likely that other Canberra and Queanbeyan residents, who currently do not experience aircraft overflights, may well do so in the future if we are placed in a situation where we are required to re-distribute noise to provide respite for future Tralee residents.’ Mr Dudley said.” Airservices Australia, 16 August 2002.

Airservices Australia has advised that if these currently rural areas in the High Noise Corridor (Tralee, Environa and The Poplars) are to be rezoned as residential, then it is highly likely that community pressure will increase and future generations of residents of these areas will call for noise sharing across Canberra and Queanbeyan:

Further, if houses are permitted to be built in the High Noise Corridor, then it is possible that the Noise Abatement Areas could be abolished. This is because it would make no sense to continue to force the airlines to fly around the suburbs of Canberra and Queanbeyan at great cost (and increased greenhouse emissions) to protect the community from 55-65dBA of noise per jet overflight, especially when the NSW Government is seeking to develop new housing in the High Noise Corridor exposed to 65-75dBA of noise.

“Airservices Australia has ample experience from dealing with communities around airports Australia-wide to

Whilst these outcomes could become a reality if houses are built in the High Noise Corridor, Canberra Airport will

Airservices Australia views on noise sharing

Canberra Airport | Preliminary Draft Master Plan 2009

actively oppose these outcomes and any residential development in the High Noise Corridor. Canberra Airport is of the firm view that the best option for the residents of Canberra and Queanbeyan is to ensure the High Noise Corridor is kept free from further residential development so that noise sharing is not required and so residents of Canberra can continue to have a fully operational 24-hour airport without any adverse aircraft noise impact.

14.1 Noise outcomes specifically excluded by this Master Plan The 2005 Master Plan specifically excluded a curfew at Canberra Airport. A curfew is similarly excluded in this Master Plan. A curfew is not necessary at Canberra Airport now or in the future. It is an integral part of this Master Plan that Canberra Airport does not have a curfew for the length of this Master Plan. This is the case irrespective of whether noise sharing is the outcome. This is confirmed by the December 2008 Aviation Green Paper that indicated that the Commonwealth Government will work with State and Territory Governments: “to ensure land use planning and operational restrictions on noisy aircraft are consistent with maintaining curfewfree access” Commonwealth Government Aviation Green Paper, December 2008. Canberra Airport therefore looks forward to the NSW Government engaging with the Commonwealth Government to ensure that the Commonwealth’s expectations are met in relation to appropriate land-use planning around Canberra Airport. The Green Paper also recognised that putting in place appropriate land use planning and other noise abatement measures for the community will: “enable the maintenance of a north-south and eastwest network of non-curfew airports. […] This is crucial to maintaining access for airlines and airfreight services to major airports such as Brisbane, Cairns, Canberra, Melbourne and Perth.” Commonwealth Government Aviation Green Paper, December 2008. Separately, in November 2008, the Minister for Infrastructure, Transport, Regional Services and Local Government reaffirmed Canberra’s curfew-free status: “[…] I don’t support a curfew for Canberra Airport. I

think we need to make sure though that we get the planning right, and if we do that, then the airport which is an important economic, piece of economic infrastructure for Canberra and for the region - can operate, but can operate in a way that is consistent with the interests, the broad interests of the community around the airport.” The Hon Anthony Albanese, Minister for Infrastructure, Transport, Regional Services and Local Government, 2CC Radio interview, 21 November 2008. It is noted that some members of the community, as well as the Queanbeyan City Council and the developers of the proposed Tralee development, continue to actively seek a curfew at Canberra Airport. Despite the very significant noise respite measures already in place, Canberra Airport notes community concerns and commits to continuing to work with Airservices Australia, aircraft operators and the community to deliver noise respite measures for the broader Canberra and region community. However, Canberra Airport notes the irony in calls for a curfew by both the Queanbeyan Council and the Tralee developer, when both are seeking to locate additional homes directly under and nearby low-level flight paths under the justification that aircraft noise in these locations isn’t a problem now and won’t be a problem for residents in the future. There are significant operational impacts on the Airport and broader economic impacts for the region associated with the introduction of a curfew. The Tourism Transport Forum (TTF) and similar tourism and industry groups have all stated that the imposition of a curfew would severely limit the Airport’s capacity to service international flights, would threaten existing services such as the Perth and Gold Coast services, and would slow tourism growth and cut jobs for the people of Canberra and the region. It would also restrict the carriage of essential and timesensitive overnight airfreight, such as medical supplies, bank supplies, overnight express mail and newspapers. Further, a curfew would restrict Canberra Airport’s role as the gateway to the National Capital, including the fact that it may restrict the ability of government and VIP aircraft to operate into and out of Canberra in the late evening or early morning. As aircraft can arrive and depart into and out of Canberra Airport without overflying any residential areas and that of the 140,000 homes located in Canberra and Queanbeyan only 600 are in the High Noise Corridor and less than 800 have any meaningful exposure to aircraft noise from

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Figure 14.2

Potential noise-sharing flight paths (based on pre-1995 flight paths)

R

DE

T

AC

R BO

GUNGAHLIN

BELCONNEN NORTH CANBERRA ACT

NOISE ABATEMENT AREA

HIGH NOISE CORRIDOR

CITY

CANBERRA INTERNATIONAL AIRPORT

CAPITAL HILL FYSHWICK

SOUTH CANBERRA

WESTON CREEK

NOISE ABATEMENT AREA

WODEN

QUEANBEYAN JERRABOMBERRA HUME

TRALEE

TUGGERANONG

GOOGONG

ACT BORDER

Note the distribution of noise over large residential areas of Canberra and Queanbeyan.

PRE DECEMBER 1995 FLIGHT PATHS

BOR

DER

Canberra Airport | Preliminary Draft Master Plan 2009

regular jet aircraft (and these people bought or built their homes in knowledge of the existing flight paths). Given this, it would appear that the impact of night time aircraft noise is low and therefore a curfew is not necessary or desirable. Land use planning must reflect the reality of Canberra Airport being a 24-hour operating airport.

14.2 High Noise Corridor To ameliorate and prevent the adverse environmental effects of aircraft noise and to avoid encroachment upon the Airport by residential development, Canberra Airport sought community and stakeholder consultation upon an agreed community standard where residential areas should not be located. Based on the minimum acceptable altitudes determined by Airservices Australia as necessary to protect residents from aircraft noise,15 and on the departure and arrival flight paths, an area subject to significant adverse aircraft noise was identified. This area was defined by Canberra Airport as the High Noise Corridor. A background paper detailing this area as prohibited for new residential development was released in April 2001 by Canberra Airport, and was open for a widely publicised public consultation process, including six public meetings. The results of consultation were as follows: •

strong bipartisan political support was received for the High Noise Corridor as well as from regulatory authorities and industry. The Queanbeyan City Council opposed the proposal;

•

key community groups, most notably the Jerrabomberra Residents’ Association, supported the proposal;

•

support was also received for the High Noise Corridor from the property development industry including the Master Builders Association and Housing Industry Association. No opposition was received from the property industry through the consultation process. Note that Village Building Company, while expressing no opposition to the High Noise Corridor proposal during the consultation process (on which they were specifically briefed), commenced vigorous opposition to the High Noise Corridor more than 12 months after consultation was completed as they had subsequently purchased an interest in an area of land in the Corridor in 2002; and

•

opposition was received from those residents located in the eastern portion of the Corridor on the approaches to the cross Runway 30. Their concerns were regarding the extent of the Corridor to the east of the Airport.

Following this consultation, changes were made to the extent of the eastern portion of the Corridor to address the concerns of the residents on the cross runway approach and departure paths. There have subsequently been no further complaints from these residents regarding the High Noise Corridor. The changes made will not result in the possibility of noise sharing because alternative aircraft approaches are available, most notably to the main runway. Further, following this consultation and major stakeholder consultation, a reduction was made to the extent of the northern and southern corridor from ten miles to eight miles. The resulting area is shown in red in Figure 14.1 as the High Noise Corridor. The noise footprint of a single Boeing 737-400 landing and taking off is shown in Figure 14.10 and the noise footprint of a single Boeing 767-300 landing and taking off is shown in Figure 14.11. Figure 14.3 shows the key southern High Noise Corridor for a Boeing 737-800 and includes the new curved Required Navigation Performance (RNP) approach to the Airport as well as a RNP offset approach suitable for wide-body aircraft. Both of these RNP approaches are designed to curve around existing residents at Jerrabomberra located under the existing Runway 35 straight-in approach path. Please refer to Section 14.3.4. The Commonwealth has stated that 65dBA to 70dBA is the external noise exposure level where noise begins to become intrusive and, consequently where it is reasonable to expect future residents will actively seek respite through operational changes as the Airport grows and the frequency of flights increases over time.16 The 65dBA to 70dBA single event noise contours in Figures 14.3, 14.10 and 14.11 closely follow the border of the High Noise Corridor, indicating that noise exposure levels through the High Noise Corridor are significant. It is forecast that the frequency of noise exposures will increase in the High Noise Corridor as aviation traffic grows. It is also noted that the 20 ANEF contour of the Ultimate Practical Capacity ANEF for Canberra Airport is also broadly contained within the High Noise Corridor, further supporting the reasonableness of the extent of the High Noise Corridor.

5,000ft above ground is considered by Airservices Australia as the minimum acceptable altitude by jet aircraft for the avoidance of significant impact upon residents. Some disturbance can occur to some people even when aircraft are above this level. The Hon John Anderson MP, Federal Minister for Transport and Regional Services, letter to the Hon Andrew Refshauge MP, NSW Deputy Premier and Minister for Planning, 27 August 2002.

15

16

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The High Noise Corridor is supported by Commonwealth Government policy as outlined in the December 2008 Aviation Green Paper: “It does not make sense to allow new noise-sensitive developments to occur in areas where they will lead to public concerns that may affect the long-term viability of the airport. In particular, there is every reason to avoid noise sensitive development in green field sites near airport flight paths” Commonwealth Government Aviation Green Paper, December 2008. The High Noise Corridor as an area where residential and other noise sensitive development should be excluded altogether has been adopted and approved in previous Airport Master Plans as the appropriate land-use planning mechanism for Canberra Airport. The ongoing use of the High Noise Corridor for land use planning around Canberra Airport remains a central premise of this Master Plan.

14.3 Current measures to avoid noise disturbance Minimising the impact of aircraft noise disturbance on the community continues to be one of Canberra Airport’s key goals. The Airport has taken a proactive approach to managing the aircraft noise issue through comprehensive and ongoing consultation with the community and aircraft operators, and by working with government and statutory bodies such as Airservices Australia. The Airport has worked with aircraft operators and Airservices Australia to put in place an extensive range of aircraft noise respite measures to protect the community from aircraft noise. The following sub-paragraphs outline these measures in greater detail. Figures 14.5 and 14.6 display actual jet arrival and departure tracks from 2004 and 2008, demonstrating that noise abatement procedures are working. Aircraft now largely avoid residential areas. Many of these procedures would be in jeopardy if current proposals to place houses under flight paths are permitted to go ahead. The following noise respite measures are in place to protect residents living in the vicinity of Canberra Airport from the adverse effects of aircraft noise. These measures protect 99.5% of Canberra and Queanbeyan residents from aircraft noise, but many would have to be abolished in the event of noise sharing. These procedures may evolve and

change in response to community needs. It is noted that the following measures have been put in place in response to complaints from residents who purchased or built their homes in full knowledge of the aircraft noise impact. These are residents who are often nowhere near the ANEF and who are exposed to significantly less noise than would be the case for residents of Tralee and Environa. 14.3.1 Noise Abatement Measure 1: Canberra and Queanbeyan Noise Abatement Areas – established 1995 The Noise Abatement Areas are the most important measure in keeping Canberra and Queanbeyan largely free from aircraft noise. They were introduced in 1995 to reduce the overflight of residential areas by arriving and departing aircraft, following community outcry regarding significant adverse aircraft noise over Canberra and Queanbeyan. Within the Noise Abatement Areas jets may not fly below 5,000ft (1,500m) above ground level, and large propeller aircraft may not fly below 3,000ft, except in special circumstances (such as aircraft emergencies, inclement weather or when undertaking circuits). The Noise Abatement Areas are shown in green at Figure 14.1. They ensure jet aircraft largely avoid the overflight of residents of Canberra and Queanbeyan. Noise sharing would result in their abandonment. If proposed residential development proceeds at Tralee or Environa, this measure would be under threat. Canberra Airport supports the strengthening of the rules associated with aircraft overflight of the Noise Abatement Areas at night, as outlined in Section 14.4.4. Canberra Airport also supports the extension of the Noise Abatement Areas to cover residential development in eastern Gungahlin and future residential development at Googong (refer to 14.4.3). Canberra Airport will work with the appropriate Commonwealth agencies to achieve these outcomes and envisages that the expansion of the Noise Abatement Areas will be achieved at the latest at some stage in 2010.

Canberra Airport | Preliminary Draft Master Plan 2009

Figure 14.3

B737-800 arrivals and departures in the Southern High Noise Corridor

Note the RNP approach paths and the offset departure path both shift the noise away from Jerrabomberra to the rural lands in the High Noise Corridor known as Tralee and Environa. Also, note the extent of noise throughout the southern component of the High Noise Corridor.

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14.3.2 Noise Abatement Measure 2: Protection for Jerrabomberra residents from departure flight paths – established 1996 Following complaints from residents of Jerrabomberra, a 12-degree offset departure flight path was established, ensuring aircraft taking off to the south on Runway 17 fly to the west of Jerrabomberra, over rural land at Tralee and Environa (refer Figure 14.1). If proposed residential development proceeds at Tralee or Environa, this measure would no longer make sense and likely be abandoned. 14.3.3 Noise Abatement Measure 3: Night Protection for Jerrabomberra residents from arrival flight paths – established 1998 The predominant landing runway at Canberra Airport is Runway 35 from the south, which is serviced by an Instrument Landing System (ILS). Following ongoing campaigning by the Jerrabomberra community to reduce aircraft noise, a noise respite measure was introduced in May 1998 such that between 8pm and 7am Runway 17 is the preferred runway when weather conditions permit, with arrivals from the north and departures to the south. This measure ensures that overflight of Jerrabomberra residents is avoided for most night hours because aircraft departing to the south are directed on an offset flight path over Tralee and Environa. If proposed residential development proceeds at Tralee or Environa, this measure would no longer make sense and likely be abandoned. 14.3.4 Noise Abatement Measure 4: Required Navigation Performance (RNP) curved approaches – established 2005 In 2005 Qantas Boeing 737-800 aircraft first utilised new GPS-based technology known as Required Navigation Performance (RNP) to operate a curved noise abatement approach to Runway 35. Canberra was the first airport in Australia to be selected for this technology. This means that aircraft using this RNP approach can now safely bypass Jerrabomberra on arrival, and instead fly over the currently rural areas of Tralee and Environa. Airservices Australia data shows that the new RNP approach to Runway 35 delivers a highly significant 8-10dBA reduction in noise to Jerrabomberra from Boeing 737-800 aircraft using that approach. This equates to an almost halving of the noise impact on residents of this suburb by those aircraft, whilst directly overflying Tralee and Environa.

Further, the RNP approaches allow for more direct tracking, which in turn minimises lateral aircraft noise. RNP departures and a precision-like RNP approach to Runway 17 are also now utilised by appropriately equipped aircraft, providing very substantial safety and fuel savings. It is noted that the initial RNP departure procedure for Runway 17 actually brought aircraft closer to Jerrabomberra than other Standard Instrument Departures (SIDs), leading to a 3dBA increase in departure noise at Jerrabomberra. When this was identified, following a request from the Jerrabomberra Community, Canberra Airport worked with Qantas and the procedure designers to change the RNP departure to move the flight path further to the west and directly over Tralee to reflect the SID. It must be noted that the initial RNP departure flight path did not even overfly Jerrabomberra but rather was unintentionally closer to Jerrabomberra than previously. If this flight path was deemed unacceptable by Jerrabomberra residents, then it will clearly be unacceptable to possible Tralee residents, given they are under the flight path and exposed to 8-12 dBA more noise (ie: a doubling in noise) than Jerrabomberra residents who demanded that the flight path be moved. Currently the technology is utilised wherever possible by Qantas Boeing 737-800 aircraft. It is expected that more of these aircraft will be deployed to Canberra routes in upcoming years. Virgin Blue has also advised that they will utilise these approaches for their entire Boeing 737 fleet in the near future and the technology is also available to RAAF 34 Squadron fleet of Boeing Business Jet (BBJ) aircraft. The existing RNP Procedures, as well as a new RNP procedure acceptable to wide-body aircraft, have been incorporated into the new Canberra Airport Ultimate Practical Capacity ANEF. When compared with standard (instrument or noninstrument) arrivals, the RNP arrivals are extremely accurate and tracks can be accurately predicted. If proposed residential development proceeds at Tralee or Environa, the noise abatement benefit of the Runway 35 RNP approach would no longer apply, and the procedure is likely to be reviewed.

Canberra Airport | Preliminary Draft Master Plan 2009

14.3.5

Noise Abatement Measure 5: Protection of North Canberra residents through altered departure procedures Runway 30 – established 2001

Revised departure procedures for Runway 30 usually require light aircraft to track straight over Fairbairn Avenue to the War Memorial before turning off the original departure heading, thereby avoiding unnecessary noise disturbance to residents of North Canberra, in particular the suburbs of Campbell and Reid. 14.3.6

Noise Abatement Measure 6: Higher overflight of residents located between Queanbeyan and Bungendore – established 2001

For light aircraft travelling to the training area near Bungendore, a noise respite procedure was implemented ensuring light aircraft, once on track, travel at an altitude 500ft higher than was previously the norm. This reduces noise exposure for residents living below this flight track, mainly in Wamboin (NSW). 14.3.7 Noise Abatement Measure 7: Increased protection for Carwoola, Captains Flat Road and Ridgeway residents – established 2002 Amended arrival procedures to Runway 30 from the east were put into place in 2002 to provide noise respite to the rural-residential areas of Carwoola, Captains Flat Road and the Ridgeway (all in NSW), involving directing aircraft over currently unpopulated western areas of Kowen Forest. When the ACT Government develops Kowen as a residential settlement, this measure may need to be refined. 14.3.8 Noise Abatement Measure 8: Arrival procedures Runway 12 – established 2002 Similar to the departure procedures for Runway 30 implemented in 2001, arriving aircraft on Runway 12 are requested to join their final inbound track no later than the War Memorial to reduce noise over North Canberra. This avoids aircraft turning late and overflying residential areas of Campbell and Reid. 14.3.9

Noise Abatement Measure 9: Minimised noise to Pialligo and North Canberra residents from circuit traffic – established 2002

New circuit procedures on the cross runway (Runway 12/30) were implemented to ensure minimum possible aircraft noise impact to residents in Pialligo and North Canberra. 14.3.10 Noise Abatement Measure 10: Night (11pm- 6am) operations – established 2003 Agreements were signed with the two principal night freight operators at Canberra Airport to ensure night freight aircraft use the main runway (Runway 17/35) rather than the cross runway between 11pm and 6am, and fly clear of the Canberra and Queanbeyan Noise Abatement Areas except where operationally required. A similar agreement was reached with the Royal Flying Doctor Service/NSW Air Ambulance and another major Canberra General Aviation organisation. This ensures that residents of Canberra and Queanbeyan, and particularly residents of North Canberra, are subject to reduced overflight at night. As discussed in greater detail in Chapter 6, Canberra Airport is committed to ensuring similar agreements are signed with any future night freight operator that seeks to operate services to and from Canberra Airport, unless a broader restriction on the overflight of the Noise Abatement Areas at night is achieved (please refer to Section 14.4.4). 14.3.11 Noise Abatement Measure 11: New Departure and Arrival procedures – established 2002 & 2005 In response to the Noise Abatement Areas and to keep aircraft in the High Noise Corridor for longer periods, Airservices Australia developed new Standard Instrument Departures (SIDs) in 2002, followed by new Standard Terminal Arrival Routes (STARs) in 2005 for Canberra Airport. These procedures are able to be entered into aircraft flight management systems and, taking into account wind conditions, allow for highly accurate tracking to and from Canberra Airport. These procedures have also been designed to ensure that aircraft operating to or from the main runway (Runway 17/35) stay inside the High Noise Corridor for longer before they turn from/onto track destination. Indeed these procedures now ensure that the vast majority of jet aircraft generally enter and exit the High Noise Corridor from the ends, as seen in Figure 14.6 (especially when compared with Figure 14.5). This has ensured reduced high level aircraft overflight of residents in Tuggeranong, Gungahlin and the future residents of Googong.

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14.4 Noise respite measures under investigation 14.4.1 Additional protection of Jerrabomberra residents from arrival noise Canberra Airport is working with Airservices Australia and the major aircraft operators to investigate a 15-degree offset approach from the south to the main runway. This would direct aircraft arriving from the south or southwest to fly further to the west over currently rural areas (including Tralee and Environa), moving them further away from residences in Jerrabomberra. This proposal could work in two ways – firstly as a non-precision procedure utilised by aircraft in good visibility (a visual approach) or as a precision RNP or GPS procedure. It is noted, however, that if proposed residential development proceeds at Tralee and Environa, this proposed measure would no longer make sense and would likely be abandoned. 14.4.2 Further protection of Jerrabomberra community from arriving aircraft A request was received from the Jerrabomberra community to investigate the possibility of directing that all aircraft arrive from the north and depart to the south when operationally possible, by utilising Runway 17 rather than Runway 35 as the preferred runway. This measure would reduce noise over Jerrabomberra, shifting it to the west over the rural land of Tralee and Environa. If proposed residential development proceeds at these locations, this measure would be at risk. Note that the Jerrabomberra Resident’s Association rescinded this request (11 March 2004) and now requests that maximum landings and takeoffs occur to/from the north. This later request has significant safety and operational concerns and will not be further investigated. It is noted that the provision of precision approaches to Runway 17 will aid the proposal to allocate more arrivals from the north and departures to the south. This is now possible with the commencement of the Runway 17 RNP approach, and it is expected that further technology such as the GPS-based Ground Based Augmentation System (GBAS) and the Approach with Vertical Guidance (APV) option, once implemented, will provide additional Runway 17 arrival benefits to aircraft operators.

14.4.3 Expansion of Noise Abatement Areas over Gungahlin and Googong Since 2001, Canberra Airport has acknowledged that planned future regional residential development outside the current Noise Abatement Areas but away from lowlevel aircraft flight paths may lead to a future need to expand the current Noise Abatement Areas. Following formal requests in 2008 from the Gungahlin community and the ACT Chief Minister, Canberra Airport has written to Airservices Australia requesting they investigate the eastward expansion of the Canberra Noise Abatement Area to incorporate new Gungahlin suburbs. Canberra Airport supports the extension of these Noise Abatement Areas (and has done so since 2001) if the investigation shows that the expansion of the Noise Abatement Areas will not pose any detrimental safety, operational or environmental constraints on the airport, the community, or on aircraft operations to/from the Airport now or in the long term. An opportunity may also exist for the future expansion of the Queanbeyan Noise Abatement Area to the south to incorporate a new residential development at Googong. Canberra Airport supports this proposed extension of the Queanbeyan Noise Abatement Area. These proposed expansions are depicted at Figure 14.4. Canberra Airport will work with the appropriate Commonwealth agencies to achieve these outcomes and envisages that the expansion of the Noise Abatement Areas will be in place at the latest at some stage in 2010. Given that these proposals have been supported by the Airport and sought by the community since 2001, it is now appropriate that they are implemented expeditiously. It is noted, however, that no expansion of the Noise Abatement Areas into the High Noise Corridor will be considered at any time. 14.4.4 Strengthening of Noise Abatement Areas at night Despite successfully restricting night operations over the Noise Abatement Areas through contractual agreements with regular night operators (described at Section 14.3.10), Canberra Airport recognises that the community seeks certainty of noise protection, especially at night.

Canberra Airport | Preliminary Draft Master Plan 2009

Figure 14.4

Proposed extensions to the Noise Abatement Areas

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Acknowledging community concerns, Canberra Airport formally requests Airservices Australia and the Commonwealth Government through this Master Plan process to review the rules applying to the Noise Abatement Areas at night (11pm-6am) to ban all aircraft operating to and from Canberra Airport at night from overflying the Noise Abatement Areas at any height, except where operational requirements require it. This would mean no Canberra or Queanbeyan house would be overflown at night (aside from 600 homes at Jerrabomberra). Canberra Airport commits to vigorously pursuing this initiative to provide residents of Canberra and Queanbeyan with certainty of protection from aircraft noise at night, notwithstanding the expected growth of night aircraft operations to and from the Airport. Canberra Airport will work with the appropriate Commonwealth agencies to achieve these outcomes and envisages that measures will be in place by late 2009 or early 2010. 14.4.5 Revised night circuit and departure procedures on Runway 35 Following discussions with CASA and Airservices Australia, Canberra Airport is also discussing the opportunity to direct aircraft departing Canberra Airport to the south or west on Runway 35 at night (outside Air Traffic Control hours) to make a right hand turn after takeoff to gain altitude before turning to track to their destination (rather than turning left and overflying Canberra suburbs). These aircraft movements would also be directed to fly clear of the Queanbeyan Noise Abatement Area. Similarly, in the unlikely event an aircraft is conducting circuits on Runway 35 at night, Canberra Airport is investigating the opportunity to direct such circuits to the east of the Airport rather than the west to avoid overflight of residential areas of Canberra. Canberra Airport envisages that these measures will be in place by late 2009.

14.5 Community aircraft noise complaint behaviour Notwithstanding the extensive noise respite measures detailed above, aircraft noise complaints arise from residents living in the following areas: •

Jerrabomberra (especially the 600 households inside the High Noise Corridor);

•

North Canberra (particularly Hackett, Campbell, Watson, primarily due to small General Aviation aircraft using Runway 12/30);

•

Carwoola;

•

The Ridgeway;

•

Wamboin;

•

Sutton;

•

Pialligo;

•

Tuggeranong;

•

Gungahlin; and

•

Fernleigh Park.

These areas, with the exception of Jerrabomberra, Fernleigh Park and Pialligo, are subjected to single noise event levels from jet aircraft well below the 65dBA level at which Commonwealth authorities state that noise begins to become intrusive and, consequently where it is reasonable to expect future residents to actively seek operational changes to avoid aircraft overflight of their properties.17 These residents are subject to much less noise at much lower frequency than areas within the High Noise Corridor. Note that some residents can be disturbed by single event noise levels well below 65dBA.

14.6 Community and industry consultation In order to ascertain aircraft noise disturbance and to best tailor noise respite measures to reduce community noise, Canberra Airport conducts extensive and ongoing consultation with Airservices Australia, governments, industry and the community. This consultation occurs in various forms: public meetings, written communication, publications and information on the Airport’s website. Public meetings are held at least once a year. Further, the Industry Aircraft Movements Procedures Review Group (IAMPRG), comprising industry and government, and the Canberra Airport Aircraft Noise Consultative Forum (CAANCF), composing key community group representatives, industry and government, currently meet three times a year to discuss aircraft noise issues and outcomes, as well as broader issues relating to the Airport and its key role within the community.

The Hon John Anderson MP, Federal Minister for Transport and Regional Services, letter to the Hon Andrew Refshauge MP, NSW Deputy Premier and Minister for Planning, 27 August 2002.

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Canberra Airport | Preliminary Draft Master Plan 2009

Canberra Airport notes the Commonwealth’s recommendation in the December 2008 Green Paper that airports create Community Consultation Groups to discuss a broad range of issues, including aircraft noise. Canberra Airport submits that the current CAANCF largely fulfils this role; however the Forum is to be re-named in the short term to better reflect the broader range of issues already canvassed in Forum meetings and to better align with the Commonwealth’s intentions.

Environa), the High Noise Corridor as a concept is likely to become redundant as noise is spread across the region.

14.7 Describing and displaying high levels of aircraft noise

This Master Plan depicts the flight paths at and around the Airport in two ways, notably by showing the recent actual aircraft flight tracks (based on radar data) and by showing expected future flight tracks. The former shows all past flight tracks for a given period whether aircraft are on track or not, and include diversions due to weather or operational reasons. The disadvantage is that this depiction only shows tracks from the past, and flight paths may change into the future – this can be seen by the difference in tracks between 2004 (Figure 14.5) and 2008 (Figure 14.6). The depiction of future flight tracks shows the expected main flight paths expected to operate in the future. However, it does not reflect aircraft that may be off-track, nor will it reflect flight paths if future flight paths change in an unexpected manner.

Accurately and comprehensively describing and displaying aircraft noise impact is essential to maintaining a proactive approach to informing the community on aircraft noise issues. There are several measures used to describe and display aircraft noise, none of which is singularly able to show every aspect of the impact of aircraft noise. This Master Plan therefore outlines a number of these measures so that the community can form a more complete understanding of the effects of aircraft noise in the areas surrounding Canberra Airport. 14.7.1 High Noise Corridor The High Noise Corridor depicts the area of land around Canberra Airport and between the Canberra and Queanbeyan Noise Abatement Areas subject to significant adverse aircraft noise exposure. Aircraft flight paths including recent Required Navigation Performance (RNP) procedures, Standard Instrument Departures (SIDs) and Standard Terminal Arrival Routes (STARs) have all been designed to concentrate aircraft noise within the Corridor to the benefit of over 99.5% of residents in the region. The High Noise Corridor is the key measure outlined in this Plan for the amelioration of the impact of aircraft noise, within which no further residential development should be permitted. Noting that single event noise contours shown in Figures 14.3, 14.10 and 14.11 exceed 65dBA within the High Noise Corridor, areas throughout this Corridor will be subject to high noise exposure, and the frequency of movements at this level of noise will increase as aviation traffic grows. Less noise is experienced outside the Corridor, indicated by examining actual aircraft tracks and single event noise contours. Note that should the Noise Abatement Areas be abolished due to the implementation of noise sharing (as a result of residential developments in the High Noise Corridor at locations such as Tralee and

It is also noted that the 20 ANEF contour of the new Practical Ultimate Capacity ANEF for Canberra Airport is also broadly contained within the High Noise Corridor, further supporting the reasonableness of the extent of the High Noise Corridor. 14.7.2 Flight paths at and around the Airport

14.7.2.1 Actual Aircraft Tracks

Figures 14.5 and 14.6 show the actual departure (green) and arrival (red) tracks for jet aircraft operating to and from Canberra Airport, with a comparison between flight paths in 2004 compared with 2008. These tracks are recorded by Airservices Australia using the Noise and Flight Path Monitoring System and are publicly available. The tracks show actual aircraft tracks for a given period in the past, chosen to demonstrate the range of current jet flight paths operating to and from Canberra Airport. These represent only a small proportion of aircraft flight paths into and out of Canberra. It is noted that over time, flight paths change, especially in the advent of new GPS-based technologies, although these flight paths will be largely restricted within the High Noise Corridor if Option 1 above is chosen. When compared, Figures 14.5 and 14.6 also show the benefit to the community of the range of noise abatement procedures in place, particularly the implementation of SIDs, STARs and RNP procedures. SIDs and STARs have enabled far more accurate flight paths to be developed,

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as well as ensuring that jet aircraft remain within the High Noise Corridor on approach to or on departure from Canberra Airport. The RNP procedure can clearly be seen to the west of Jerrabomberra at Figure 14.6, providing very substantial noise relief to residents. The maps also do not show the noise impact of each individual aircraft, which can be better understood by examining single event noise exposure contours. The actual noise exposure contours vary by aircraft type, and their impact is spread over a far wider area than the actual tracks, as shown in the following section. 14.7.2.2 Main future expected flight paths

The main expected future flight paths are highly dependent upon whether residential development occurs in the High Noise Corridor and hence if a noise sharing outcome is implemented in Canberra. Option 1 – No Noise Sharing Should there be no noise sharing, then the main expected future flight paths would be substantially similar to the existing flight paths into and out of Canberra Airport, with additional GPS and RNP approaches, such as the 15-degree offset RNP approach modelled in the endorsed Ultimate Practical Capacity ANEF. These flight paths are largely contained within the High Noise Corridor and are shown in Figure 14.1. The flight paths modelled in the endorsed ANEF are shown in Figures 14.7, 14.8 and 14.9. Option 2 – Noise Sharing Should development occur within the High Noise Corridor and noise sharing results, then future flight paths are expected to be substantially different to the existing flight paths. Flight paths, and hence aircraft noise, may be dispersed over large areas of the existing residential population of Canberra and Queanbeyan. The exact location of the flight tracks is difficult to determine exactly as it is likely to be determined through the political process. The pre-1995 flight paths over Canberra and Queanbeyan, as shown in Figure 14.2, constitute one possible noise-sharing scenario, as they represent flight paths previously proven and flown by commercial jet aircraft. Canberra Airport has been consulting with the community regarding noise sharing, and there has been overwhelming resistance to noise sharing.

14.7.3 Single event noise contours The single event noise exposure contours of representative aircraft operating on existing Canberra Airport flight paths are depicted in Figures 14.10 and 14.11, showing the adverse noise impact, or noise footprint, that a Boeing 737-400/737-800 and Boeing 767-300 have when using the main runway, and a Dash 8-300 has on landing on the cross runway (Runway 30). Figure 14.3 shows the impact of a Boeing 737-800 in the southern High Noise Corridors by aircraft using the new RNP approach and the future 15-degree offset RNP approach, as well as other existing arrival and departure paths. The Commonwealth Government has stated that 65dbA to 70dBA is the level at which noise begins to become intrusive and consequently it is reasonable to expect residents in these areas will actively seek respite through operational changes as the Airport grows and the frequency of flights increases over time.18 At General Aviation airports, noise can be a problem from 60dBA.19 In Canberra, some residents exposed to less than 60dBA are still calling for additional noise respite measures. Further, Canberra Airport’s experience is that it is often specific noise events (ie: even just a single aircraft) that cause the most concern and complaint response from residents and hence single event noise exposure contours are a better representation of noise exposure. For example, prior to a schedule change, the arrival at around 6am of a direct flight from Perth was subject to significant levels of complaints by residents, largely within the 65dBA single event contour. Such complaint behaviour would not have been predicted by measures which average out noise levels over a year. 14.7.4 N65 contours N65 contours provide a measure of the number of noise events that exceed the critical 65dBA noise level at any given location, and are shown at Figure 14.12 for the Airport’s ultimate practical capacity. As outlined above, 65dBA is the noise level at which noise becomes intrusive and at which residents will actively seek respite through operational changes as the Airport grows and the frequency of flights increase over time. It is noted that proposed residential developments at Tralee will be subject to between 100 and 200 N65 events per day average at ultimate practical capacity, whereas current complaints from Jerrabomberra and elsewhere in

The Hon John Anderson MP, Federal Minister for Transport and Regional Services, letter to the Hon Andrew Refshauge MP, NSW Deputy Premier and Minister for Planning, 27 August 2002. Going Beyond Noise Contours, Department of Transport and Regional Services, October 2003.

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Canberra Airport | Preliminary Draft Master Plan 2009

Figure 14.5

Actual Jet Movements - 2004

Actual jet tracks show how the Noise Abatement Areas protect Canberra and Queanbeyan residents from aircraft overflight and how aircraft noise is concentrated in the High Noise Corridor.

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Figure 14.6

Actual Jet Movements - 2008

Actual jet tracks show how the Noise Abatement Areas protect Canberra and Queanbeyan residents from aircraft overflight and how aircraft noise is concentrated in the High Noise Corridor. SIDs, STARs and RNP have ensured far greater precision in flight tracks and ensuring aircraft are predominantly kept within the High Noise Corridor

Arrival tracks utilised in the modelling of the Ultimate Practical Capacity ANEF

Figure 14.7 Canberra Airport | Preliminary Draft Master Plan 2009

Departure tracks utilised in the modelling of the Ultimate Practical Capacity ANEF

Figure 14.8

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Circuit tracks utilised in the modelling of the Ultimate Practical Capacity ANEF

Figure 14.9 Canberra Airport | Preliminary Draft Master Plan 2009

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Figure 14.10

Single Event Contour – 737-400 arrivals and departures on Runway 17/35, 737-800 RNP arrivals on Runway 17/35 and Dash 8 arrivals on Runway 30

Note the extent of noise throughout the High Noise Corridor.

Canberra Airport | Preliminary Draft Master Plan 2009

Figure 14.11

Single Event Contour – 767-300 arrivals and departures on Runway 17/35 and Dash 8 arrivals on Runway 30

Note the extent of noise throughout the High Noise Corridor. While the offset arrival is not shown on this plan, it is expected that newer generation widebody aircraft will utilise an offset arrival to Runway 35.

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Canberra show that residents complain about 20 or fewer average N65 events per day.

prepared by the Queanbeyan City Council and endorsed by the NSW Minister for Planning includes thousands of homes (around 50% of the new homes indentified in the 14.7.5 Australian Standard 2021 and the Australian strategy) between 20 and 25 ANEF. Noise Exposure Forecast (ANEF) system Canberra Airport maintains that no housing should be Whilst Canberra Airport advocates the use of the High permitted in the High Noise Corridor, or at the very least Noise Corridor as the appropriate land-use planning a policy similarly prudent to that outlined for Badgery’s system in the vicinity of the airport, the 20 ANEF contour Creek should exist at Canberra Airport, such that no is the absolute minimum level of acceptability for the residential development may be permitted within the 20 location of new housing, despite the broad recognition ANEF contour. today that the ANEF system does not adequately describe The poor correlation between the level of complaints and aircraft noise in the community. State, Territory or Local the ANEF contours was highlighted by Dr Robert Bullen, Government planning approvals of new residential consultant to Village Building Company, during consultation development within the 20 ANEF contour breaches a on the 2005 Master Plan. Dr Bullen’s comments add fundamental duty of care owed to residents to provide further weight to the necessity of having the 20 ANEF basic residential amenity and protection from the contour as an absolute minimum standard, or preferably adverse impact of aircraft noise. Indeed there is clear using an alternative standard such as the High Noise evidence of disturbance well beyond the 20 ANEF contour Corridor: and consideration should be given to the use of other measures (such as the High Noise Corridor) to determine the acceptability of residential development. Canberra Airport notes the position of the ACT Government on this issue: “In the ACT, residential development is prohibited within the long-term 20 ANEF contour. This position has been taken to avoid the difficulties which arise when residential areas are developed under aircraft approach and departure corridors close to a major airport, with a view to maintaining a high level of residential amenity and protecting the long-term viability of the airport.” Jacqui Lavis, Deputy Chief Planning Executive, ACT Planning and Land Authority, 25 July 2007. Canberra Airport also welcomes the fact that the ACT Government has also recognised the ACT component of the High Noise Corridor in its Spatial Plan. The Corridor is known in the Spatial Plan as the Aircraft Noise Protection Corridor. In its revised s117(2) Directions (at Section 5.8 of the revised Directions dated July 19, 2007), the NSW Government also formally restricts residential development to only being permitted outside the 20 ANEF (based on the “Worst-Case-Assumptions” ANEF scenario) in respect of the development of any future airport at Badgery’s Creek, recognising the additional sensitivities associated with a greenfields site and a non-curfew airport. Notwithstanding this, the revised 2031 Strategy

“It’s well known that there is not a lot of a relationship between noise complaints and ANEF noise levels. How come that is? Well, there are a lot of reasons for that. The main one is, in my view, that people complain for things like a particular event like “A plane flew over my house last night; it was really loud; I don’t hear it very often but what the hell is going on?” It doesn’t mean necessarily that people were seriously affected or affected at all in fact by the noise. What they are doing is asking what the hell is going on. Another reason is that some people will complain for whatever reason. Some people have a propensity to complain, other people just don’t complain. For example, some people from a non-English speaking background, people who don’t feel comfortable ringing up authority figures or something, just tend not to complain. There are other people who, for whatever reason, complain because they feel like something can happen. So, there is not a lot of relationship between complaints and ANEF levels. Absolutely.” Dr Robert Bullen, consultant to Village Building Company, at Tuggeranong Community Council Meeting, 5 August 2004. The September 2006 report of the Independent Review Panel for the Queanbeyan Land Release Inquiry was clear that there are noise affected areas outside the 20 ANEF,

Canberra Airport | Preliminary Draft Master Plan 2009

Figure 14.12

N65 Contours

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and stated that there are land use conflicts well outside the 20 ANEF:

14.7.6 Canberra Airport Ultimate Practical Capacity ANEF

“The Panel acknowledges that there are noise affected areas beyond 20 ANEF contour, and the amenity of these areas is compromised as a result, as evidenced by submissions to the Inquiry by local Jerrabomberra residents.” Report of the Independent Review Panel for the Queanbeyan Land Release Inquiry, 1 September 2006 (p27).

The ANEF refers to the Australian Noise Exposure Forecast for Canberra Airport. In the case of Canberra Airport, this is currently the Ultimate Practical Capacity ANEF (Figure 14.13), endorsed by Airservices Australia for technical accuracy on 12 June 2008.

The Report’s formal findings stated: “1. Land use conflicts clearly do arise between the Airport’s operations (particularly 24 hour operations) and residential environmental amenity in noise affected areas, and those noise affected areas go beyond the 20 ANEF contour line.” Report of the Independent Review Panel for the Queanbeyan Land Release Inquiry, 1 September 2006, (p28). The Report continued to note, in reference to proposed residential development at Tralee, The Poplars and Environa, that: “Whilst a number of the sites being considered for residential rezoning are either wholly or in part outside of the 20 ANEF noise contour, this does not require or oblige the Minister to approve proposals for rezoning for residential land uses.” Report of the Independent Review Panel for the Queanbeyan Land Release Inquiry, 1 September 2006, (p27). The level of complaints in residential areas outside the 20 ANEF contour for Canberra and at other airports around Australia is of concern to Canberra Airport. Canberra Airport’s experience of the political process in the marginal Federal seat around Canberra, and the advice of both Airservices Australia and the NSW Government’s Independent Inquiry, suggest that the approval of noise sensitive development under the flight paths within 20 ANEF (with the remainder just outside this contour) will not only lead to the serious possibility of noise sharing but also ruin the residential amenity of those residents at Jerrabomberra currently under the ILS approach to Runway 35. It is for this reason that Canberra Airport believes that the appropriate land use planning tool to ameliorate the effects of the environmental issue of aircraft noise around Canberra Airport is the High Noise Corridor.

The ANEF was created by independent expert consultants in consultation with Canberra Airport with the assistance of two reports analysing the capacity of the airport system based on a set of determined aircraft operations and a detailed meteorological analysis to model actual and theoretical runway capacity. The ANEF also underwent significant community consultation to garner community and industry input. Following over six months of review and refinement, and after a decision by the full bench of the Federal Court of Australia, Airservices Australia endorsed the ANEF for technical accuracy on 12 June 2008 in a manner approved by the Minister. Australian Standard 2021 confirms that there can only be one ANEF current for an airport at any one time and, further, that a more recently endorsed ANEF supersedes a previous one. This means on the date that the current Ultimate Practical Capacity ANEF shown at Figure 14.13 was endorsed for technical accuracy by Airservices Australia, it replaced the previous ANEF, and similarly on the date that a new ANEF is endorsed by Airservices Australia, it will replace the current ANEF. Figures 14.7, 14.8 and 14.9 show the arrival and departure tracks modelled in the new ANEF. These tracks, based on existing flight tracks as well as two new instrument offset approaches, were finalised following a consultation meeting with senior Airservices Australia Air Traffic Control staff.

14.8 Noise beyond the noise contours From time to time, members of the community or policymakers have taken plans such as the ANEF, N65 or single event contours to mean that there is no or insignificant noise beyond the last noise contour indicated (eg: the 20 ANEF contour or 65dBA contour). There is significant danger in interpreting these charts in the above manner as noise and community affectation (and consequent complaint behaviour) can extend well beyond these contours.

Canberra Airport | Preliminary Draft Master Plan 2009

Figure 14.13

The Ultimate Practical Capacity ANEF, endorsed by Airservices Australia on 12 June 2008

Note the similarity of these contours to the High Noise Corridor.

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The ICAO Environment Report 2007, in an article by Dave Southgate (Department of Infrastructure, Transport, Regional Services and Local Government), discusses the effect of broad area noise: Until recently aircraft noise assessment and management has been focused on the ‘close in’ areas around airports which are exposed to the highest levels of aircraft noise. However, community pressures to impose operational constraints or oppose airport growth are increasingly coming from residents living in areas outside of conventional ‘close in’ noise contours. These aggrieved residents of the more ‘distant’ areas generally live under busy flight paths. D Southgate, Aircraft Noise A Broad-Area Issue, ICAO Environment Report 2007. The 20 ANEF contour in particular is one measure that has been misused as indicating that noise is not a major issue beyond that contour. This has been heavily criticised, including in the report of the Senate Select Committee on Aircraft Noise in Sydney, Falling on Deaf Ears. In many cases there is a significant level of affectation at and beyond the 20 ANEF contour. The 1980 survey which was used in the creation of the ANEF system20 interviewed 3,575 residents living around the commercial airports in Sydney, Adelaide, Perth, Melbourne and the Richmond RAAF base, and found a number of features of annoyance and affectation. At the 20 ANEF line: •

42% of residents will be “moderately” or “seriously” affected; and

•

11% of residents will be “seriously” affected.

That is, noise can be heard and can cause annoyance to some residents well beyond the 20 ANEF contour as it can also do beyond other noise metrics such as the N65 and single event contours. Furthermore, it is widely accepted that community standards have changed, and that the affectation of the community to prescribed levels of aircraft noise have almost certainly increased since the survey was conducted in 1980. In the Canberra and region context, the extremely quiet background noise levels enjoyed by many in the region means that aircraft noise events will have an even larger impact on the community.

20

National Acoustic Laboratories, Aircraft Noise in Australia: A Survey of Community Reaction, NAL Report No 88, February 1982, AGPS

Canberra Airport | Preliminary Draft Master Plan 2009

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Chapter fifteen

Environmental Management

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Chapter fifteen | Environmental management Canberra Airport is a recognised national leader in the area of environmental management. It has environmental management regimes significantly more advanced than most businesses and landowners and has developed some of Australia’s most sustainable buildings.

Canberra Airport regularly monitors groundwater and stormwater flows and other environmentally sensitive issues, such as the safe management of the Grassland Earless Dragon and detailed mapping of the Natural Temperate Grasslands.

Recognising the importance of maintaining the environment at the highest possible level, the Airport has put in place responsible and achievable measures to minimise the environmental impact of its operations.

Other world-class innovations include the construction of buildings that produce 75% less carbon dioxide than conventional buildings and 55% less carbon dioxide than even the highest ABGR rating.

These include the construction of Australia’s first 5 Green Star rated building (8 Brindabella Circuit) and the planting of more than 3,000 trees and 10,000 shrubs within the Airport precinct.

This chapter of the Master Plan looks to the future and provides a comprehensive list of the environmental initiatives that will be undertaken to ameliorate the impacts of the further development of the Airport.

An active participant in the ACT Government’s ‘No waste by 2010’ policy, the Airport already holds a Gold No Waste Award.

Canberra Airport | Preliminary Draft Master Plan 2009

Chapter fifteen | Environmental management “Capital Airport Group [the managers of Canberra Airport] has a corporate commitment to ensuring every development is improved in efficiency and sensitivity to the surrounding environment while creating healthy environments to work within. The Group’s Canberra Airport and Brindabella Business Park development has also demonstrated vision by including social infrastructure such as child care and health and fitness facilities and alternative transport services.” “Capital Airport Group has a strong commitment to minimising the environmental impact of development and maximising building and infrastructure efficiency and building occupant health. Sustainable development principles are central to the Group’s philosophy, evident from both a top down commitment by Chairman Terry Snow to the management team and project consultants.” Green Building Council of Australia, 16 December 2003.

15.1 Vision for environmental management Canberra Airport is committed to continuing the development of a safe, efficient and contemporary Canberra Airport in harmony with the environment and minimising the environmental impact of the ongoing development and operation of the Airport by adopting innovative technologies, designs and processes. More detail on the Airport’s environmental management is provided in the Airport’s approved Environment Strategy.

15.2 Major achievements to date The state of the environment at Canberra Airport has been and will continue to be maintained at a very high level. This has been achieved by investment in some of the most sustainable buildings in Australia, by leadership in environmental management procedures, and by partnership with the airlines and tenants on a range of environmental issues. Landscaping on the Airport has enhanced the vista for visitors and passing motorists, as well as for all employees and users of the Airport, reinforcing Canberra as the Garden City. Canberra Airport has implemented a range of environmental initiatives over the course of the past five years, including: •

national leading sustainable development, with

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extremely low energy consumption buildings, resulting in Australia’s first Green Star rating, and achieving a rating of 5 stars; •

construction of buildings which emit 75% less carbon dioxide than conventional buildings, and 55% less carbon dioxide than the highest 5 star National Australian Built Environment Rating System (NABERS) Energy rating;21

•

membership of Greenhouse Challenge Plus;

•

implementation of waste water recycling, essentially closing the loop on the water cycle, and saving as much as 100,000 litres of water every day;

•

•

•

Installation of gas-powered tri-generation plants, producing low-emission electricity and utilising waste heat to heat and air condition buildings. on-site utilisation and recharge of groundwater to reduce consumption from the ACT potable water supply; development of a protocol for the safe management of an endangered species, the Grassland Earless Dragon and contribution to further research on the species;

•

mapping of grasses at the Airport to identify different qualities of grasses;

•

development of a Water Management Plan considering both the quality and quantity of water, including stormwater detention and re-use opportunities;

•

development of a comprehensive regime of stormwater monitoring which measures water quality entering and leaving the Airport;

•

participation in the SWAMP (Sustainable Water Action Management Plan) which is part of the catchment management initiatives for the Molonglo River;

•

the planting of over 3,000 trees and over 10,000 shrubs on the Airport; 22

•

establishment and monitoring of a comprehensive piezometer system to measure groundwater quality at the Airport;

•

development of standard safety, security and

environmental procedures – standard airside and landside conditions to protect and mitigate the impact on environmentally significant and sensitive areas, and the prevention of pollution by contractors; •

improved environmental awareness by contractors and tenants. A standard construction Environment Management Plan (EMP) has been developed for all contractors, outlining all the environmental management approaches required to be considered whilst tendering for and then managing projects at the Airport;

•

incremental implementation of the ACT Government’s “No Waste by 2010” policy, and recognition by the ACT Government with the First Prize Gold Award in its No Waste Awards;

•

implementation of the Green Star accreditation programme run by the Green Building Council; and

•

development of aircraft ground running guidelines in consultation with operators and Air Traffic Control.

15.3 Identification of environmental issues The plans for growth and expansion outlined in this Master Plan will result in the achievement of the vision to develop Canberra Airport as a first-class facility to serve the region’s evolving transportation needs and to maximise the Airport’s contribution to the region’s economy. At the same time this will result in more people using the facility, more aviation traffic and more use of natural resources. Canberra Airport’s aim is to mitigate the environmental impact of achieving this growth using commercially achievable management strategies. The environmental issues that may be encountered at Canberra Airport and the measures employed to mitigate against adverse affects are outlined in detail in the Canberra Airport’s approved Environment Strategy. The Airport Annual Environment Report prepared for the Department of Infrastructure, Transport, Regional Development and Local Government outlines the ongoing implementation of the approved Environment Strategy and the impact of development and operations on the environment at the Airport. The quality of the state of the environment at Canberra Airport is high due to the effective environmental management of the Airport in partnership with airlines and tenants.

NABERS replaced the Australian Building Greenhouse Rating (AGBR). It is the Commonwealth Government’s energy rating system for office buildings. It is noted that Canberra Airport reserves the right to remove any tree or shrub on-Airport for development. The usual processes of the Airport Building Controller will be complied with.

21 22

Canberra Airport | Preliminary Draft Master Plan 2009

Environmental issues that might reasonably be expected to be associated with the implementation of the Master Plan include:

activities at Canberra Airport, there is also expected to be noise from ground operations on-Airport, including from ground traffic and construction.

•

impacts of aircraft noise and external land use planning, and the impact of other noise sources;

•

effects on flora and fauna and land management;

•

stormwater management;

•

use of natural resources;

This section distinguishes between “inflight” noise and “on-Airport” noise. Inflight noise refers to noise when an aircraft is on approach or departure, landing or taking off or when taxiing. On-Airport noise is noise from all activities including aircraft, cars, people and construction, but does not include noise generated by aircraft taxiing, taking off or landing, or inflight.

•

air, soil and water quality;

15.4.2.1 Inflight aircraft noise

•

greenhouse gas emissions;

•

waste generation;

•

handling and storage of hazardous products;

•

indigenous and cultural heritage; and

•

construction impacts.

In-flight aircraft noise will grow significantly during the life of this Master Plan. The assessment of the environmental issues that might reasonably be expected to be associated with such growth and Canberra Airport’s plans for dealing with such issues (most notably by appropriate land-use planning through the adoption of the High Noise Corridor) are outlined in Chapter 14.

The following sections assess these issues and outlines plans for dealing with these environmental issues.

15.4 General environment This section assesses the general environmental issues that might reasonably be expected to be associated with the implementation of the Master Plan and Canberra Airport’s methods for dealing with these issues. 15.4.1 Environment Management System Canberra Airport’s Environment Management System (EMS) is consistent with AS/NZS ISO14001:2004. The EMS provides the overarching framework for the management of environmental impacts at the Airport arising from Airport operations and upgrades, as depicted at Figure 15.1. The EMS also provides the basis for a culture of continuous improvement in environment and sustainability work practices amongst Canberra Airport management, staff and contractors. 15.4.2 Noise As the frequency of flights (including at night) and the size of aircraft grow, the amount of aircraft noise on departure and arrival flight paths and on-Airport will increase. Furthermore, with the growth of aviation and other

15.4.2.2 On-Airport aircraft noise

Two rounds of noise monitoring on-Airport, together with a history of minimal complaints, confirms that the management of on-Airport noise is effective. This is partly because Canberra Airport has a minimal number of residents living near the Airport (the exception being a small number of residents at Pialligo) and partly because of improved procedures for aircraft ground running. Canberra Airport has used a variety of techniques to mitigate on-Airport noise in the past, most successfully through engine ground running guidelines. These guidelines were put into place in February 2004 to ensure the noise caused by engine ground running for maintenance is conducted at an isolated area of the Airport with due sensitivity to on-Airport tenants and neighbouring properties. It also restricts the time of day ground running can occur. It is a requirement of operators that they operate in accordance with these guidelines. With the exception of two complaints relating to ground running noise from a RAAF C-130H Hercules aircraft, the only noise complaints over the last five years relating to airport activities have been in relation to inflight noise. Due to the ongoing success of current measures to deal with the environmental issue of on-Airport noise, there is no intention to change current procedures, although Canberra Airport reserves the right to make changes as

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Table 15.1 The cycle of continual improvement embodied in the EMS

ENVIRONMENTAL POLICY BEST PRACTICE

PLANNING management review

- Environment impacts - Objectives

CONTINUOUS IMPROVEMENT

CHECKING AND CORRECTIVE ACTION

IMPLEMENTATION AND OPERATION

- Monitoring - Research - Non conformance and corrective action

- Structure and responsibility - Training - Communication - Emergency response - Document control

and when circumstances require it. 15.4.3 Flora and Fauna The following threatened flora and fauna are currently found on-Airport. 15.4.3.1 Grasslands

Canberra Airport has been developed progressively as a commercial airfield and RAAF base since the 1930s, with Canberra Airport Pty Ltd taking control from the Commonwealth in 1998. The initial construction and subsequent maintenance and expansion of the Airport’s

runway and taxiway systems have involved significant landplaning, re-grading of contours and alterations to hydrology. The original natural temperate grassland vegetation south of the undershoot road (located north of the Runway 17 threshold) has been disturbed on numerous occasions during this time and areas have naturally regenerated over time to its present condition. The present condition is assessed as patches of moderately-modified natural temperate grassland and exotic and native pasture. Natural temperate grassland is listed as threatened under the Environment Protection and Biodiversity Conservation Act 1999 (EPBC Act). Areas of natural temperate grassland may be impacted

Canberra Airport | Preliminary Draft Master Plan 2009

by the implementation of this Master Plan. Section 15.5 provides further information regarding approvals and offsets. Natural temperate grassland is managed by the Airport consistent with the Airport’s Threatened Species Management Plan and approved Environment Strategy. The Threatened Species Management Plan will be processed during the public consultation period of this Preliminary Draft Master Plan with DEWHA. Canberra Airport will submit for approval the 2010 Environment Strategy to the Minister of Infrastructure, Transport, Regional Development and Local Government prior to June 2010. 15.4.3.2 Grassland Earless Dragon

The Grassland Earless Dragon (GED) (Tympanocryptis panguicella) is listed as endangered under the EPBC Act. GED specimens have previously been found at the northern end of the Airport, north of Taxiway Foxtrot and east of the Runway 17/35. Despite significant investigations to find GED specimens in this area, no GED have been found in recent years. As there has been no change to Airport operations in these areas, this nonobservation of GED has been suggested by experts to be due to drought and significant overgrazing in the adjoining leases and the Majura Military Training Area. GED are monitored in accordance with the Airport’s approved Environment Strategy. It is noted that GED may be found during the construction of the extended Taxiway Bravo and run-up bays, as approved in the 26 August 2004 Runway and Taxiway Major Development Plan and Referral EPBC2008/4170 approved 10 December 2008. Any specimens found will be relocated in accordance with the Airport’s Threatened Species Management Plan and approved Environment Strategy. During 2001 Canberra Airport developed a protocol in consultation with major stakeholders to enable the retrieval of GED in development areas. The updated protocol is included in the Threatened Species Management Plan, the key component of which involves the search for invertebrate holes in areas earmarked for future development located at the northern end of the Airport. If GED are found in the invertebrate holes, they will be retrieved by the Airport’s consultants, photographed, DNA tested, weighed and measured. The GED will then be relocated on-Airport outside of the

construction zone. Canberra Airport is funding a joint Post Doctorate Fellowship for GED research with the Australian Research Council and the University of Canberra. Canberra Airport also contributes the Airport’s consultants’ knowledge and advice and GED and previous monitoring reports with the aim of collecting population data to be used in the University of Canberra’s GED research project. Any information obtained from GED specimens located onAirport will be included in the research project to further increase the body of knowledge on this species. The outcomes of the University of Canberra Post Doctorate Research Fellowship include: 1. Understanding the genetic relatedness of the remaining GED population in the ACT and nearby NSW. 2. Understanding the relationship between grassland height and composition and GED populations. 3. Identifying key habitat characteristics and features for ongoing management and the re-establishment of GED habitat. 4. Inform the National Recovery Plan for GED to enable the ongoing management and restoration of GED habitat. The outcomes of the research will include clear guidelines for the ongoing management of GED habitat so as to maximise the rate of population increase and to restore habitat. The research is also expected to provide key insights into the habitat management mechanism for the GED and the effect that climate change might play on those mechanisms through the combination of extreme drought events and habitat degradation. This work will therefore provide essential management information that will maximise the long term changes of conservation for the GED. 15.4.3.3 Golden Sun Moth

Golden Sun Moth (GSM) (Synemon plana) is listed as critically endangered under the EPBC Act. GSM numbers have been monitored in the Airside precinct of the Airport since 2000. Canberra Airport has been working with the University of Canberra to develop a reliable GSM monitoring technique and to provide sufficient information to identify key habitat characteristics.

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Figure 15.2

Non-potable water flow management at Canberra Airport

Source Rainwater Capture

Waste Water

Canberra Airport Catchment stormwater inflow

quality control measures filtration & groundwater recharge

ENTRAPMENTS

PROCEDURES

- Sediment & erosion control

- Gross pollutant traps

- Hazardous waste storage & disposal

- Grassed swale systems

- Bunded areas

- Environment Management System (EMS)

- Detention Basin

- Separator systems

- Incident reporting

- Water sensitive urban design

- Biodegradable products

- Cleanup procedures

- Natural filter strips along garden beds

- Street cleaning

- Construction Environment Management Plan (EMP) - Sediment & erosion control plan - Maintenance - Standard operating procedures - Tenant audits - Environment & hazard reporting

APPLICATION STORMWATER AND RECYCLED WATER USED IN TOILETS AND POTENTIALLY COOLING TOWERS

LANDSCAPING

IMPROVED STORMWATER QUALITY

GROUNDWATER RECHARGE

Canberra Airport | Preliminary Draft Master Plan 2009

Areas that have recorded GSM numbers may be affected by the implementation of this Master Plan. Section 15.5 provides further information on approvals and offsets. GSM numbers will be monitored in accordance with the approved Environment Strategy. The Threatened Species Management Plan describes the ongoing research and monitoring information for the GSM. 15.4.3.4 Perguna Grasshopper

Perguna Grasshopper (Perunga ochracea) is listed as vulnerable under the Nature Conservation Act 1980 (ACT) and has been sighted at the north of the Airport. The Perguna Grasshopper is monitored concurrently with the grassland survey. 15.4.4 Stormwater flow management The Airport is located in a catchment, which has been modified over time through the installation of contour banks to divert water around the main Airport runway and through the development of sediment control structures in the 1950s to minimise sediment reaching Lake Burley Griffin. The majority of stormwater at the Airport is collected in a network of open and closed drains before being discharged to Woolshed Creek, Pialligo Brook and via off-site drains to the Molonglo River. All flows ultimately drain to Lake Burley Griffin. Construction projects might reasonably be expected to have short-term impacts on stormwater flows. Such impacts will be dealt with and managed through major project Environment Management Plans. Stormwater flows may also change due to increased areas of impervious surfaces and due to the diversion of stormwater around and through developments. All developments, where such changes are regarded as likely, will be designed in accordance with the relevant Australian Standards. The Canberra Airport Water Management Plan was developed in consultation with the Department of Infrastructure, Transport, Regional Development and Local Government to manage the water use and stormwater flows around the Airport. The objective of the Water Management Plan is to outline ongoing and new actions by Canberra Airport and to demonstrate that the Airport will continue to undertake all reasonable and practical measures to manage the quality and harness the reuse of

stormwater, groundwater and recycled water on-Airport. Please refer to Figure 15.2. The Plan also outlines Canberra Airport’s commitment to mitigate the use of potable water on-Airport. Quality control measures for stormwater in place at Canberra Airport include designs to reduce the velocity of stormwater flow, allowing for the natural filtration of sediments, catchment released metals and nutrients. Reducing the flow rate also controls erosion and promotes infiltration and groundwater recharge, which is beneficial for the overall catchment. Furthermore, standard operating procedures and comprehensive incident reporting procedures are also in place to mitigate any fuel or hazardous substances loss and outline subsequent clean-up procedures. 15.4.5 Natural Resources Canberra Airport is a large, growing and complex facility. As such, in the context of the ACT, it is a significant user of natural resources such as electricity, water and fossil fuels. As the Airport is growing, it is reasonably expected that the use of such resources will continue to grow. To deal with this issue, Canberra Airport aims to improve resource use efficiency through the adoption of more efficient design and commercially sustainable technologies. These may include: •

further improvements in water and energy efficiency at the Airport through the adoption of passive design, new technologies, recycling and reuse;

•

the continued application of sustainability principles to development at the Airport; and

•

the monitoring of ground transport use and identification of efficiencies in both time and resource use.

Canberra Airport is a member of the Green Building Council of Australia. The Airport is committed to maximising the environmental sustainability of building development and operations on the Airport through the application of principles promoted by the Green Building Council. Water Conservation Canberra Airport was recognised by ACTEW on World Water Day 2008 as a “Waterwise Achiever”, recognising the

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Figure 15.4 Aquacell water recycling system

WATERLESS URINAL

DRINKING

SHOWER

TOILET

COOLING TOWER

WATER RECYCLING PLANT OVERFLOW TO SEWER

EXTERNAL

POTABLE TOWN WATER

RAINWATER PLUS SUPPLEMENT NON POTABLE GROUND WATER

Airport’s significant water saving initiatives. The Airport’s Water Strategy Committee also works together with landscapers, contractors, tenants and plumbers to ensure that the Airport remains compliant with ACTEW’s water restrictions.

•

Rubber stabilisers used on high traffic lawns to reduce the need for lawn re-establishment;

•

Drip watering systems used in the garden beds;

•

Sub-surface irrigation in lawn areas introduced outside some newer buildings, eliminating evaporation in the watering process;

•

Rain water harvesting;

•

Water efficient cooling towers;

Canberra Airport’s water conservation initiatives include: •

Garden beds re-mulched on a regular basis;

•

Wetting agents used to aid with water penetration and to minimise water loss;

•

Use of water storage crystals in garden beds to better utilise rainwater and runoff;

•

Reduced-flow shower heads;

•

Waterless urinals;

•

Garden beds weeded regularly to reduce competition with landscape plants for water;

•

Building Management System designed to detect active water leaks; and

•

Lawns regularly aerated to improve water absorption;

•

The employment of a licensed plumber on staff.

Canberra Airport | Preliminary Draft Master Plan 2009

Water Recycling Two state-of-the-art Aquacell water recycling systems have been installed at Canberra Airport to recycle waste water. Whilst the treated water is assessed as drinking quality, the recycled water will initially be used in toilet flushing and for irrigation, although Canberra Airport is working with the relevant authorities to review its use in cooling towers. The Aquacell water recycling system uses a three-phase filtration method to recycle waste water as shown in Figure 15.3. The stages are as follows: 1. Aerobic biological treatment to aerate effluent and break down impurities; 2. Ultra filtration to block particles, bacteria and viruses bypassing the water through a special self-cleaning membrane with microscopic pores; and 3. Ultra-violet light to provide protection against possible bacteria re-growth and to produce chemical-free sterile water. The water recycling system has the potential to treat approximately 100,000 litres of waste water every day. The Aquacell water recycling system is designed to reduce daily potable water consumption on-Airport from 15-20 litres per person per day to about five litres per person per day. 15.4.6 Greenhouse gas emissions Canberra Airport emits greenhouse gas emissions in its operations, largely through the heating, cooling and operation of buildings. In addition, Airport ground operations emit small amounts of greenhouse gas, almost entirely from the burning of petrol or diesel in the Airport’s vehicles and ground service equipment. While the Airport is building some of the most sustainable buildings in Australia, emissions of greenhouse gasses are expected to increase as the number of buildings increase. Similarly, but to a lesser extent, as ground service activities grow as a consequence of growth in aviation operations, greenhouse gasses are expected to increase. The Airport has massively reduced the greenhouse gas output of its buildings by progressively designing and constructing buildings that far exceed the Commonwealth’s building energy requirements. Some of the newest buildings on the Airport utilise a technology called tri-generation, which means that, along with the

23

Stern Review on the Economics of Climate Change, Sir Nicholas Stern, October 2006.

other sustainability initiatives incorporated in the buildings, these buildings reduce carbon emissions by some 75% when compared with conventional buildings. Canberra Airport is a member of Greenhouse Challenge Plus and will monitor and promote more greenhouseefficient operations and investigate additional initiatives to increase its environmental excellence. Greenhouse Challenge Plus complements major environmental initiatives already undertaken and planned at the Airport. The Airport will continue to work to reduce the impact of greenhouse gas emissions through the construction of efficient buildings, as evidenced by the existing buildings in Brindabella Business Park, Fairbairn and Majura Office Park. Generally, office buildings with an office NLA of over 2,000m² will be modelled to have base building carbon dioxide emissions of less than 87kgCO2/m²/year. The new terminal is also expected to be a particularly green building, utilising a range of sustainable design concepts and technologies. Greenhouse gas emissions by airlines Airlines and other aviation operators emit greenhouse gasses in their operations. Globally, airlines contribute 1.6% to carbon dioxide emissions.23 While aircraft efficiency is expected to improve over time, greenhouse gas emissions by airlines are expected to grow as the number of passengers and volume of airfreight grows over time. Air travel, on many routes, can be a more carbon dioxide efficient form of transport than car travel, due largely to the fact that an RPT aircraft carries many more passengers than a car. Thus, the growth in air travel must be considered in light of the greenhouse emissions from other forms of transport, most notably car transport. Canberra Airport can have very little impact on the efficiency of aircraft, as this is the responsibility of the aircraft manufacturers and airlines (with the support of Airservices Australia). The Airport’s lease prohibits Canberra Airport from excluding an aircraft operator except in the most limited circumstances. Canberra Airport welcomes Commonwealth Government initiatives outlined in the December 2008 Aviation Green Paper to phase out the use of the most noisy and fuel-inefficient aircraft (such as B727). Nevertheless, the Airport can assist in reducing the airlines’ greenhouse gas emissions by ensuring, as far as practicable and commercially feasible, that Airport

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infrastructure minimises the delays to aircraft inflight or while taxiing. For this reason, the Airport plans to provide sufficient runway, taxiway, terminal and other aviation infrastructure to ensure that aircraft can operate without delays inflight or whilst taxiing. As further described in Chapter 14, Required Navigation Performance (RNP) and Constant Decent Approach (CDA) procedures have been implemented at Canberra Airport. The airlines and Airservices Australia have reported significant fuel burn reductions (and consequentially reduction in emissions) from the use of these procedures. Canberra Airport actively supports RNP, CDA and is urging all operators with capable aircraft to expeditiously commence using these procedures. Energy Targets All buildings are encouraged to minimise energy usage and operating costs without a reduction in accommodation standards. Buildings at Canberra Airport are designed to achieve a minimum 5 Stars base building according to the NABERS simulation and design review guidelines. Buildings are also designed to achieve a minimum 4 Stars under the Green Star Office Design rating scheme, with an aim for each new project to also achieve 5 Stars under Green Star where possible. Design Principles Canberra Airport’s Design Principles include the requirement that the development must provide ‘A’ grade commercial office space as well as the intention to aim for the following: • •

•

To provide a pleasant work environment that enables and encourages staff interaction and productivity; Maximise floor efficiency to allow for a large division to be located on a single floor. The Net Lettable Area (NLA) should generally range from 1,800 to 3,000m² per floor; The base building design should enable design of an office workspace environment to achieve a minimum NLA not less than 87% efficiency;

•

Allow for the maximum flexibility of internal spaces;

•

Maximise the use of natural light into the workspace;

•

Minimise direct sunlight and glare into the workspace;

•

Minimise energy consumption;

•

Conform to all Australian Standards, building codes and standards;

•

The base building design should enable the retrofit of new technologies during the life of the building;

•

Incorporate a high level of building safety;

•

Install energy and water meters to monitor and improve efficiency and compliance with design;

•

Maximum use of thermal mass in buildings;

•

External shades and/or double-glazing for insulation;

•

Insulation to roof and walls; and

•

Solar initiatives, including solar hot water.

15.4.7 Air, soil and water quality Air quality Air monitoring was conducted in October and November 2007 and included monitoring for Benzene, Tolvere, Ethylbenzene and Xylene (BTEX), Carbon Monoxide (CO), Ozone (O3), Nitrogen Dioxide (NO2) and Respirable Partiulates (PM10 and PM2.5). All results were below or within the data range recorded in October and November 2007 at Civic and Monash by ACT Health Protection Services’ Environmental Chemistry Unit. Furthermore, all results during the period showed levels well below required standards and complied with the following regulations, guidelines and goals: •

Schedule 1, Part 2 Ambient Air Quality, Airport (Environment Protection) Regulations 1997;

•

National Environment Protection (Air Toxics) Measures (NEPM) Guidelines;

•

National Environment Protection Council (NEPC), National Environment Protection (Air Toxics) Measures, Explanatory document, April 2004; and

•

National Environment Protection Council (NEPC), National Environment Protection (Air Toxics) Measures, Goal for PM2.5.

These results are consistent with previous air monitoring on-Airport. No significant adverse impacts are expected

Canberra Airport | Preliminary Draft Master Plan 2009

from future Airport operations, including the growth outlined in this Master Plan. Further monitoring will be undertaken in accordance with the Airport’s approved Environment Strategy.

15.4.9 Waste generation

Soil and water quality

Waste management and minimisation issues relating to construction and demolition are covered in the standard Environmental Management Plan (EMP) prepared for the development and approved by the Airport Environment Officer. Construction waste is recycled in accordance with Green Star principles.

There is the potential that Airport operations may impact upon soil and water quality, especially at sensitive sites at which hazardous substances are located. All major sensitive sites (such as at service stations) are required to have groundwater monitoring bores from which baseline data is initially collected prior to the commencement of operation. The development of the service station near the terminal, which included a pollution risk monitoring system, won the Master Builders’ Association/ ACT Government Environmental Award in 2002. All groundwater bores are monitored in accordance with the approved Environment Strategy. Canberra Airport has actively participated in workshops and consultations on the whole of catchment stormwater management initiatives. This included the cross-border development of the 2002 Sustainable Water Action Plan. Stormwater flows will be managed in accordance with the Airport’s Water Management Plan. Canberra Airport has regularly monitored stormwater flows into and out of the Airport since privatisation in 1998, with the exception of when flow rates have been too low to monitor stormwater. The monitoring will continue in accordance with the approved Environment Strategy and the Water Management Plan. 15.4.8 Handling and storage of hazardous products As the Airport grows according to this Master Plan, it is expected that more hazardous goods will be handled and stored at the Airport by a variety of users. Hazardous products on-Airport generally consist of fuels, oils, asbestos and chemicals. The management and storage of these products are undertaken in accordance with ACT Legislation, as outlined in the approved Environment Strategy. Standard Operating Procedures (SOPs) have been developed to respond to spills and to manage any emergency response required. These are detailed in the approved Environment Strategy and the Canberra Airport Standard Operating Procedures Manual.

Waste streams at Canberra Airport include construction, demolition, industrial, office and maintenance.

Canberra Airport was awarded No Waste Awards by the ACT Government in 2004 (Silver) and 2005 (Gold) in recognition of its waste minimisation programs. 15.4.10 Indigenous and European heritage Indigenous Heritage A cultural heritage assessment of Canberra Airport was undertaken in 2001. This included a desktop assessment, a surface field assessment and salvage, and a sub-surface test. These assessments concluded that the vast majority of the Airport was of low archaeological sensitivity. A small strip of land at the very southern tip of the Airport was identified as having moderate sensitivity. Land development in this small strip required the site to be monitored during initial excavations and items of cultural significance provided to the appropriate ACT Heritage Unit, in accordance with procedures outlined in the approved Environment Strategy. When the site was developed, no items of cultural significance were found. This strip has since been developed as a car park. A small remaining strip exists in the very south-east corner of the Airport for which the archaeological sensitivity is unknown but is believed to be of either low or medium sensitivity. Similar procedures will be followed for this area. European Heritage Canberra Airport has commissioned heritage consultants, Graham Brooks and Associates Pty Ltd (GBA) to review the Register of the National Estate (RNE) and produce a Heritage Management Plan for Fairbairn. The Fairbairn Heritage Management Plan (FHMP) will be processed during the public consultation period of this Preliminary Draft Master Plan with the Department of Environment, Water, Heritage and the Arts (DEWHA) prior to its approval. It is intended that the approved FHMP will guide future development within the precinct.

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In 1999, the Australian Heritage Commission assessed the Fairbairn precinct. Subsequently, on 20 May 2003 the Commission listed elements of the base on the RNE as “RAAF Base Fairbairn Group”. Following amendments to the Australian Heritage Commission Act 1975, the RNE was frozen on 19 February 2007, such that no new places can be added or removed. The RNE will continue as a statutory register until February 2012. During this period the Minister is required to continue considering the Register when making some decisions under the EPBC Act. Canberra Airport is located on Commonwealth land. As a result of changes to the EPBC Act, which provided for the establishment of the Commonwealth Heritage List, all places on Commonwealth land must now be assessed against Commonwealth Heritage Criteria, and managed according to the Commonwealth Heritage Management Principles. This assessment process has contributed to the understanding of the significance of the site and is included within the FHMP. 15.4.11 Construction impacts Construction at Canberra Airport may have a number of impacts, including soil erosion, generation and use of fill, generation of dust, and noise from equipment. Many of these issues are dealt with above. To deal with the environmental impacts of construction, all major projects undertaken at Canberra Airport will be subject to Environment Management Plans (EMPs) that include consideration of environmental factors including waste, air quality, soil erosion, construction noise and potential siltation of stormwater. The Standard Construction Environmental Management Plan (EMP), in conjunction with project-specific Erosion and Sediment Control Plans provided by the contractor and approved by the Airport Environment Officer, form the basis of environmental management during the planning and construction of a project. The standard construction EMP comprises the following: •

Measures to incorporate environmental considerations into the construction of the proposed developments;

•

Environmental management measures to be implemented during construction; and

•

Indicative environmental management checklists to assist with monitoring the implementation of environmental management obligations during

construction.

15.5 Canberra Airport Referral This Master Plan has identified a wide range of new developments, upgrades and improvements to aeronautical infrastructure to ensure that Canberra Airport is ready to cater for the future requirements of civil aviation and other users of the Airport. The proposed developments will also allow for the secure, safe and efficient management of aviation and other traffic around the Airport as shown in Figure 9.1 and Figure 9.2. Canberra Airport has submitted a referral to the Department of Environment, Water, Heritage and the Arts for all works that may impact on the environment, including natural temperate grassland and listed threatened species. The proposals covered in the referral include: •

Extension of the Fairbairn apron;

•

Construction of Taxiway Alpha aviation facilities;

•

Realignment and widening of Taxiway Alpha to meet relevant standards;

•

Widening and strengthening of Taxiways Charlie and Juliet;

•

Construction of a new Air Traffic Control Tower;

•

Upgrades to tarmacs in all precincts;

•

Relocation of Runway 35 threshold;

•

Turning node on Runway 17/35;

•

New link taxiways to Runway 17/35;

•

Relocation of General Aviation area;

•

Expansion of freight facilities;

•

Upgrading of lighting, including new High Intensity Approach Lighting (HIAL) to Runway 17;

•

GPS Ground Station;

•

Provision for Runway Visual Range (RVR) instruments and other infrastructure required for improved precision navigation;

•

Upgrading of the aerodrome to Category II and III ILS/

Canberra Airport | Preliminary Draft Master Plan 2009

GPS on Runways 17/35;

Airport lease.

•

Upgraded Airfield lighting

•

Relocation of Instrument Landing System (ILS);

•

Construction of a northern access road (currently on Defence land yet to be transferred to Canberra Airport ownership);

The Threatened Species Management Plan is a living document and will be updated as required to include any additional endangered or threatened species as the Airport boundary changes and details of outcomes of research on the Grassland Earless Dragon and Golden Sun Moth.

•

Upgrading of the airside roads; and

•

Provision of buffers to ensure ongoing maintenance of airfield and aviation.

This referral will be subject to a separate public consultation period that is expected to coincide with the public consultation period of this Preliminary Draft Master Plan. The northern access road linking Majura Road with Fairbairn is also included in this referral. The referral for the transfer of 38.83ha of land from the Department of Defence to the Department of Infrastructure, Transport, Regional Development and Local Government was approved with conditions on 12 April 2008. A Conservation Agreement between the Department of Environment, Water, Heritage and the Arts and Canberra Airport will be signed to conserve and manage the natural temperate grassland and listed threatened species in the land transfer area, excluding the roadway alignment reserve. The realignment and widening of Taxiway Alpha to meet CASA aviation requirements will also require the demolition and/or relocation of two buildings at Fairbairn: •

Building 203 – Bellman Hangar

•

Building 52 – Gun testing/squash court

The Fairbairn Heritage Management Plan described at section 15.4.10 identifies these buildings as having elements of low heritage significance. Conservation and offsets A Biodiversity Off-set Strategy is incorporated in Canberra Airport’s Threatened Species Management Plan and will be processed as part of the referral assessment. The strategy provides details on the long-term conservation offset for the removal of grasslands, including options for the acquisition of land and/or the rehabilitation of areas of vegetation quality four and five within the Canberra

Canberra Airport will also develop and submit a Standard Construction Environment Management Plan (CEMP) to the Minister for approval prior to the construction of any development under the referral. The plan will include (but is not limited to) the following, as appropriate: •

measures to reduce indirect construction impacts on natural temperate grassland;

•

measures to reduce impacts on listed threatened species; and

•

management of natural temperate grassland adjacent to works to improve the quality of the grassland.

The proposed conservation area as showed in Figure 15.4 to the north of the Runway 17 undershoot road and any land containing natural temperate grassland and listed threatened species obtained from Defence other than for the purpose of constructing the northern road will be placed in a conservation area as an offset for impacts on listed threatened species and ecological communities. However it is noted that Canberra Airport reserves the right to install aviation-based aids (including lighting) as required by aviation regulations and evolving technology.

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Figure 15.4 Figure 15.4

PROPOSED CONSERVATION AREA proposed conservation areas

MA

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PROPOSED NORTHERN FAIRBAIRN ACCESS

MAJURA PARK

FAIRBAIRN

DR

AL

LIG

O

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EXI

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DR

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TO CANBERRA CITY

PIALLIGO PRECINCT

OR

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AIRPORT TERMINAL

EN

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FAIRBAIRN GOLF COURSE

GL

NO

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PIALLIG O AVE

EXI

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Legend

BRINDABELLA BUSINESS PARK

April 2009 Proposed Road PIA

Proposed Conservation Area

LLIG VE OA

GLENORA

Note: This plan is indicative only - actual developments and the timing and placement of those developments will be subject to demand, detailed planning and the obtaining of relevant approvals.

GLENORA DR

MAJUR

TO QUEANBEYAN

Canberra Airport | Preliminary Draft Master Plan 2009

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appendices

Canberra Airport | Preliminary Draft Master Plan 2009

Appendix one | Definitions, abbreviations and acronyms

DEFINITIONS ACRDC

Australian Capital Regional Development Council

ACTEW

ACT Electricity and Water

ACTPLA

ACT Planning and Land Management Authority

Administrative Use

The use of any land, building or other structure for the purpose of a Court, House of Assembly, Territory Administration Centre, City Hall, Information Centre or other civic administration activities.

Administrative and Utility Services

Any of the following uses: (a) Administrative Use; (b) Community Protection Facility; (c) Defence Installation; or (d) Public Utility.

ADTV

Average Daily Traffic Volume

Agriculture

The use of land for the cultivation of any plants, fruit, vegetable or flower (including berries or vines) or keeping, breeding and raising of livestock or any other living thing for commercial production but excludes any cultivation or animal husbandry carried out mainly for the enjoyment of, or consumption by, the owner(s) or occupier(s) of the land or any other purpose defined.

AIP

Aeronautical Information Publication

ANEC

Australian Noise Exposure Concept

ANEF

Australian Noise Exposure Forecast

ANEI

Australian Noise Exposure Index

ANER

Australian Noise Exposure Response

ARFF

Airport Rescue Fire Fighting

ASA

Airservices Australia

ATC

Air Traffic Control

Broadacre

The use of land, building or other structure for Administrative and Utility Services, Agriculture, Animal Care Facility, Caravan Park/Camping Ground, Community Facility, Education and Office establishments used by the Department of Defence, Defence Installation, General Farming, Intensive Farming, Landscape Buffer, Open Space, Outdoor Recreation Facility, Park, Retail Plant Nursery, Scientific Research Establishment, Tourist Facility, or Transport Facility, including Road and Rail.

Cafe

Any premises used for intended for use for the preparation and sale to the public of food beverages for consumption on the premises or elsewhere and includes take-away food, fast food and snack bars and the like.

CASA

Civil Aviation Safety Authority

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DEFINITIONS Club

A meeting place for persons associated, or for a body incorporated, for a social, sporting, athletic, literary, political or other like purpose, and includes premises in respect of which a club licence is held in accordance with the provisions of the relevant liquor licensing regulations, including Aquatic Recreation Facility and Indoor Recreation Facility and Outdoor Recreation Facility.

Commercial Accommodation

A building or place used for use for the purpose of providing accommodation and includes a hotel, motel, guest house, caravan park/camping ground, serviced apartment, serviced house and the like.

Commercial Roadside Sign

A sign, other than real estate temporary directional signs, erected within road reservations to advertise goods and services or nearby commercial events, such as auctions or sales, and includes placards, sandwich boards, posters and the like.

Communications Facility

A facility for the purpose of transmitting air-borne signals using radio masts, towers, satellite disks and the like and includes Australia Post and Telecom communications facilities, and television/radio broadcasting facilities.

Community Facility

Any of the following uses: (a) Educational Establishment (b) Scientific Research Establishment (c) Cultural Facility (d) Hospital, Health Centre (e) Institutional Use (f) Church Use (g) Social/Community Facility

CPI

Consumer Price Index

Cultural Facility

A building or place used or intended for use for the purpose of cultural activities and may include a library, museum, theatre, concert hall or art gallery.

Defence Installation

A building or place operated by the Department of Defence or national security services or the armed forces of Australia or their contractors, and includes Department of Defence offices, offices associated with national security and Defence communication facilities, and any facilities operated by direct contractors with the Department of Defence.

DCA

Department of Civil Aviation

DME

Distance Measuring Equipment

DOD

Department of Defence

DITRDLG

Department of Infrastructure, Transport, Regional Development and Local Government (Commonwealth)

Canberra Airport | Preliminary Draft Master Plan 2009

DEFINITIONS DUAP

Department of Urban Affairs and Planning (NSW)

EIS

Environmental Impact Statement

EPBC Act

Environment Protection and Biodiversity Conservation Act 1999

FAA

Federal Aviation Administration (USA)

FAC

Federal Airports Corporation

Financial Establishment

A building or place used for the purpose of a bank, co-operative society or other financial institution.

Forestry

Land used for the arboriculture, silviculture, forest protection, cutting, dressing and preparation other than in a sawmill or planning mill of wood and other forest products and the establishment of roading required, for the removal of wood and forest products and for forest production.

GA

General Aviation

General Environment

The general environment includes: •

ecosystems and their constituent parts, including people and communities;

•

natural and physical resources;

•

the qualities and characteristics of locations, places and areas;

•

the heritage values of places; and

•

the social, economic and cultural aspects of the above things.

GPS

Global Positioning System

Health Centre

A building or place used for the medical care (including diagnosis, preventative care and counselling) of out-patients only and may include medical or dental clinics, family planning clinics, first aid station or other professional or paramedical health care services. Health Centre use includes Consulting Rooms use.

HIAL

High Intensity Approach Lighting

HNC

High Noise Corridor. A planning term used by Canberra Airport indicating an area of high levels of aircraft noise, within which residential and other noise sensitive developments (such as schools) should be prohibited.

ICAO

International Civil Aviation Organisation

IFR

Instrument Flight Rules

ILS

Instrument Landing System

IMC

Instrument Meteorological Conditions

Industry

The use of land for the principal purpose of manufacturing, assembling, altering, repairing, renovating, ornamenting, finishing, cleaning, washing, winning of minerals, dismantling, processing, or adapting of any goods or any articles.

INM

Integrated Noise Model

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DEFINITIONS JOSF

Joint Oil Storage Facility

Landscape Buffer

The treatment of land for the specific purpose of: (a) enhancing or protecting the amenity of neighbouring land; (b) meeting engineering or environmental standards by: (i) Screen planting or shelter belt planting; (ii) Acoustic treatment including mounds etc; (iii) Amenity landscaping; (iv) Other landscaping required to supplement adjoining areas.

MLS

Microwave Landing System

MMTA

Majura Military Training Area

MTOW

Maximum Take-Off Weight

NABERS

National Australian Built Environment Rating System

NAL

National Acoustics Laboratory

NCA

National Capital Authority

Office

Any premises used for the purpose of administration (including commercial and public administration), and clerical, technical, professional or like business activities.

OLS

Obstacle Limitation Surface(s)

Open Space

Land intended for use primarily for public recreation, conservation or amenity purposes and which may include facilities for the enjoyment or convenience of the public.

Other Use

The use of land, building or other structure for Broadacre, Commercial Accommodation, Dwelling (if necessary for the operation of any permitted use), Light Industry, Place of Assembly or Retail.

PANS-OPS

Procedures for Air Navigation Systems – Aircraft Operations

Passenger Transport Facility

Any of the following uses: (a) bus transport facilities, including bus interchanges, interstate bus terminals, driver rest facilities, or bus garaging and equipment maintenance depots; (b) transport ticket services.

Personal Service Establishment

Any premises used or intended for use for the purposes of barbering, skin care, non-professional health and/or body care, photography, and like activities, but does not include any premises used or intended for use for a purpose elsewhere herein specifically defined.

Primary Use

The landing and departure of aircraft, the housing, servicing, maintenance and repair of aircraft, the assembly and dispersal of passengers and goods, and uses determined by the airport lessee to be associated with or ancillary to the operation of the airport.

Canberra Airport | Preliminary Draft Master Plan 2009

DEFINITIONS QCC

Queanbeyan City Council

RAAF

Royal Australian Air Force

Retail

The selling of goods and providing personal services in any quantity and by any means other than by wholesale and includes retail shops, restaurants, drink establishments, drive-in facilities, bulky retailing, bulk landscape supplies, vehicle sales, service stations, retail plant nurseries and produce markets.

RNP

Required Navigation Performance, a very accurate GPS-based approach and/ or departure procedure which allows curved procedures.

RPT

Regular Public Transport

Scientific Research Establishment

A building or place used for the purposes of scientific research including the development of electronic technology, biotechnology or other scientific disciplines for application to commerce, industry, or government and which may include scientific laboratories, meteorological uses, observatories and facilities operated by the Commonwealth Scientific and Industrial Research Organisation or private organisations.

Social/Community Facility

A building or place used by a public authority or a body of persons associated for the purpose of providing for the social welfare of the community which may include: (a) meeting rooms, neighbourhood centres, recreation, Child Care Centre, child minding (including care and ancillary education), cultural activities, social functions and the like; (b) a community club being a building or place used by persons sharing like interests, but not including a licensed club; whether or not that building or place is used for another purpose including associated administration.

SPA

Special Purpose Aircraft

Transport Facility

The use of land or a building for or associated with the movement of goods and people by road, rail and air.

USAF

United States Air Force

VFR

Visual Flight Rules

VHST

Very High Speed Train

VMC

Visual Meteorological Conditions

VOR

Very High Frequency Omni-directional Range

VPD

Vehicles Per Day

VPH

Vehicles Per Hour

If there is no definition in the above table, refer to the definitions in the National Capital Plan.

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Appendix two | Airservices Australia references

Canberra Airport | Preliminary Draft Master Plan 2009

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Canberra Airport | Preliminary Draft Master Plan 2009

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Appendix three | Implementation and staging This section discusses an expected timetable for implementation of those components of the Master Plan that will be developed within the next 20 years. This implementation will be in stages to meet expected demand and will be subject to separate financial, operational and environmental assessment. The timing of developments will be subject to demand. While we will attempt to bring a full range of services to the Airport as soon as possible, the timing below indicates when we expect such services to occur, and will not limit the timing for development.

•

development of aviation facilities along the east side of Taxiway Alpha with associated taxi lanes and aprons;

•

upgrade and/or relocation of the run-up bay;

•

widening and strengthening of Taxiway Charlie, Kilo and Juliet;

•

relocation and construction of a new Canberra Air Traffic Control Tower and possible relocation of the Airport Fire Station;

Some capacity problems are already apparent with the terminal building, associated road access and the airline apron. In the immediate short term there is a need to address deficiencies in the terminal area to cater for forecast airline activity, to provide international services, and to improve the amenity of the facility for passengers and visitors to the Airport. Growth in the Terminal, Pialligo, Majura Park and Fairbairn precincts will continue through the period of the Master Plan, as well as further commercial and retail developments in the other precincts, in accordance with Appendix 3.

•

upgrades to tarmacs in all precincts;

•

movement of Runway 35 threshold by up to 450m to the south, including the movement of runway approach lighting and components of the Instrument Landing System (ILS) glidescope and other navigational aids;

•

extension of takeoff and landing length on Runway 17;

•

construction of blast fence(s) or similar device at end of Runway 35;

•

construction of a turning node on Runway 17/35 to facilitate additional runway length for arrivals and departures on Runway 17;

•

expansion of fuel farm expansion of aviation fuel transfer facilities and possible secondary fuel storage facility at Fairbairn;

•

development of new General Aviation facilities in Glenora or Fairbairn precincts;

•

expansion of terminal roads and car park, and expansion of parking facilities for specific users such as taxis, buses, and rental cars;

•

introduction of freight hub facilities including but not limited to aircraft taxiways and parking apron, warehousing facilities;

•

movement of General Aviation and light aircraft to another precinct;

•

development of light aviation airline support and commercial facilities;

•

possible decommissioning of the NDB;

Short-term development – current – 2014/15 Several developments to facilitate growth are likely to occur during this period, including: •

construction of an integrated international and domestic multi-user airline terminal, including the provision of Commonwealth funded customs, immigration and quarantine services;

•

construction of additional airline apron capacity to both the south and north-west of the terminal including the strengthening and upgrade of the General Aviation apron;

•

•

•

extension of Taxiway Bravo to northern threshold including additional taxiway fillets that may include one or more high-speed exit taxiways; construction of one or more additional taxiway fillets linking the existing Taxiway Bravo to Runway 17/35 that may include one or more high-speed exit taxiways; construction of additional aprons at Fairbairn, including to the south of the existing apron and to the north along Taxiway Alpha, with additional access taxiways;

Canberra Airport | Preliminary Draft Master Plan 2009

•

development of Approaches with Vertical Guidance (APV) on Runways 17 and 35 to provide improved approach guidance;

•

new precision and non-precision instrument approaches (including offset) to all runways, including possible ILS on Runway 17;

•

installation of runway visual range (RVR) measuring devices such as Transmissiometers on all runways;

Medium-term development – 2014/15 – 2019/20 As well as that listed in the short-term, the developments in the medium term are likely to include: •

a correctly aligned and widened Taxiway Alpha along the full length of Runway 17/35;

•

extension of Runway 12/30 to east;

•

realignment of Glenora Drive, and/or alternative North East Precinct access to the east;

•

upgrade to Category III ILS/GPS on Runways 17 and 35;

•

further expansion of aviation capacity including runway, taxiway and apron works;

•

links to Majura Parkway;

•

improved linkages between Brindabella Business Park, Terminal and Pialligo precincts and Majura Road;

•

taxiway upgrading and expansion in the General Aviation area;

ongoing commercial development of all precincts in accordance with Chapter 10;

•

further expansion of the passenger terminal;

•

internal road system and parking improvements;

•

additional structured car park for terminal;

•

further development of retail developments as per land use table Chapter 10;

•

additional aviation support facilities;

•

•

continued development of office developments, as per land use table in Chapter 10;

construction of high speed rail link and rail terminus (on Airport or off Airport);

•

•

provision of an additional Airport entrance to the Brindabella Business Park, Terminal and Pialligo precincts from Pialligo Avenue;

further extension of Runway 17/35 to north and/or south; and

•

relocation or lowering of Pialligo Avenue to support Runway 17/35 operations.

•

precision landing systems including GPS-based instrument approaches on all runways including possible additional (second) landing threshold for Runway 35 to facilitate new GPS technology, subject to regulations;

•

provision of a GPS ground station;

•

Category II and III ILS/GPS on all runways;

•

upgrade runway, taxiway and approach lighting, including possible new High Intensity Approach Lighting (HIAL) for Runway 17;

•

•

construction of an access road across northern end of the Airport linking Majura Road to Fairbairn precinct;

•

development of a hotel in the terminal precinct;

•

inclusion of additional land into Airport lease;

•

upgrading of landside and airside road;

•

planning and development of all precincts as per Chapter 10; and

•

other ongoing developments in accordance with this Master Plan.

The above items may be developed sooner than expected, should demand or a business case warrant it. Long-term development – 20019/20 – 2029/30 Development to complete the vision of the Master Plan and to reflect changes resulting from the review of the Master Plan required in 2012 will be undertaken during this period. Projects likely to commence in the medium term which will extend into the long term are likely to include: •

further business and commercial development of

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all precincts, in accordance with land-use table in Chapter 10; •

refurbishment and/or expansion of the rail/airline terminal;

•

planning, including potential land acquisition, for a parallel runway east of the existing Runway 17/35. Note that if this or other land is for sale earlier, then it may be purchased and incorporated in the Airport lease earlier;

•

additional aviation support facilities; and

•

upgrade of internal road system in terminal precinct to accommodate high speed rail and other multimodal facilities.

The above items may be developed sooner than expected, should demand or a business case warrant it.

Canberra Airport | Preliminary Draft Master Plan 2009

Canberra Airport | Preliminary Draft Master Plan 2009

2 Brindabella Circuit, Brindabella Business Park ACT 2609 T 02 6275 2222 F 02 6275 2244 www.canberraairport.com.au