Sydney Airport Master Plan

SYDNEY AIRPORT
MASTER PLAN
03/04
SYDNEY AIRPORT MASTER PLAN
MARCH 2004
TABLE OF CONTENTS DISCLAIMER COPYRIGHT FOREWORD EXECUTIVE SUMMARY 1.

1.1 1.2 1.3 1.4 1.5 1.6
2 4 4 5 7 9
11 11 11 11 12 12
7.4 7.5 7.6 7.7 7.8
Airfield Layout Standards Expansion Concept for the Airfield New Large Aircraft General Aviation and Helicopters Emerging Technologies
55 57 58 59 60
8.
8.1 8.2 8.3 8.4
TERMINAL AND PASSENGER SYSTEMS DEVELOPMENT CONCEPT 61

Introduction International Terminal (T1) Domestic Terminals (T2 and T3) International/Domestic Terminal Transfers 63 63 65 66
INTRODUCTION
Vision Purpose of the Master Plan Development Objectives Planning Principles and Assumptions Indicative Development Concept Statutory Requirements
9.
9.1 9.2 9.3 9.4 9.5
FREIGHT DEVELOPMENT CONCEPT 67

Introduction Existing Facilities Current Capacity Future Demand Development Concept 69 69 70 70 70
2.
2.1 2.2 2.3
BACKGROUND
A Part of Sydneys Development Other Sydney Basin Airports Second Sydney Airport
19
21 22 24
10.
10.1 10.2 10.3 10.4
AVIATION SUPPORT FACILITIES DEVELOPMENT CONCEPT

Aviation Fuel Aircraft Maintenance Ground Support Equipment Flight Catering
71
73 74 74 75
3.
3.1 3.2 3.3 3.4
GOVERNMENT OPERATIONAL POLICY AND REGULATORY FRAMEWORK 27

Curfew Movement Cap Noise Sharing Commonwealth Acts and Regulations 29 29 29 30
11.
11.1 11.2 11.3 11.4
LANDSIDE ACCESS DEVELOPMENT CONCEPT 77

Introduction International Precinct Domestic Precinct External Road Network 79 80 80 80
4.
4.1 4.2 4.3
ECONOMIC, SOCIAL AND STRATEGIC SIGNIFICANCE 31

The Economic Significance of Sydney Airport 33 Sydney Air Transport Connections 34 Investing in Communities 34
12. 5.
5.1 5.2 5.3 5.4 5.5 5.6
COMMERCIAL DEVELOPMENT DEVELOPMENT CONCEPT

Introduction International Precinct Domestic Precinct Southern Precincts Northern Precinct
83
85 85 86 86 86
REGIONAL DEVELOPMENT
Introduction Local Government Areas Regional Development Proposals Socio-Demographic Context Statutory Planning Context State Interface Issues
35
37 37 38 39 39 39
12.1 12.2 12.3 12.4 12.5
13.
13.1 13.2 13.3 13.4 13.5 13.6 13.7 13.8 13.9
LAND USE ZONING PLAN

Introduction Relationship to State Planning Instruments Land Use Zoning Development and Building Consent SACL Owned Land Contiguous with Airport Site Existing Use Rights Air Services Australia and Bureau of Meteorology Long Term Leases Pre-existing interests in airport land Interim Use of Land
87
89 89 92 93 93 94 94 94 94
6.
6.1 6.2 6.3 6.4 6.5 6.6 6.7 6.8 6.9
AVIATION ACTIVITY FORECASTS

Historic Performance Forecasting Task Annual Forecast Methodology Passenger Forecasts Aircraft Movement Forecasts Average Number of Passengers per Flight 2023/24 Busy Day Aircraft Movement Forecasts Air Freight Regionals
41
43 45 45 46 47 47 49 50 50
14.
14.1 14.2 14.3 14.4
AIRSPACE PROTECTION
Introduction Obstacle Limitation Surfaces Procedures for Air Navigation Services Aircraft Operations - PANS/OPS Surfaces Airports (Protection of Airspace) Regulations 1996
99
101 101 101 101
7.
7.1 7.2 7.3
AIRFIELD INDICATIVE DEVELOPMENT CONCEPT 51

Introduction Existing Facilities Current Capacity 53 53 55
14.5 14.6 14.7 14.8 14.9 14.10
Engine Out Procedures 102 Navigation Aid and Radar Restricted Surfaces 102 Restrictions to External Lighting 102 Stack and Vent Efflux Issues 102 Bird Hazards 102 Security and Crash Risk 102
LIST OF TABLES
4.1 7.1 7.2 13.1 16.1 Airport-Related Business Activity 34 Runway Data 53 2023/24 Gate Demand Forecasts 56 Zoning Table 91 Building Site Acceptability Based on ANEF Zones 127 16.2 Relative Contributions to Total Sydney Airport Emissions 2001/2002 128 16.3 Summary of Predicted Emissions for 2024 Compared with 2010 128 16.4 Predicted Emissions Compared with Total Airshed Emissions 129 A3.1 Preferred Runway Selection Monday to Friday 160 A3.2 Preferred Runway Selection Saturday and Sunday 161 Schedule 1 State Environmental Planning Policies (SEPP) 165 Schedule 2 Sydney Regional Environmental Plans 168 Schedule 3 Section 117 Directions 169 Schedule 4 Zoning Consistency 172 A5.1 Development Standards 175 A5.2 External Consultation 176
15.
15.1 15.2 15.3 15.4 15.5 15.6
UTILITES
Power Water Supply Sewerage Gas Stormwater Telecommunications
115
117 117 117 118 118 118
16.
16.1 16.2 16.3 16.4 16.5 16.6 16.7 16.8 16.9 16.10 16.11 16.12 16.13
SYDNEY AIRPORT ENVIROMENT MANAGEMENT

Introduction Sydney Airport Environment Management Sydney Airport Environment Strategy Identification of Environmental Issues Ground-Based Noise Aircraft Noise and Mitigation Strategies Noise Descriptors Air Emissions Heritage and Significant/Sensitive Sites Soil Contamination Water Quality Construction Impacts Waste
119
121 122 122 123 124 124 126 127 129 130 131 131 131
LIST OF FIGURES
Figure Figure Figure Figure 1.1 1.2 2.1 6.1 Existing Airport Layout 15 Indicative Development Concept 17 Sydney Basin Airports 25 Airport Comparison Passenger Throughput 2001 43 Historical Passenger Movements 10 year Period to 2001/02 44 Fixed Wing Aircraft Movements at Sydney Airport -10 year Period to 2001/02 44 Passenger Forecasts 46 Aircraft Movement Forecasts 47 Average Passengers per Flight 48 Comparison of Busy Day Movements 48 2023/24 Busy Day Hourly Aircraft Movements 49 Historic Busy Days 50 Air Freight Forecasts 50 Additional Peak Hour Vehicular Traffic 81 Land Use Zoning Plan 2023/24 95 Current Land Use Zonings Surrounding Sydney Airport 97 Obstacle Limitation Surfaces 103 PANS OPS Surfaces Basic ILS 105 PANS OPS LLZ/DME 107 PANS OPS Circling 109 PANS OPS VOR/DME 111 Restricted Light Zones 113 Aircraft Noise Trends 126 2023/24 Jet Flight Movements 133 Jet Aircraft Respite Hours 135 2023/24 Daily Average Number of Noise Events Louder than 70dba 137 2023/24 Average Noise Exposure Forecasts 139 Sydney Airport 2023/24 ANEF and 2001 ANEI 141 Interim Register of National Estate 143 Runway Modes of Operation 163 SACL Approval Process 177
17.
17.1 17.2 17.3 17.4 17.5
COMMUNITY VALUES
Research Community Attitudes Research Master Plan Community Study Communication and Consultation Technical Stakeholder Consultation
145
147 147 147 148 148
Figure 6.2 Figure 6.3
18.
18.1 18.2
IMPLEMENTATION
Implementation Framework Periodic Review
151
153 153
Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure
6.4 6.5 6.6 6.7 6.8 6.9 6.10 11.1 13.1 13.2
Appendices
1. 2. 3. 4. 5. 6. 7. ACKNOWLEDGEMENTS GLOSSARY AND AVIATION TERMINOLOGY RUNWAY MODES OF OPERATION LAND USE DEVELOPMENT ASSESSMENT AT SYDNEY AIRPORT ABBREVIATIONS BIBLIOGRAPHY
155
157 158 160 165 174 178 179
Figure 14.1 Figure 14.2 Figure 14.3 Figure 14.4 Figure 14.5 Figure 14.6 Graph 16.1 Figure 16.1 Figure 16.2 Figure 16.3 Figure 16.4 Figure 16.5 Figure 16.6 Figure A3.1 Figure A5.1
DISCLAIMER
This Master Plan has been prepared by Sydney Airport Corporation Limited (SACL) for the purpose of satisfying the statutory requirements of the Airports Act 1996. The development concepts presented in the Master Plan are based on certain forecasts and assumptions, which have been prepared and adopted by SACL, specifically for the preparation of the Master Plan to satisfy statutory requirements. These forecasts and assumptions should not be used or relied upon for any other purpose by any person. Whilst all care has been taken in the preparation of the Master Plan, SACL accepts no liability whatsoever to any person who relies in any way on any information contained in the Master Plan.
COPYRIGHT
Copyright in this document is vested in SACL. No person shall reproduce this document either in part or in full, in any form by any means, whether electronic, mechanical, photocopying, recording or otherwise, nor reproduce, store in a retrieval system or transmit this document either in part or in full, without the prior written consent of SACL. Enquiries regarding copyright should be addressed to SACL.
FOREWORD This year will be the 83rd anniversary of Sydney Airport operations. I am pleased to present the Master Plan for Sydney (Kingsford Smith) Airport. The plan provides our vision for the operation and development of Australias premier airport for the next 20 years, to meet the air transport needs of the City of Sydney, the State of NSW, and Australia.
The Southern Cross Airports Consortium acquired the Sydney Airport Corporation Limited (SACL), which included a long-term lease for Sydney Airport from the Commonwealth Government in June 2002. The consortium brings together a blend of local knowledge and international airport and investment expertise. Sydney Airport is one of Australias most significant pieces of transport infrastructure handling around half of all overseas travellers to and from Australia, and serves as the primary domestic and regional airport for NSW. In this context, Sydney Airport is a significant contributor to, and driver of national and regional economic activity. Over 60,000 people are employed directly servicing airport-related activities. When taking into account the impact of indirect employment this increases to over 170,000 jobs in total. The airport makes a direct contribution of $6.6 billion in NSW Gross State Product, a direct generation of $12.1 billion in output, and a direct provision of $2.7 billion in household income. We recognise that fulfilling this vital economic role brings with it a range of challenges in meeting the legitimate aspirations of our diverse group of stakeholders, including the wider community. Sydney Airport is subject to a comprehensive suite of government regulatory and operational controls including a curfew and movement cap. The Master Plan is predicated on observing and respecting these controls, and SACL is committed to minimising airport impacts on our neighbours. It should be noted that this Plan is required to be updated in five years time. During this period, Sydney Airport is expected to welcome the New Large Aircraft, which will require the upgrading of a number of our aviation assets. Given the substantial investment in infrastructure in the lead up to Sydney 2000 Olympics and the fall in traffic growth following the tragic events of September 11 2001, we expect that minimal new aviation related capacity will be required over the next five years.
Max Moore-Wilton AC
Chairman and Chief Executive Officer Sydney Airport Corporation Limited
Executive Summary Sydney Airport is the nations international gateway and the primary airport serving both Sydney and NSW. The airport is a vital economic hub and a major creator of wealth and employment for the NSW economy. It occupies a 905 hectare site approximately eight kilometres south of the Sydney CBD.
This Master Plan for Sydney Airport provides a plan for the airports future for the next 20 years. It is an outline for implementing sustainable physical developments for SACL, airport customers and stakeholders. The Master Plan has been prepared to fulfil SACLs statutory obligations under the Airports Act 1996. The Master Plan foreshadows that it will not be necessary to build new runways or lengthen the existing runways over the next 20 years. However, development and improvements to a range of facilities including taxiways, terminals, transport and commercial areas will be undertaken. Key features of the Master Pan include:
Terminals and Support Facilities

International operations at the International Terminal (T1) and domestic operations at the SACL Domestic and Qantas Domestic Terminals (T2 and T3) will be maintained in their current position although extensions are planned. The domestic terminals will be improved by building a physical link at the western end of those buildings, and the International Terminal will be extended to the north. To facilitate improved connections between the International and Domestic terminals, a transfer corridor has been preserved. All air freight facilities (excluding aircraft parking positions) are expected to relocate to a new freight precinct on SACL-owned land to the north of the airport. Existing general aviation and helicopter facilities have been retained with an assumption that traffic levels will remain at around their current levels. Aircraft line and base maintenance capability has been retained, which includes a reconfiguration of the current Qantas Jet Base area.
Regulatory and Policy Settings

The Master Plan is based on the assumption Sydney Airport remaining the sole international and domestic airport for the Sydney Basin for the 20 year period of the plan and compliance with the current legislation and policy in relation to curfew, movement cap, and the principles of noise sharing. The range of noise information presented in the Master Plan has been calculated on the basis of continued use of existing flight paths.
Landside Forecasts
The Master Plan is based on aviation activity forecasts that indicate by 2023/24, Sydney Airport will be handling 68.3 million passengers and 412,000 aircraft movements, of which 377,650 will be passenger aircraft. Average annual growth rates over the planning period are 4.2 per cent for passengers, and 2.4 per cent for passenger aircraft movements. SACL supports the NSW Governments approach to encourage mode shifts to more sustainable transport forms such as railway use. Analysis undertaken by SACL indicates a demand for an incremental expansion of landside infrastructure around the airport and new car parks are planned for the International and Domestic precincts.
Commercial Development Airfield

Airfield modelling and analysis indicates that the existing runway infrastructure is adequate to support the forecast air traffic for the next 20 years. Therefore no extension or duplication of runway infrastructure is foreshadowed. The airfield modelling has identified the need for a number of new taxiway and apron elements supporting terminal expansion. Sydney Airport is an important transport hub within the City of Sydney. As demand for travel increases, modern city societies expect and demand a range of services and facilities at these transport hubs to improve their travel experience, and to support their businesses.
As Sydney Airport is relatively land poor, recycling of land is essential. As such, interim uses of land are contemplated for areas where the eventual use of the land is not required until some time in the future.
Environment Management
Environmental management at Sydney Airport is governed by the Sydney Airport Environment Strategy, which is updated every five years. It provides an outline for continuing to manage vital environmental issues including noise impacts, air quality, heritage sites and water quality.
Community Consultation
SACL has undertaken extensive research into the opinions of airport neighbours, those further from the airport who are affected by flight paths, and other Sydney residents. Throughout the Master Plan development process, SACL provided regular briefings to airport stakeholders, including elected representatives, councils and the Sydney Airport Community Forum.
Implementation
The development concept outlined in this Master Plan will be implemented in a staged manner to meet identified demand. Major Development Plans are required for development proposals that exceed specified trigger criteria set out in the Airports Act 1996. The Airports Act 1996 also requires a review of this Master Plan in five years.
introduction
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1. Introduction Master planning is a part of a dynamic process within the aviation industry. Master Plans evolve as markets and technology change, and airlines and businesses adapt to new operating environments. Therefore, an inherent flexibility has been a guiding philosophy underpinning the Master Plan.
Sydney Airport is situated eight km south of the CBD of Sydney, adjacent to Sydneys major port facility. It is surrounded by water on three sides, Botany Bay to the south, the Cooks River to the west and the Alexandra Canal to the north. The 905 hectare site is owned by the Commonwealth of Australia, and leased to Sydney Airport Corporation Limited (SACL). The airport is bounded by the local government areas of City of Botany Bay, Marrickville and the City of Rockdale. The major infrastructure elements needed to operate a modern international airport including three runways, two terminal precincts, freight facilities and a General Aviation area are provided on the site. The airport is served and enclosed by a number of major roads and railways including General Holmes Drive, the M5 East, Southern Cross Drive, the Port Botany Goods Line and two on-airport suburban railway stations. business partners, public entities, the travelling public, and the wider community, to ensure an equitable balance is achieved between the economic benefits of growth, and the social and environmental impacts of growth.
1.2 Purpose of the Master Plan

The purpose of this Master Plan is to: fulfil SACLs statutory obligations under the Airports Act 1996 (Part 5 Division 3) by meeting all legislative requirements, thereby enabling approval of the Draft Master Plan by the Minister reach understanding between SACL, our business partners, and other stakeholders on a 20-year strategic outlook for the future development of Sydney Airport based on sustainable outcomes, and create long term planning clarity for customers and internal business units in relation to land use, infrastructure development and operational matters.
1.1 Vision
Sydney Airport Corporation Limiteds (SACL) vision as the airport lessee company and operator of Sydney Airport, is to be a world-class airport management company. Consistent with this vision, the goal of the Master Plan is to create long-term value for SACL and its stakeholders. A key factor in being able to achieve this vision, relates to successful long-term planning of the airport asset. The Master Plan will achieve this by: planning for new capacity to facilitate future growth at Sydney Airport, while recognising Government policy on issues such as the curfew, movement cap, regional access etc providing new growth opportunities and maximising the use of existing assets within Sydney Airport, and engaging with and seeking feedback and input from
1.3 Development Objectives

SACLs development objectives for the airport are: maintaining a safe, secure and reliable airport operating environment being a sustainable business, accepted as a responsible and valued member of the community and a key economic driver for Sydney, NSW and Australia providing a quality arriving and departing total journey experience for the travelling public and airport visitors planning and developing new capacity to facilitate future growth operating the airport in order to maximise the efficient use of existing infrastructure ensuring flexibility to meet changing customer needs exploring new growth opportunities to enhance value in existing or new synergistic businesses, and continuing to be an environmentally responsible airport.
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1.4 Planning Principles and Assumptions

The development concept depicted in the Master Plan is predicated on a number of planning principles and assumptions. During the development process, these assumptions were tested and validated. The assumptions include: Sydney Airport is assumed to remain the sole International and Domestic airport in the Sydney Basin for the duration of the planning period (see chapter 2.3) Aircraft operations will continue within the existing regulations relating to the curfew and movement cap The slot management scheme for Sydney Airport will continue in its current form Sydney Airport will continue to support the principles of noise sharing There will be no new or lengthened runways Access for Regional air traffic will continue International traffic will generally be processed in the existing International Terminal precinct, and Domestic traffic will generally be processed in the Domestic Terminal precinct Trans Tasman air traffic will remain an international sector Wherever possible, incremental expansion of existing facilities will be used to deliver new capacity Over time, industry processes will become more efficient and productive New Large Aircraft types will be introduced, with the Airbus A380 to commence operations from 2006 The south east and south south east sectors (south of the east-west runway and east of the north-south runway) are to be reserved for aviation uses beyond the planning period As Sydney Airport is a relatively land poor airport, land must be recycled and put to interim uses until its final use is needed Aircraft line maintenance capability is to be retained Concurrent relocation of freight facilities is desired to allow for incremental terminal growth, and Adequate external transport infrastructure within the city and the region will be provided by the relevant authorities to ensure that passengers, freight, staff and visitors can access the airport.
1.5 Indicative Development Concept

The current Sydney Airport layout is shown in Figure 1.1. The Indicative Development Concept for 2023/24 is shown in Figure 1.2 and is based on SACLs forecasts for 2023/24, the development objectives and the planning principles and assumptions described above.
1.6 Statutory Requirements Airports Act 1996

Preparation of the Master Plan is a statutory requirement for SACL arising from the application of the Airports Act 1996. The Minister for Transport and Regional Services directed that a Draft Master Plan (DMP) for Sydney Airport is to be submitted by 31 December 2003. The DMP was submitted for the Ministers consideration on 23 December 2003. The Minister approved the DMP on 22 March 2004. The Master Plan is a key part of the Commonwealths regulatory framework for Airport Lessee Companies (ALC) such as SACL. It essentially requires lessees to indicate how they intend to develop the airport to accommodate the efficient facilitation of future aviation growth, while ensuring all relevant stakeholders have had an opportunity to understand, comment and give their input to the process. In summary, the plan must: cover a period of 20 years (known as the planning period) be reviewed every five years specify the ALCs development objectives assess future needs of civil aviation users and other users specify the ALCs proposals for land use and related development include forecasts relating to noise exposure levels, and the ALCs plans following consultation, for managing aircraft noise intrusion above significant Australian Exposure Noise Forecast (ANEF) levels assess environmental issues and the ALCs plans for managing these issues, and must be displayed for a period of 90 days for public comment.
There are a number of steps in the regulatory process leading to the approval of the Master Plan as follows: the ALC prepares a Preliminary Draft Master Plan (PDMP) and invites public comment on the PDMP for a period of 90 days
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the ALC prepares a DMP based on the PDMP and consideration of public comment the ALC submits the DMP to the Federal Minister for the Transport and Regional Services for approval, and once Ministerial Approval of the Plan is received, the ALC must publicly advise of the approval within 90 days and make copies available to the public.
The MDP approval process also involves assessment of environmental impacts against the requirements of the Commonwealth Environment Protection and Biodiversity Conservation Act 1999. The Federal Department of Transport and Regional Services (DoTRS) and Environment Australia (EA) determines the level of environmental assessment required. For development proposals not exceeding the MDP trigger criteria, SACL employs a rigorous internal development assessment process, which involves consultation with relevant stakeholders and external affected parties. The proposal would also require the approval of the Airport Building Controller pursuant to the Airports (Building Control) Regulations. The process is described at Appendix 5.
The Airports Act 1996 also establishes a Commonwealth environmental management regime for all leased Federal Airports. The main elements include environmental strategies for each of the leased airports and the monitoring and remediation of pollution. The Airports (Environment Protection) Regulations 1997 provide details of how environmental management objectives will be achieved. In addition, the Act requires a Major Development Plan (MDP) to be prepared if any proposed works are: of a kind that is likely to have significant environmental or ecological impact or if it affects an area identified as environmentally significant in the Airports Environment Strategy.
Environment Strategy 1999

SACLs Environment Strategy 1999 was prepared in accordance with the Airports Act 1996. The next update to the strategy will be undertaken in 2004.
Airport Building Controller and Airport Environment Officer

Under the Airports Act 1996, DoTRS oversees building control, and regulates environmental issues, excluding aircraft over-flight noise impacts. The Airport Building Controller (ABC) and Airport Environment Officer (AEO) are responsible for administration of the regulations. DoTRS oversees the AEO and ABC and retains overall responsibility for enforcement of the Act and Regulations.
Major Development Plans

The approval of the DMP does not imply development consent for any specific proposals within the Plan. Major developments that exceed criteria specified under section 89 of the Airports Act 1996 are subject to the preparation of a Major Development Plan (MDP). This separate process includes a public exhibition period and approval of the MDP by the Minister. To receive Ministerial approval an MDP must demonstrate consistency with the Master Plan. The types of development that trigger the requirement to prepare a MDP are listed in section 89 of the Airports Act 1996 and include the following: extending or constructing new runways extending or constructing new taxiways, the cost of which is $10 million or greater constructing new terminals greater than 500 sq m, or adding more than 10 per cent to an existing terminal constructing any new building (except terminals) where the cost is $10 million or greater constructing new roads where the cost is $10 million or greater, and development which is likely to have a significant environmental or ecological impact or which affects an area specifically listed in the Airports Environment Strategy.
Disabled Access
SACL takes seriously its accessability obligations in complying with the legislative requirements as defined in the Commonwealth Disabilities Discrimination Act and in the Building Code of Australia. Accessibility issues are addressed in early design stages.
Review of the Airports Act 1996

In November 2002, the Federal Minister for Transport and Regional Services announced a review of the Airports Act 1996 would be undertaken. At the time of preparing this Master Plan the review was underway. After inquiring of DoTRS, nothing has come to the attention of SACL at the time of writing that indicates that any substantive changes to the Master Plan are required.
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RAILWAY STATION
To Gre en Sq uar e (C ycl ew ay)
CYCLEWAY
and ny Bay To Bota (Cycleway) rd Conco
RAILWAY STATION
Sydney Airport Master Plan 2003/04
This drawing has been prepared to illustrate the Sydney Airport Master Plan and is not intended to serve any other purpose. The drawing must be read in conjunction with the Master Plan.
Figure 1.1 Existing Airport Layout 2003/04
ENVIRONMENTALLY SENSITIVE BUSINESS PARK
RAILWAY STATION
To Gre en Sq uar e (C ycl ew ay)
CYCLEWAY
and ny Bay To Bota (Cycleway) rd Conco
RAILWAY STATION
Figure 1.2 Indicative Development Concept 2023/2024
background
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2. Background The Sydney metropolitan area is served by Sydney Airport, three general aviation airports, a number of private airstrips and the Richmond RAAF Air Base.
In 1986, the Federal Government announced that Badgerys Creek had been selected as the site for a second Sydney Airport. Major Sydney Basin airports are shown in Figure 2.1. In 2000, the Federal Government advised that a further review of Sydneys airport needs will be undertaken in 2005. This Master Plan assumes that Sydney Airport will remain the sole international and domestic airport for the Sydney Basin for the next 20 years. In 1921, the Commonwealth acquired the aerodrome as part of a program to develop a nation-wide airport network. In the 1930s in response to criticism of the lack of facilities additional land was purchased, the main runway was surfaced with gravel and two ancillary grass runways were laid out. These early runways were located in the vicinity of what is now the Domestic Precinct and Qantas Jet Base. In 1940, a new passenger terminal was opened and the aerodrome was declared an airport worthy of the City of Sydney. The airport was further developed during World War II to enhance its civilian and military facilities. After the war, the Cooks River was diverted and two of four new runways were built in accordance with the airports first master plan prepared by Dr KNE (Bill) Bradfield. This period coincided with the introduction of new propeller driven aircraft such as the Lockheed Constellation, which introduced pressurised travel. This innovation transformed aviation into a reliable and comfortable means of transport, well-suited to Australias long distance internal and overseas routes.
2.1 A Part of Sydneys Development Pre Aviation

The Sydney Airport site has been a vital part of the history of Sydney since the earliest days of European settlement. The airport lies on the area around Botany Bay first explored by Captain James Cook and botanist Sir Joseph Banks in 1770. When the First Fleet settlers arrived, the airport site was marshland, traversed by the Cooks River. As settlement developed, a series of ponds on the eastern edge of the site were used to supply the city of Sydney with freshwater until 1835. Remains of both the original pumping station and the Engine Pond still exist, and are listed as environmentally significant in Sydney Airports Environment Strategy. During the late nineteenth and early twentieth century the site was used by industrial buildings including textile and flour mills.
Jet Era
The arrival of the B707 in 1959, and other new jet and turbo-prop aircraft ushered in a period of rapid growth in air travel. An 11pm to 6am curfew was adopted in 1963, in response to the resulting increase in aircraft noise. In 1968, the main north-south runway (16/34) was extended into Botany Bay to cater for the long-haul international jets. This was a major civil engineering construction project that required the routing of General Holmes Drive under the runway, land reclamation and the diversion of the Southern and Western Sydney Ocean Outfall Sewer. The 1960s saw a significant modal shift of international travel from sea to air, and in 1970 the first stage of a new international terminal was opened on its current site in the north-west sector of the airport.
Aerodrome Opens
In 1911, Joseph Hammond, a representative of the British Colonial Aircraft Company landed the first aircraft on the former Ascot Racecourse (now part of the airport site). Several years later, the Australian Aircraft and Engineering Company formed by Harry Broadsmith, Walter (Jack) Warneford and Nigel Love built structures on the site to assemble and fly Avro 504K aircraft. Once part of the swamp was reclaimed, Mascot Aerodrome was officially opened in January 1920.
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The introduction of the B747 aircraft in the 1970s more than doubled the passenger carrying capacity of passenger jets. In 1972, Runway 16/34 was again extended to its present length of 3962m by further land reclamation within Botany Bay. This added to the strong growth in air traffic, driving further expansion of the international terminal. The domestic carriers also redeveloped their terminals. The growing complexity and expansion of operations at Sydney Airport prompted several inquiries and studies into the need for additional runway capacity and/or the development of a second airport within the Sydney Basin.
In December 2000, the Commonwealth announced its decision to privatise the airport. The sale process commenced but was subsequently deferred following the terrorist attacks in the United States and the collapse of Ansett Australia in September 2001. In June 2002, the sale of Sydney Airport to the Southern Cross Airports Corporation was concluded, thus returning the airport to private hands after some eighty years of government ownership and management. One of the consequences of the sale was the requirement for the development of a 20 year master plan for the airport. Sydney Airport now occupies a 905 hectare site approximately eight kilometres south of the Sydney CBD.
Parallel Runway and Terminal Expansion

Increasing congestion in the 1980s led to a decision to develop a close-spaced parallel runway, which was later abandoned by the Federal Government in favor of developing a second airport at Badgerys Creek. The domestic terminals were also further extended and widebodied jet operations commenced on major domestic trunk routes. In 1988, control and operation of the airport passed from the Commonwealth Department of Transport to the Federal Airports Corporation (FAC), a Commonwealth Government Business Enterprise. In 1989, the Commonwealth decided to proceed with the development of the third (parallel) medium-spaced runway, and also announced that detailed planning would commence for the staged development of a second major airport at the Badgerys Creek site. In 1992, a major expansion to the international terminal was opened, which added eight gates catering for B747400 aircraft. In 1994, the 2438m long parallel runway (16L/34R) opened. A new control tower complimenting the airports parallel runway configuration was opened in 1996. Control and operation of Sydney Airport passed from the FAC to SACL in 1998.
2.2 Other Sydney Basin Airports

Metropolitan Sydney is served by three currently Commonwealth owned general aviation (GA) airports at Bankstown, Camden and Hoxton Park. There are a number of small, privately owned and local government airfields in the greater region including Wilton, The Oaks, Wedderburn, Warnervale and Albion Park. The Royal Australian Air Force (RAAF) also has an air base at Richmond. In December 2000, the Commonwealth announced it had decided to make Bankstown Airport available as an overflow airport for Sydney Airport. However, in April 2003, the Commonwealth announced that due to changes in the aviation environment, the need to develop overflow capacity to supplement Sydney Airport was no longer required. In March 2001, the Commonwealth indicated it intended to sell Bankstown, Camden and Hoxton Park airports as a group, in a 100 per cent trade sale. In November 2003, the sale process was completed, with the BaCH Airports Consortium named as the successful bidder. SACL is not a participant in the BaCH Airports Consortium. Master Plans are expected to be developed by each of these airports within 12 months from the sale date.
Olympic Expansion
Prior to the Sydney 2000 Olympic and Paralympic Games, the international terminal was significantly upgraded and expanded. The main domestic carriers also undertook major terminal redevelopment and expansion projects. Concurrently, the NSW Government and private developers also delivered significant ground access infrastructure, including the Airport Rail Link, the Eastern Distributor and M5-East motorway links.
Bankstown Airport
Bankstown Airport functions as the main GA airport for the Sydney region. It caters to a wide range of activities (fixed wing and helicopters) including charter, flying training, private, freight, aircraft maintenance and support, and a number of non-aviation related businesses.
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It occupies a 313ha site and is equipped with: four sealed runways, three parallels (1042-1415m long) in the 11/29 direction and one (800m long) in the 18/36 direction airfield lighting a precision approach path indicator (PAPI) system on Runway 11C/29C, and a non-directional beacon (NDB).
RAAF Base Richmond

RAAF Richmond is currently the home base to the RAAF Heavy Lift Group comprising two C130H/J squadrons and a B707 squadron. These are the only RAAF operational flying units based in the Sydney Basin. A number of ground support units are also located at the base. The Government has noted that the base will be operational until at least 2010. RAAF Base Richmond occupies a 270ha site and is equipped with: a single sealed runway (2134m long) in the 10/28 direction runway lighting PAPI high intensity approach lighting system in the 28 direction, and navigation aids including an instrument landing system (ILS) serving runway 28, NDB, and a tactical air navigation beacon.
Air Traffic Control (ATC) is provided utilising General Aviation Airport Procedures (GAAP). These permit day and night high-density operations to be undertaken in visual meteorological conditions. Currently no scheduled passenger services operate from the airport, although small-scale regional services have occurred in the past. In 2001/02, 340,000 aircraft movements were reported.
Camden Airport
In addition to GA activities, Camden Airport caters for the main gliding activities in the Sydney Basin as well as a centre for ballooning. It occupies a 194ha site and is equipped with: one sealed runway (1464m long) in the 06/24 direction and a grassed runway (723m long) in the 10/28 direction two separate grass runways for gliding activities airfield lighting for the main runway, and an NDB.
Military ATC is provided and practice civilian ILS approaches are permitted subject to RAAF operational approval. Civilian gliding operations are undertaken on weekends. The Second Sydney Airport Draft Environmental Impact Statement 1997 reported that approximately 45,000 aircraft movements occur annually.
Other Greater Regional Airfields

The NSW Sport Aircraft Club operates a private airstrip at Wedderburn. Many tenants at Wedderburn own and operate vintage and/or kit or home built aircraft. There are numerous hangars and some are now occupied by owners/operators of more traditional private aircraft. Facilities are only for private operations. The Oaks is a private airstrip to the south west of Camden. Activities are those of conventional single engined private aircraft or ultralight sports aircraft, and there is some limited hangarage. Wilton, which is near a site assessed in the 1985 EIS for the Second Sydney Airport is used exclusively by Sydney Skydivers. The surrounding airspace has been specially designed for skydiving activity, and the owner/operator has invested heavily in this facility.
ATC is established utilising GAAP. In 2001/02, 68,660 aircraft movements were reported.
Hoxton Park Airport

Hoxton Park Airport handles a smaller range of GA activities than Bankstown and Camden. It occupies an 89 hectare site and is equipped with: a single sealed runway (1098m long) in the 16/34 direction, and airfield lighting for the runway.
There is no ATC or navigational aids. Traffic at Hoxton Park is not reported, but the estimated traffic level is 80,000 movements per annum. As part of the sale agreement concluded with the BaCH Airports Consortium, the lease has been shortened to between five and seven years, after which time freehold title will transfer to the lease owner. It will then be up to the owner to determine the best use for the site, consistant with relevant state and local government planning laws.
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Warnervale is owned by the Wyong Shire Council and operated by the Central Coast Aero Club. It is within relatively easy reach from Sydneys northern suburbs. It is busy during weekends with circuit training, and is situated under the busy coastal corridor between Sydney and Newcastle. Parachute jumping is also carried out in the vicinity. Wollongong Airport (Albion Park) is owned by Shellharbour Council and is available for public use. There are several training and other GA organisations based at the airport, and it is the base for the Historical Aircraft Restoration Society, which operates several large transport and former military aircraft. There are several hangars and a small passenger terminal. The airport is equipped with an NDB, which is frequently used by aircraft on Instrument Flight Rules (IFR) training flights. There are two runways, approximately north/south and east/west, with noise abatement procedures applicable because of noise sensitive areas to the west and south of the airport.
In September 1999, the Minister for the Environment and Heritage announced that having reviewed the environmental impact assessment, development (subject to conditions) could proceed if required. In December 2000, the Minister for Transport and Regional Services announced that the Government would retain ownership of the Badgerys Creek site and would legislate to protect the site from incompatible development in surrounding areas. As a condition of the sale of Sydney Airport, which was concluded in June 2002, the owner, Southern Cross Airports Corporation, has been given the first right of refusal by the Commonwealth to build and operate any second major airport within 100 kilometres of the Sydney CBD.
2.3 Second Sydney Airport

In December 2000, the Commonwealth announced that it would be premature to build a second major airport in the city. The Government concluded that Sydney Airport would be able to absorb the air traffic demand to the end of the decade. The Minister for Transport and Regional Services announced in December 2000 that the Government will further review Sydneys airport needs in 2005. SACL is committed to participating in this review. Current forecast indicate that Sydney Airport will be able to handle projected traffic for the period covered by this Master Plan. The provision of a Second Sydney Airport (SSA) at Badgerys Creek, 46 kilometres south-west of Sydney, has been under discussion for a number of years. In February 1986, the Commonwealth announced that Badgerys Creek had been selected as the site for SSA. This followed a lengthy site selection and environmental impact assessment process. Subsequently, 1,700 hectares of land was acquired by the Commonwealth. In 1989, it was announced that the first stage of development would be a general aviation facility, but in 1995 it was decided to accelerate the development of the airport and build facilities capable of handling domestic and international traffic. In January 1996 it was announced that an Environmental Impact Statement (EIS) would be prepared for the construction and operation of the new airport.
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Figure 2.1 Sydney Basin Airports
government operational regulatory and policy framework
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3. Government Operational Regulatory and Policy Framework Sydney Airports operations are subject to a number of government regulated operational, regulatory and policy requirements. This Master Plan is based on operations conforming to the requirements covering curfew, the movement cap and noise sharing principles.
3.1 Curfew
In 1963, the 11pm to 6am curfew was introduced in response to the introduction of jet aircraft. In 1995, the 11pm to 6am curfew was enshrined in legislation in the Sydney Airport Curfew Act 1995 and associated Regulations. Key features of the curfew include restrictions on take-offs and landings to specific types of aircraft and operations as follows: small (less than 34,000kg) noise certificated propeller driven aircraft and low noise jets (mostly business and small freight jets) limited numbers of medium size freight jets meeting the most restrictive current noise emission standards, and international passenger jet arrivals (meeting the strictest noise standards) in the curfew shoulder period between 5am and 6am of no more than 24 movements per week (no more than five on any one day).
3.2 Movement Cap and Slot Management

In 1996, the Commonwealth declared that Sydney Airport would be limited to 80 movements per hour and indicated its intention to introduce a slot management scheme. The Sydney Airport Demand Management Act 1997 enshrined a cap of 80 hourly movements and establishes a framework for a slot management scheme. The Slot Management Scheme became effective for the scheduling season beginning in March 1998 and the Slot Compliance Scheme in October 1998. Airport Coordination Australia (ACA) is an independent company that manages the coordination and allocation of slots at Sydney Airport, and at the international terminals of other Australian airports. ACA allocates planning slots at Sydney Airport in accordance with the Act and the Scheme. There are fourquarter hour checkpoints in each hour to avoid excessive peaking. All fixed wing commercial and private aircraft require a slot to land or take-off from Sydney Airport. Military and emergency operations are exempt from the Act and the Scheme. Rules have been implemented in relation to maintaining access to Sydney Airport from regional destinations (the regional ring fence).
During the curfew period, aircraft must operate over Botany Bay; arrivals to the north on Runway 34L and take-offs to the south on Runway 16R. The curfew restrictions do not apply in cases of emergency, and in exceptional circumstances the Federal Minister for Transport and Regional Services may grant dispensations. The Act provides for fines of up to $550,000 for curfew breaches.
3.3 Noise Sharing

In November 1995, the Senate Select Committee on Aircraft Noise in Sydney released its report Falling on Deaf Ears, which inquired into a range of issues following the opening of the new Runway 16L/34R at Sydney Airport in November 1994. These issues included the public reaction to noise impacts to the north and south of the airport. The Commonwealth had limited use of Runway 07/25 to circumstances when adverse weather conditions precluded the use of the other runways for safety reasons. In addition departures to the north from Runway 34R were prohibited, which required all northerly departures to be from Runway 34L.
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In March 1996, Airservices Australia was directed by the Minister for Transport and Regional Development under the Air Services Act 1995 to increase use of Runway 07/25 and to develop a Long Term Operating Plan (LTOP) for Sydney Airport and associated airspace to: Use all three runways Maximise flight paths over water and non-residential areas Where over water operations are not possible, to ensure over flight of residential areas is to be minimised, and that noise arising from these flight paths is to be fairly shared Maintain maximum capacity with programmed movement rate not above 80 per hour Not compromise safety, and Examine the impact of military airspace.
3.4 Commonwealth Acts and Regulations

The following are Commonwealth Acts which have specific implications to the operation and management of airports: Airports Act 1966 Airports Regulations 1997 Airports (Building Control) Regulations 1996 Airports (Environment Protection) Regulations 1997 Airports (Protection of Airspace) Regulations 1996 Airports (Ownership Interests in Shares) Regulations 1996 Airports (Control of On-Airport Activities) Regulations 1997 Aircraft Noise Levy Act 1995 and Regulations Aircraft Noise Levy Collection Act 1995 Air Navigation Act 1920 Air Navigation (Aircraft Noise) Regulations 1984 Air Navigation (Aircraft Engine Emissions) Regulations Air Navigation (Checked Baggage) Regulations 2000 Air Services Act 1995 and Regulations Civil Aviation Act 1988 Civil Aviation Regulations 1988 Civil Aviation Safety Regulations 1988 Commonwealth Places (Mirror Taxes) Act 1998 Environment Protection and Biodiversity Conservation Act 1999 Environment Protection and Biodiversity Conservation Regulations 2000 Sydney Airport Curfew Act 1995 Sydney Airport Curfew Regulations 1995 Sydney Airport Demand Management Act 1997 Sydney Airport Demand Management Regulations 1998
In July 1997, the Minister for Transport and Regional Development directed Air Services Australia under subsection 16(1) of the Air Services Act 1995 to implement progressively the Sydney Airport Long Term Operating Plan. Following a major community consultative process and environmental clearance, the LTOP was progressively implemented from August 1997 through to December 1999. Use of Runway 34R for departures to the north had been previously introduced in October 1996. Ten Runway Modes of Operation (RMO) as shown in Appendix 3 are currently used to facilitate noise sharing. The implementation of noise sharing arrangements is monitored by the Sydney Airport Community Forum (SACF) and an Implementation and Monitoring Committee (IMC). These groups were established by the Federal Government in July 1996. SACF is the main body for consultation on Sydney Airport flight paths and includes representatives from the community, local councils, industry, and State and Federal Parliaments. Consultation regarding flight path impacts, is also conducted with these groups.
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economic, social and strategic significance
04
4. Economic, Social And Strategic Significance Sydney Airport is the nations international gateway and primary airport serving the State of NSW and City of Sydney. It is the only airport in the Sydney Basin providing facilities for scheduled passenger operations. It occupies a 905 hectare site approximately eight kilometres south of the Sydney CBD.
In 2001/02, following the events of September 11 and the collapse of Ansett, Sydney Airport handled some 23.9 million passengers, 416,000 tonnes of freight and 254,729 aircraft movements. The previous year, prior to September 11 and the Ansett collapse, Sydney Airport handled 26.4 million passengers, 430,000 tonnes of freight and 317,339 movements. In 2001 Sydney was ranked the worlds 31st busiest airport in terms of passenger throughput. Key findings of the study are: direct employment (full-time and part-time jobs) of 62,048, plus indirect employment of 108,414 for a total of 170,462 jobs 36,882 direct full-time equivalent (FTE) jobs, plus 63,568 indirect FTE jobs for a total of 100,450; and an average wage level that is 40 per cent above the NSW average direct contribution of $6.6 billion in NSW Gross State Product. After taking into account flow-on impacts, a contribution of a total of $13.6 billion to NSW Gross State Product direct generation of $12.1 billion in output. After taking into account flow-on impacts, generation of $24.9 billion in output, and direct provision of $2.7 billion in household income. After taking into account flow-on impacts, provision of $6.0 billion of household income.
4.1 The Economic Significance of Sydney Airport

In July 2001, SACL commissioned a report to analyse the economic significance of Sydney Airport. The study measured the impact of the airport on four key indicators output, value added, household incomes and employment and a combination of direct and indirect effects. The results of the study provide sound evidence that Sydney Airport is a major employment generator and wealth creator in the NSW economy.
The Sydney Airport workforce has a medium-to-high skill level. Around one-third are skilled workers with tradespersons accounting for 21 per cent and professionals accounting for around 12 per cent. The airport labour force is quite different from the general Australian labour force. Proportionally, Sydney Airport has double the amount of trades-persons and around 2.5 times the number of intermediate/production and transport workers. In addition to being a major employment generator, Sydney Airport and its environs are a significant hub for airport-related business activity as shown on Table 4.1.
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Table 4.1 Airport-Related Business Activity

Airlines Other aircraft operators Freight Airport service providers Retailers Hotels Government Car rental and parking Ground transport Source: SACL 2002 45 passenger airlines operating out of Sydney Airport 25 GA operators At least 124 organisations involved in freight activities including transport companies, handlers and forwarders 205 service providers including fuel, maintenance, flight catering and security organisations At least 131 on-airport retailers (some of which operate multiple outlets) 10 hotels around Sydney Airport Six Federal and State Government departments and agencies As many as 14 operators At least 54 ground transport providers
4.2 Sydney Air Transport Connections

Sydney Airport has a major role to play in supporting Sydney as a World City competing with other major cities in Asia. Critical mass and number of connections provides support for business and tourism operations. While there are other airports in Australia, which provide international connections, the scale of Sydney allows both Sydney and Australia to compete more effectively with other international cities and countries. Currently, Sydney has connections to 62 international destinations, 24 domestic destinations and 25 regional NSW destinations.
of technology and applied studies. SACL has also sponsored a greening program aims to provide students with an outdoor environment in which they can study, have some quiet time or participate in school activities such as plays or sporting activities. A total of 30 schools have received in total $460,000 under this SACL-initiated program.
Investing in Pre-Schools
In addition, SACL has offered numerous kindergartens and pre-schools capital grants for repair and installation of playground equipment. A total of 24 pre-schools and kindergartens have received a total of $50,000 under this program.
4.3 Investing in Communities

Sydney Airports Community Investment Programme is designed to assist those local communities most affected by the airports operations. The program seeks to specifically support environmental and educational initiatives, as well as events and activities that help to create a sense of community. The program has been structured in response to Community Attitude surveys, as well as direct feedback from elected community representatives.
Investing in Junior Sport

SACL has developed a junior sport sponsorship program. SACL sponsors six junior soccer teams in Sydneys Inner West, and is a major sponsor of the Surf Life Saving Nipper activities, covering coastal beaches from North Bondi to Burning Palms in the National Park. SACL is also a major sponsor of the Sydney Airport (Newtown) Jets Rugby League Football Club with the funds being used to develop and promote the sport to youth of the Inner West.
Investing in Schools
Sydney Airport Corporation Ltd has initiated an Educational Grants Scheme, offering support for worthwhile projects at local government schools and kindergartens in areas surrounding the airport. The program involves multiple grants of $10,000 each, and a significant grant of $25,000. In 2003, Sydney Secondary College Leichhardt Campus was awarded $25,000 for funding of an art and metal jewellery workshop to increase subject choice for students and to encourage female students into the study
Investing In Communities
SACL provides sponsorship to various community-based activities and festivals, including Marrickville Festival and Marrickville Australia Day celebrations, and Sutherland Shire Australia Day celebrations, childrens school holiday art workshops with Hazelhurst Gallery in Sutherland Shire; and a $50,000 capital grant to construct a whale watching platform at Cape Solander on the Kurnell Peninsula.
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regional development
05
5. Regional Development Land use in the region surrounding Sydney Airport is experiencing significant change with large-scale urban renewal and major developments taking place and being planned. The relative size of Sydney Airport and its strategic location is an important factor within the strategic planning context for the region.
5.1 Introduction
Sydney Airport is located approximately eight kilometres south of the Sydney CBD, and is a significant catalyst for economic growth in the airport region. The boundaries of the Local Government Areas (LGAs) of Botany Bay, Marrickville and Rockdale fall within the airport site. The NSW Governments policy of increasing urban residential densities has provided the impetus for largescale urban renewal, particularly in South Sydney. Land use within the region has undergone significant change in the past decade due to relocation of industrial activities supported by the development of major transport infrastructure projects such as the Airport Rail Link, the Eastern Distributor and the M5 Motorway. Qantas is a major land user in the western sector, with administrative, operational and stores facilities located adjacent to the Mascot Railway Station. Recent rezoning initiatives will further encourage commercial development in this area. The Councils zoning flexibility has allowed airport-related industries such as freight forwarders, catering facilities and car rental/parking facilities to establish within close proximity to the airport. A major redevelopment in the Green Square precinct (within the South Sydney LGA) has recently been announced, which is encouraging a mix of sites along ORiordan Street and Botany Road to be redeveloped for commercial offices and bulky goods retailing.
Marrickville
Marrickville is located immediately north-west of Sydney Airport across the Alexandra Canal. Due to access limitations, few airport-related industries are located within Marrickville. Future developments such as the proposed St Peters Industrial Route (SPIR) may facilitate development of airport-related industries on redundant road reservations. SACL has ownership of a parcel of land in the Marrickville local government area, which may be developed for freight and other commercial opportunities. Marrickville Council has proposed redevelopment of the former Tempe Tip site, which is contiguous to the SACL land.
5.2 Local Government Areas South Sydney

South Sydney is located to the north of Sydney Airport between the CBD and the City of Botany Bay. It is characterised by turn of the century terrace style housing and heavy industry, interspersed with recent public and private residential development. Following the development of the Eastern Distributor and the Airport Rail Link, South Sydney is undergoing a major transformation to a mixed residential, light industrial and commercial hub particularly in the Green Square area.
City of Botany Bay

The City of Botany Bay lies to the north and east of Sydney Airport. It is divided into east and west sectors by the Southern Cross Drive. It is characterised by freestanding dwellings interspersed with commercial and industrial development along trunk roads. It is also home to numerous golf courses, a number of industrial and petro-chemical facilities and Port Botany.
Rockdale City
Rockdale is located immediately to the west of the airport and separated from the airport by the Cooks River. The area is characterised by a diverse range of commercial, residential, industrial and natural landscapes such as the shores of Botany Bay. As with other parts of Sydney, growth is being driven by increasing residential densities in existing and new development areas.
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5.3 Regional Development Proposals

The Southern Sydney region provides many advantages due to the numerous transport links and employment generators. This has initiated a number of large-scale development proposals including those described below.
South Sydney Growth Centre/Green Square South Sydney

The South Sydney Growth Centre, formed by the innersouth suburbs of Rosebery, Beaconsfield, Zetland and Alexandria is also collectively known as Green Square. The Green Square Masterplan provides for the redevelopment of the former Central Industrial Area with accommodation for up to 28,000 new residents and 42,000 new workers by 2020. These are expected to be contained in a mix of low and high rise developments, comprising light industrial and technology business parks, commercial office space and residential developments.
Cooks Cove Rockdale

The proposed Cooks Cove redevelopment is on a 100 hectare site on the western side of the Cooks River adjacent to the International Terminal. The proposal is to relocate Kogarah Golf Course and develop a 22 hectare commerce and technology gateway. The development takes advantage of proximity to Sydney Airport, Port Botany, motorway links and rail infrastructure and is projected to provide employment for 11,500 workers. A draft Regional Environmental Plan has been forwarded to the NSW Minister of Infrastructure and Planning.
F5/F6 Corridor Review Rockdale and Marrickville

TransportNSW are currently investigating a number of public transport options for the F5/F6 reservation corridor. The review may recommend new forms of public transport such as light rail or bus corridors, or recommend extensions to the heavy rail network. At the time of preparing this Master Plan, no recommendations have been made.
North Arncliffe Redevelopment Rockdale

Located on a major confluence of transport infrastructure, the North Arncliffe development is a substantial urban renewal project located at the juncture of the Cooks River, Princes Highway, M5-East and Wolli Creek Railway Station. The overall development, including the Interciti proposal, is planned to create a community of approximately 8,000 residents and 6,000 workers.
St Peters Industrial Route (SPIR) Marrickville

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

Port Botany is forecast to reach operational capacity by 2010. Sydney Ports Corporation (SPC) has proposed an expansion to Port Botany that will require the reclamation of 60 hectares from within Botany Bay to develop a third container terminal. As part of this project, SPC is committed to increasing the proportion of container movements by rail, which may require duplication of the existing single-track rail line. SACL has been in an ongoing dialogue with SPC to work through the potential impacts of this development. SACL believes that some augmentation of road infrastructure will also be required to cater for the increase in overall truck movements in the region.
Status of Kurnell Development

Australand Holdings Limited own a significant parcel of land within the area defined in the Sydney Regional Environmental Plan 17 Kurnell Peninsula (SREP 17). Land within SREP 17 is subject to a range of environmental and development controls to protect the character of the Kurnell Peninsula. In 2001, Australand approached the State Government seeking a rezoning of industrial land to accommodate a large scale residential development. To date, the State Government has indicated that it will not support a residential rezoning application. To minimise the number of residents potentially exposed to aircraft noise, and protect future air navigation options, large scale residential development on the Kurnell Peninsula is not recommended by SACL.
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5.4 Socio-Demographic Context

The NSW State Government has adopted a metropolitan growth management strategy to limit geographic spread. Inner city suburbs close to established business centres are experiencing major shifts towards higher-density development. Typically, this increases the number of, and decreases the size of households. For example, South Sydney has seen a population increase of 11 per cent in the ten years to 2001. Generally, median income levels within the Southern Sydney region are rising, reflecting the high servicing costs of property.
SACL and state government agencies/corporations such as the RTA, Rail Infrastructure Corporation, and Sydney Ports Corporation liaise directly on issues of mutual interest. This open approach ensures that major off-airport infrastructure projects are managed and developed in recognition of the long-term planning objectives of Sydney Airport.
State Infrastructure Strategic Development Plan 2002 (SIDP)

The SIDP outlines the State Governments priorities for infrastructure development for the next 10 years. Key developments identified in the SIDP of relevance to Sydney Airport are Landcom developments at Interciti and Victoria Park (Green Square), and the SPC Port Botany Expansion Project.
5.5 Statutory Planning Context

The Airports Act 1996 covers land use, planning and building controls within the airport site. The regulations state that, where possible, landside proposals within the airport should be described in terms consistent with state planning legislation.
Action For Transport 2010

Action for Transport 2010 gives the NSW Governments integrated transport plan for Sydney for 2010. SACL supports the initiatives to encourage the use of public transport, the integration of railway stations and other transport modes to improve connectivity and the development of better, faster services to Sydneys West, Illawarra and the Hunter.
5.6 State Interface Issues

Sydney Airport has and will continue to develop productive relationships with relevant government authorities on planning issues. Further work is required to manage the impacts of continued development in the region.
PlanFirst
PlanFirst is a NSW Government initiative to promote integrated planning practices at the local and regional level. Sydney Airport is located in the PlanFirst, Southern Sydney Region, which encompasses all councils within the Southern Sydney region, as well as eastern, inner west and southern Sydney local government areas. Sydney Airport is committed to participate in planning initiatives to ensure that long-term planning and development in the region is complementary to the needs of the airport environment. In March 2003, a handbook and website were launched to facilitate community engagement, a core element of PlanFirst.
Memorandum of Understanding with NSW

A Memorandum of Understanding (MoU) between SACL and the NSW Government has been signed, and establishes a framework for consultation between the two parties on matters relating to a variety of social, environmental, and economic policies and programmes that directly affect, and are affected by, Sydney Airport, on such issues as: Planning and Environmental Strategies Transport (including sustainable land strategies and air links to regional NSW) Business, Employment, Economic Development and Tourism NSW Government Utility Services Police and Emergency Services Local Government and Community Consultation, and Future Major Airport Capacity Serving Sydney.
State Agencies and Corporations

SACL has recently entered into a Memorandum of Understanding with the NSW Government to assist, amongst other issues, in the coordination of planning matters. In time, SACL envisages similar arrangements with surrounding local government authorities.
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aviation activity forecasts
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6. Aviation Activity Forecasts Sydney Airport is one of the highly attractive "World Cities" generating a demand for travel. A forecast has been prepared by IATA and local experts to identify the growth in travel demand and more particularly the fleet/schedule opportunities that airlines have to respond to this demand.
Forecasts of passenger and aircraft movements and air freight volumes provide the fundamental basis for the planning and staged development of airport facilities. By 2023/24, Sydney Airport is projected to handle 68.3 million passengers and 412,000 aircraft movements, of which 377,650 are expected to be passenger aircraft. passengers through Sydney Airport increased from 16.4 million to 23.9 million, and total fixed-wing aircraft movements increased from 235,355 to 254,729. This represents an annual growth rate of 4.3 per cent for passengers. Globally in 2001, Sydney Airport was ranked the 31st busiest airport in the world in terms of passenger throughput. Figure 6.1 gives a comparison of passenger throughput in 2001 of 20 international airports. Figues 6.2 and 6.3 give historic growth of passanger and aircraft movements at Sydney Airport over the ten years to 2001/02.
6.1 Historic Performance

Sydney Airport is Australias busiest airport for scheduled passenger services, handing approximately 50 per cent all international, and almost 30 per cent of all domestic passengers. In the 10 years to 2001/02 total annual
Figure 6.1 Airport Comparison Passenger Throughput 2001

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ro w ) Fr an kf ur t ng k ) ap To or ky e o (N ar ita ) Sy dn ey M un ic h a o el es Pa ris co l u ls er ne ur bo Va n ag ko FK ou nt ul se he st tla Ko Se ng ic (J ol ng nc us ea th Ch on A co uv is er
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The entry of Impulse and Virgin Blue airlines and the Sydney Olympics in 2000-2001 created a boost to passenger and movement results. However, the 11 September 2001 terrorist attacks in the United States,
and the collapse of Ansett Australia in the same month had a serious negative effect upon air traffic in Australia and at Sydney Airport.
el
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Figure 6.2 Historical Passenger Movements - 10 year Period to 2001/02

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

The annual and Busy Day framework forecasts, which appear throughout this Master Plan were prepared for SACL by the Air Transport Consultancy Services Unit of IATA. IATA represents and serves approximately 280 airlines, whose flights comprise more than 95 per cent of all scheduled international air traffic. IATA prepared the air traffic forecasts for Southern Cross Airports Consortium (SCAC) for its successful bid for Sydney Airport. After sale, IATA and TFI, a Sydney-based consultancy specialising in tourism and aviation forecasting, who have provided forecast services to SACL over a number of years, were teamed up to adjust and expand the bid forecast to 2023/24.
The advantages of this type of analysis include: The views of the industry are implicit through the use of the IATA database There is detailed inclusion of multiple demand drivers, and A multitude of non-economic factors can be included such as hubbing strategies, aero-political issues, airline fleet strategies, airport constraints, and differential product growth.
The methodology was complemented by a top-down approach, by forecasting passenger figures based on Australian Gross Domestic Product and using growth projections in the Australian economy prepared by Consensus Economics. On that basis eight specific route areas were forecast for Sydney Airport: Sydney Melbourne Sydney Brisbane Sydney Canberra Sydney New South Wales Sydney Rest of Australia Sydney International Regional Hubs (including Bankok, Singapore, Hong Kong and Kuala Lumpur) Sydney International Regional (all other Asian and Pacific destinations aside the four hubs), and Sydney Long Haul.
6.3 Annual Forecast Methodology Passengers and Scheduled Aircraft Movements

By 2023/24, Sydney Airport is projected to handle 68.3 million passengers and approximately 412,000 aircraft movements, including approximately 377,650 passenger aircraft movements. The methodology adopted by IATA to prepare the annual forecasts was based on the use of a comprehensive model (bottom-up approach). The bottom-up approach methodology involved the analysis of over 150 routes based on Sydney. In considering each route, multiple variables were forecast principally economic growth, tourism, yield, airline alliances, average aircraft size, load factors and emergence of competing airports. In considering individual route forecasts, extensive use was made of the IATA traffic forecast database covering nearly 2,000 unduplicated city-pairs for the period 1985-2015. This data base includes historic route based information from actual coupon data supplied by IATA constituent airlines as well as results of a worldwide survey of intentions among all IATA members including Qantas and most of the other international airlines operating at Sydney Airport. The results of these individual route forecasts were then aggregated together to create the overall forecast for both passengers and movements.
Specific attention was given to China, New Zealand, Japan and USA. The forecast takes into account the impacts resulting from the 11 September 2001 terrorist attacks in the United States and the collapse of Ansett Australia. As the structural change was more significant for aircraft movements than for passengers, it has been decided to use the 2001/02 aircraft movement numbers and the 2000/01 passenger numbers for comparison purposes. The forecast was prepared prior to the Bali bombing in October 2002, the Iraq war and the outbreak of Severe Acute Respiratory Syndrome (SARS).
General Aviation (GA)

In the three years to 2001/02, GA movements declined from 28,617 to 22,003. For the purpose of the Master Plan, GA activity is assumed to remain at its 2001/02 level of approximately 22,000 annual movements over the planning period. As scheduled traffic increases, SACL expects that there will be fewer slots available for GA traffic.
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Helicopters
Helicopter movements at Sydney Airport have declined from 12,052 in 1999/2000 to 9,692 in 2001/02. For the purpose of the Master Plan 11,000 movements per annum have been adopted as the annual forecast for helicopter movements over the planning period.
6.4 Passenger Forecasts

IATA passenger forecasts show growth from 26.4 million passengers in 2000/2001 to 68.3 million passengers in 2023/24. This represents annual average growth rates of 4.9, 3.9 and 2.3 per cent for international, domestic and regional passengers respectively. Overall, this is an average annual growth of 4.2 per cent. Figure 6.4 shows forecast passanger growth over the planning period. In line with historic data, regional traffic is expected to continue to grow at a lesser rate than domestic traffic. A recent study undertaken by the Bureau of Transport and Regional Economics (BTRE) reports that Australia-wide domestic air travel grew at a rate of 5.7 per cent per year over the fifteen years to 2000/01, compared to regional air travel growth of 1.4 per cent per year over the same period.
Military and Emergency Operations

Relatively small numbers of military aircraft movements occur on a regular basis at Sydney Airport. Principally, these comprise RAAF VIP flights that utilise similar types of aircraft to those used by airlines and major GA operators. Sydney Airport is also used on occasions by aircraft carrying overseas Heads of State and is the home base of the NSW Air Ambulance, which provides emergency retrieval services within NSW. Military and emergency operations are not subject to the 80 movements per hour cap under the Sydney Airport Demand Management Act 1997 and are not included in the forecasts.
Figure 6.4 Passenger Forecasts (International includes domestic on-carriage but excludes transit passengers)
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6.5 Aircraft Movement Forecasts

IATAs aircraft movement forecasts for scheduled passenger operations show growth from 225,200 movements in 2001/02 to 377,650 movements in 2023/24. This represents annual average growth rates of 3.3, 3.0 and 0.2 per cent for international, domestic and regional services respectively. Overall, this represents an average annual growth of 2.4 per cent for passenger aircraft movements. Figure 6.5 shows forecast aircraft movement growth over the planning period. Dedicated freighter movements assume an average growth rate of 2.3 per cent, and GA activity is assumed to remain at its 2001/02 level of approximately 22,000 annual movements over the planning period. Projected total aircraft movements in 2023/24 are 412,000.
Figure 6.5 Aircraft Movement Forecasts

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6.6 Average Number of Passengers per Flight

As a consequence of the lower rate of growth in aircraft movements relative to passengers, the average number of
passengers per flight over the planning period is projected to increase. Figure 6.6 depicts the historical growth experienced over the last 10 years and the projected increase to 2023/24.
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Source: IATA 2002, TFI 2002
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Figure 6.6 Historic and Forecast Average Passengers per Flight

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This increase in the average number of passengers per flight will be achieved through the use of larger capacity aircraft, including the introduction of the Airbus A380 with 555 seats from 2006. In addition to the A380, for which 40 movements per day are projected in 2023/24, the forecasts assume a progressive up-scaling in aircraft size
across the fleet, as shown in Figure 6.7. An early 2002/03 typical busy day has been chosen for comparison purposes, as this day is more representative with respect to the new arrangements of Regional Airlines at Sydney Airport.
Figure 6.7 Comparison of 2002/03 and 2023/24 Busy Day Aircraft Movements
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Source: ACA 2002, IATA 2002, TFI 2003
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6.7 2023/24 Busy Day Aircraft Movement Forecasts

The Busy Day in 2023/24 was used to size facilities and determine when they will be required. The Busy Day is defined as the 95th percentile or approximately the 18th busiest day of the year. The Busy Day analysis assessed: the operational suitability of an aircraft type for a given route structure the aircraft rotations compatible with a high level of utilisation the use of commercially feasible arrival and departure timings throughout the route structure, and regulatory requirements such as the curfew and movement cap.
Figure 6.8 depicts the Busy Day hourly aircraft movement profile for 2023/24 broken down by flight category. This covers the normal 17 hour operating day between 6am and 11pm, as well as a small number of international passenger aircraft arrivals in the 5am-6am curfew shoulder period. During the 11pm-6am curfew period, freight and GA aircraft movements are projected to be 18 and 26 respectively. In 2001/02 a typical Busy Day (15 August 2001 representing the 95th percentile for August 2001) resulted in 39 movements by freight and GA aircraft collectively. The period prior to September 2001 is more historically representative of curfew traffic, as it includes operations by Ansett BAe 146 jet freighters. For comparison, Figure 6.9 shows the actual reported hourly aircraft movements for two representative Busy Days in 2000 and 2001: 2 October 2000 was the day following the 2000 Olympics closing ceremony and is the airports busiest day to date with a total of 1003 movements (excurfew), and 11 April 2001 representing a typical Busy Day at a point in time when four domestic carriers were operating and resulted in a total of 918 movements (ex-curfew).
TFI further developed and expanded the typical 2023/24 Busy Day schedule framework prepared by IATA, with the addition of more detailed information in relation to: aircraft types inclusion of freight and GA traffic arrival and departure times, and origin and destination of flights.
The Busy Day forecast was analysed by Airport Coordination Australia (ACA) to ensure that it met the regulatory requirements for slot allocation.
Figure 6.8 2023/24 Busy Day Hourly Aircraft Movements

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Figure 6.9 Historical Busy Day Aircraft Movements

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6.8 Air Freight

The efficient handling of air freight is an important component of SACLs aviation business. Over 80 per cent of freight is carried in the holds of passenger aircraft, with the remainder transported in dedicated freighter aircraft.
Total freight is forecast to grow from 430,000 tonnes in 2000/01 to 1,297,000 tonnes in 2023/24. This represents an average annual growth of 4.9 per cent. Forecasts of international and domestic freight tonnages are depicted in Figure 6.10.
Figure 6.10 Air Freight Forecasts

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6.9 Regionals
As indicated in Figure 6.8, it is expected that Regional traffic will continue to account for a substantial proportion of slots in the peak hours during the busy day in 2023/24. Annual passengers are forecast to grow to 2,700,000 by 2023/24. This growth in passengers will be accompanied
by a growth in the average aircraft size to between 50 and 60 seats. The forecast schedule anticipates that regional destinations will continue to be servered predominately by turbo-prop aircraft. In addition, less than ten per cent of the movements to regional destinations are expected to be served by jet services by 2023/24.
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airfield development concept
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7. Airfield Development Concept The ability of Sydney Airport to meet future traffic growth over the planning period is dependent in part on the efficiency of the airfield and airspace systems supporting aircraft operations. SACL does not project a need for additional runway infrastructure to meet the forecast traffic growth. However, upgrading of taxiways, aprons and aviation technology will be required over the next twenty years.
7.1 Introduction
The airfield system consists of the runways, taxiways, aprons, which collectively form the movement area of the airport. A dedicated helicopter precinct also forms part of the movement area. Other elements supporting the system include the control tower from which aerodrome and surface movement control is provided, non-visual navigation aids, radar surveillance systems, and the Airport Rescue and Fire Fighting (ARFF) service. Airservices Australia is the agency responsible for providing these services. Airservices Australia is also responsible for the administration and management of the operational airspace surrounding the airport which supports airfield operations for aircraft operating to, from and overflying the airport.
7.2 Existing Facilities

The existing airfield facilities are shown on Figure 1.1.
Runways
Sydney Airport is equipped with three runways. The dimensions and Declared Distances of these runways are given in Table 7.1.
Table 7.1 Runway Data

Runway Length (m) 3962 3962 2438 2438 2530 2530 SACL 2003 Width (m) 45 45 45 45 45 45 Take-off Run Available (m) 3962 3962 2438 2438 2530 2530 Take-off Distance Available (m) 4052 4052 2528 2498 2620 2590 Accelerate Stop Distance Available (m) 3992 3962 2438 2438 2560 2530 Landing Distance Available (m) 3877 3962 2207 2400 2530 2429
16R 34L 16L 34R 07 25 Source:
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Runways 16R/34L and 16L/34R are on an approximate north-south alignment, are parallel to each other and separated by 1037m. Runway 16R/34L is suitable for heavy long haul departures. Runway 07/25 crosses Runway 16R/34L and is on an approximate east-west alignment. Weather requires the exclusive use of Runway 07/25 on a limited number of hours per year, when strong winds preclude the use of the north/south runways. It is also a key element of noise sharing operations. All runways are equipped with runway lighting meeting the prescribed standards appropriate to the particular runways operational category. Other visual ground aids include T or AT-Visual Approach Slope Indicator Systems (T-VASIS or AT-VASIS), High Intensity Approach Lighting (HIAL) systems for Runways 16L and 16R, and the appropriate pavement markings. Runway 07 was previously equipped with a HIAL system that was decommissioned in the late 1990s. The easement supporting the off-airport components of this system has been retained, to permit installation of a future replacement system if this becomes required. Illuminated Wind Indicators (IWI) are located adjacent to runway thresholds. All six runway approaches are equipped with Instrument Landing Systems (ILS), that permit aircraft to conduct precision approaches to low altitudes in poor weather (instrument meteorological conditions, IMC). Each ILS consists of two components, a glide path and localiser facility, which at Sydney Airport facilitate Category 1 approaches. ICAO has indicated that ILS systems will be decommissioned from 2010, as the implementation of a replacement technology occurs. A Doppler Very-High Frequency Omni Range and colocated Distance Measuring Equipment (DVOR/DME), provides the ability to conduct non-precision approaches in poor weather, and also serves as an inbound and outbound tracking, and en-route navigation aid. The ILS and DVOR/DME are termed non-visual navigation aids, and are provided by Airservices Australia.
Aprons
Aprons are areas for parking aircraft, either at terminals or at other locations. The parking position is known as an aircraft gate (or stand). Taxilanes provide the means of access between the airports taxiways and aircraft gates. They have similar characteristics (width, separations etc) to taxiways, although physical clearances are reduced, which reflect the slower taxiing speeds in areas adjacent to terminals. The existing aprons at Sydney Airport accommodate operations by the full range of aircraft types. Currently there are 42 gates dedicated to supporting international passenger and freight operations, and 40 gates supporting domestic and regional operations from Terminals 2 and 3. A number of domestic and regional layover positions are available for use on the DOM 4 and GA apron area. There are a number of parking positions on the aprons within the GA area for aircraft of various sizes and Qantas provides parking positions for its own use within the Jet Base precinct. Apron areas also support activities associated with the servicing of aircraft such as baggage, freight, refueling and flight catering, which utilise a variety of ground support equipment (GSE) operated by third parties. A network of airside roads provides for GSE and other vehicle movements.
Helicopters
A dedicated helicopter precinct is established in the south-east sector. This includes primary and secondary helipads, individually leased helicopter facilities and licensed parking pads, and common-use parking pads.
SACL Emergency Facilities

The airport has two marshalling areas for the staging of emergency vehicles and associated communication and coordination facilities, located adjacent to the ARFF facilities. There are also two emergency evacuation facilities for marine rescue and recovery, located on the parallel runways within Botany Bay.
Taxiways
The runways are supported by a comprehensive taxiway system designed to accommodate efficient movement of aircraft between the runways and terminal areas. Curved rapid exit taxiways are provided on the parallel runways to minimise runway occupancy time for landing aircraft, by permitting higher exit speeds than are possible from conventional right-angled taxiways. The majority of taxiways are designed for operations by the largest aircraft currently using Sydney Airport.
Airservices Australia Facilities

Airservices Australia is responsible for the provision of a range of services and facilities related to the airfield. The Air Traffic Control (ATC) tower is situated mid-way between Runways 16R/34L and 16L/34R, and south of Runway 07/25. The primary responsibility of the ATC staff
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is the processing and separation of air traffic in the initial and final stages of flight. ATC also provides surface movement control to aircraft on the runways and taxiways. The tower is equipped with Surface Movement Radar (SMR) to assist the control of aircraft on the ground in the movement area. Line of sight from this facility to critical movement areas is a key design criteria. The Precision Runway Monitor (PRM) is a radar system with a high update rate which permits ATC to accurately monitor the position of aircraft on approach. It enables independent parallel runway approaches to be conducted in poor weather conditions, and is therefore critical to maintaining runway capacity in these conditions. It is also used in multi radar tracking for surveillance for the airspace out to 45 nautical miles (approximately 83km) from Sydney. This instrument has significant obstacle clearance requirements. The Terminal Area Radar (TAR) is used to provide ATC with aircraft surveillance capability out to a radius of 50 nautical miles (approximately 92km) for primary and 256 nautical miles (approximately 472km) for secondary surveillance from the airport and is an integrated primary and secondary radar. These surveillance systems rely on the transmission of radio waves that must be protected from any structures or obstacles that could cause signal refraction or interference. Consequently areas surrounding these facilities may have development restrictions imposed through SACLs development approval assessment process. The ARFF service has two on-airport fire stations and currently provides International Civil Aviation Organization (ICAO) Category 9 standard during hours of flight operations, and Category 7 standard at other times. The ARFF service is also equipped to undertake marine rescues within Botany Bay. A fire training area is located to north of the ARFF facility near Runway 16L.
7.3 Current Capacity

The airfield has been progressively expanded and modified over a long period in response to traffic growth and changes to fleet mix and aircraft size. The airfield is capable of supporting the current level of operations, noting that contemporary traffic levels are around 20 per cent lower than those which were achieved in early 2001.
7.4 Airfield Layout Standards

ICAO publishes International Standards and Recommended Practices for aerodromes (in document Annex 14). Australias Civil Aviation Safety Authority (CASA), which regulates airport operators such as SACL, publishes the Manual of Standards (MOS) Part 139 Aerodromes, which sets out the technical standards for aerodromes used in air transport operations. The MOS became effective in May 2003 and replaces previous documentation which had been in use for a number of years and will be supported by a series of Advisory Circulars. The MOS is essentially derived from the ICAO standards and recommended practices. It is important to note the difference between planning standards (which would apply to new or improved elements of airfield infrastructure) and operational standards, which might apply to parts of the airfield where the airfield meets the geometric standards that applied at the time of construction. The MOS recognizes that subject to safety not being compromised, it may be possible to operate to standards different to those currently prescribed for planning purposes. For airport planning purposes, CASA has adopted the ICAO two-element alpha-numeric code, derived for the critical aeroplane for the particular aerodrome facility. The Codes range from A through to F with A being the smallest and F being the largest aircraft. Sydney Airport regularly accommodates operations by the full range of aircraft codes, with Codes C (such as A320, B737), D (such as MD11 and B767) and E (such as A330, A340 and B747) comprising the majority of operations. Code F operations are currently limited to occasional movements by Antonov AN-124 freight aircraft. However, from late 2006, the Airbus A380 Code F aircraft is anticipated to become a regular and increasing feature of international passenger operations.
Bureau of Meteorology Facilities

The Bureau of Meteorology (BoM) has a number of onairport facilities, some of which directly support airfield and airspace operations. They include: a weather balloon launching station and instrument enclosure a vertical wind profiler, and a visibility sensor.
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Runways 16R/34L and 07/25 and their supporting taxiways have been previously planned to accommodate operations by aircraft up to and including Code E, however works to accommodate A380 Code F on these facilities are described below. Runway 16L/34R and its supporting taxiways have been planned to accommodate aircraft up to and including Code E. The International Precinct expansion is based on Code F design aircraft and the Domestic Precinct expansion is based on facilitating up to Code E operations.
Aircraft Stand Demand

A peak period gate demand chart was prepared by SACLs Terminal Operation Centre for the Busy Day forecasts, which is shown in Table 7.2 depicting international, domestic/regional, and freight demand respectively.
Table 7.2 2023/24 Gate Demand Forecasts

Category Active (Note 1) Code F Code E Code D Code C Sub-Total 12 26 0 1 39 0 8 16 23 47 0 0 0 9 (Note 4) 9 0 1 1 0 2 International Domestic (Note 3) Regional (Note 4) Freight (Note 5)
Layover (Note 2) Code F Code E Code D Code C Sub-Total 4 14 0 1 19 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Grand Totals Source: SACL 2003
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Note 1: Active gates are those used for actual passenger processing. They can be contact gates (i.e. those served by an aerobridge, or walk-up), or alternatively passengers can bussed from other locations. Note 2: Layover gates are those gates where aircraft not carrying out an immediate turnaround are towed and parked, prior to being towed back to the terminal for departure. Note 3: All gates are designated active and will include a combination of contact, walk-up and bussed positions. Note 4: Dedicated turbo-prop aircraft gates. Some regional services will be operated by jet aircraft and are taken into account in the Domestic demand.
Note 5: This is the demand for dedicated freight gates occurring concurrently with passenger peak gate demand. At other times some dedicated freight aircraft will operate from passenger gates. For example, there is an assumption of Code F (A380) freight aircraft operating in 2023/24. These will take place from non-contact passenger gates and hence there is no Code F demand shown in Table 7.2 for freight. On the basis of the Busy Day forecast it is expected that in total five aircraft stands will be used for freighter parking on a regular basis (outside the passenger peak gate demand).
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For international services it should be noted that the ratio of contact to layover gates was based on the following towing assumptions for the year 2023/24: aircraft remaining on the ground for less than three hours remain on the active gate removal from an active to a layover gate occurs 60 minutes after arrival, and re-positioning from a layover to an active gate occurs 90 minutes prior to departure.
Bad Weather Analysis

Sydney Airports runway capacity is maintained in almost all weather conditions prevailing in Sydney. However limitations occur in Category 2 / Category 3 conditions (eg heavy fog) for an average of less than five hours/year, and in periods where strong winds preclude the use of the north/south runways. Analysis carried out indicates that in these periods delays will occur, but that the traffic can be cleared during the day.
Airfield Modelling
An airfield and airspace modelling study has been carried out using Boeings Total Airport and Airspace Modeler (TAAM) fast time simulation. This validated the effectiveness of the Master Plans infrastructure proposals and supporting strategies. The model was structured around: the 2023/24 movement area layout as shown on Figure 1.2 the 2023/24 Busy Day schedule, and a weather assumption which facilitates maximum runway capacity in all Runway Modes of Operation (RMO).
7.5 Expansion Concept for the Airfield Runways

The current capacity of the runway system when operating in parallel modes is estimated to be in excess of 80 movements per hour. Since the airport is subject to a legislative cap of 80 movements per hour, and the forecast hourly movement profile remains within the cap, SACL is not contemplating the need for additional runway infrastructure to meet the forecast traffic growth. At 45 metres width, all runways meet the standard for operations up to and including Code E aircraft. Airbus, the manufacturers of the A380, expect to have the aircraft certified for operations on 45 metre wide runways, as part of the aircrafts certification process expected to take place during 2005. CASA has indicated they will accept the outcome of the certification process. SACL assumes an acceptance of the 45 metre runway width for permanent A380 operations. Runways 16R/34L and 07/25 are proposed to be designated for A380 usage. SACL is anticipating that shoulder and flank pavement widening works will still be required to address jet blast erosion issues. This type of pavement works will not lead to a change to the declaration of runway width.
The model was tested against a 2002 traffic and movement area configuration for calibration. The simulation was carried out using single and randomised multiple runs. To reflect the effects of the noise sharing RMO, six basic runway selection scenarios were modelled based on typical weather/wind patterns. The model confirmed that the proposed airfield layout as shown on Figure 1.2 is capable of handling the predicted traffic volumes in 2023/24. This confirmation included the existing runway configuration, proposed expansions to the taxiway system and aprons, different RMOs enabling noise sharing and operational strategies such as towing. The TAAM output results were discussed with local ATC staff. There were no substantive operational issues raised as to the assumptions, modelling results and the ability of ATC to develop the procedures necessary to support the furture traffic demand.
Areas Beyond Runway Ends

The Manual of Standards (MOS) requires that Runway End Safety Areas (RESA) be provided at the ends of all runways to protect an aircraft in the event of it undershooting or overrunning the runway. In Australia, the origin of the RESA has traditionally been measured from end of runway. Changes in the MOS aim to align Australian practice with the current ICAO provisions. This will result in the need to provide an additional 60m of RESA length beyond the current location to comply with the mandatory requirements.
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There is sufficient land within the boundary of Sydney Airport to achieve compliance for five of the six runway ends. At the western end of Runway 07/25, the location of the Cooks River, Sydney Water Corporations Southern and Western Suburbs Ocean Outfall Sewer (SWSOOS) and Air Services Australias Runway 25 localizer antenna will make it difficult to meet the MOS requirement. However, alternative forms of RESA engineering solutions are permitted where it is not practical to provide the full length. SACL is currently investigating engineering options such as the use of a surface material to enhance aircraft deceleration at this RESA.
Aprons
Figure 1.2 depicts the apron and gate expansion proposed to meet the forecast demand by 2023/24. The location of the future apron and gate expansion was also validated with reference to the TAAM airfield modeling exercise. This included testing of the towing assumptions underpinning the forecasts of contact and layover gates for international passenger aircraft.
Airservices Australia
SACL and Airservices Australia, together with the aviation industry, are working cooperatively on the implementation of new technologies, which over time are expected to result in changes to air navigation and surveillance. The proposed airfield expansion concept and other aspects of the Master Plan have been planned with the flexibility to take advantage of these technologies as they become available. Interim requirements supporting the proposed airfield expansion will result in the relocation of some existing Airservices Australia facilities including: relocation of the Runway 34L Localizer relocation of the Runway 25 Localizer relocation of the Runway 16R Glidepath (two siting options currently being considered) relocation of the Runway 07 Glidepath, and relocation of the Satellite Ground Station (SGS) and associated cables.
Taxiways
Sydney Airports taxiway system is based on Code E width requirements. CASA has indicated they will accept the outcome of the A380 certification process, allowing taxiing operations of this aircraft on 23m wide taxiways. SACL assumes an acceptance of the 23 metre taxiway width for permanent A380 operations. Runways 16R/34L and 07/25, their associated taxiways, and the Qantas Jet Base are proposed to be designated for A380 usage. SACL is anticipating that shoulder and flank pavement widening works will still be required to address jet blast erosion issues. Some pavement fillet work will also be required to cater for the longer wheel base aircraft coming into service, including the A380. The MOS prescribes minimum runway centreline to taxiway centreline, and taxiway centreline to taxiway centreline separation distances. The majority of Sydney Airports geometric layout is based on satisfying Code E requirements. CASA has indicated that subject to aircraft certification and a safety case demonstration, reduced separation distances may be accepted for A380 operations. A safety case research project is currently underway at Sydney Airport, showing positive results for acceptance of these reduced clearances. SACL anticipates that these separation distances will be accepted, that they will allow A380 usage on the existing infrastructure and that they will become a permanent feature of A380 operations at Sydney Airport. The expansion concept envisages a number of new taxiway elements by 2023/24. The location and timing of these taxiway enhancements have been determined with reference to a comprehensive and integrated airfield modeling exercise utilising Boeings Total Airport and Airspace Modeler (TAAM) and based on the 2023/24 Busy Day aircraft movement forecasts.
These relocations will not cause any changes to flight paths. The existing ARFF facilities are retained in the Master Plan. The introduction of the A380 in late-2006 will require upgrading of the ARFF service to Category 10 to meet current ICAO standards.
7.6 New Large Aircraft

During the early part of the planning period, Airbus will deliver their A380 model aircraft. This aircraft will be larger than the current model Boeing B747-400, and is the first of what is termed New Large Aircraft (NLA). These aircraft are physically larger in terms of wingspan, weight and height and carry a larger number of passengers. Whilst this type is yet to fly, Airbus have advised that its performance, noise and emission
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characteristics will be designed to be better than those of todays largest aircraft. A number of international airlines operating into Sydney have advised that they have orders for the aircraft, and that they intend to operate it into Sydney Airport. It is expected that the number of gates required for this aircraft type will increase over the planning period. SACL is preparing the airport to accommodate NLA type aircraft. Preparations include widening of shoulders and provision of blast protection to the edges of runways and taxiways, replacement of light fittings, strengthening of the General Holmes Drive tunnel, modifications to taxiway intersections, relocation of some navigational equipment, relocation of apron parking positions and the addition of multiple aerobridges at some gates. To ensure that the aircraft will be able to operate on both Runway 16R/34L and Runway 07/25, additional taxiway construction will be required on taxiways G and H. At the time of preparation of this Master Plan, the project to prepare the airport for NLAs was well into the planning phase and has involved extensive consultation with the aviation industry.
NSW Air Ambulance also operates from leased premises in the GA area. The GA facilities are supported with dedicated aircraft parking aprons, including some areas designated for common use. Under the Sydney Airport Demand Management Act 1997 (with the exception of military and emergency operations), slots are required for all GA operations. GA currently use slots not allocated to air transport operations. Over time, as other classes of traffic grow and unallocated slots in the peak become unavailable, GA is expected to have to operate more in off-peak periods. The Master Plan therefore assumes that GA air traffic will remain essentially at its 2001/02 level of 22,000 movements per annum over the planning period.
Helicopters
Unlike a number of major cities, the Sydney CBD does not have a helicopter facility. Sydney Airports helicopter facilities therefore effectively provide this capability, given the airports proximity to the CBD. A privately operated helicopter facility is established at Rosehill which together with Bankstown Airport offers the closest alternative helicopter facility available to the public. A dedicated helicopter precinct is established in the south east sector. This includes primary and secondary helipads and common-user parking pads. There are six individuallyleased facilities, comprising helicopter hangars and administrative buildings, together with licensed helicopter parking pads. The occupiers of these facilities provide a range of charter and FBO-type services to the public and helicopter industry. Helicopter air traffic has been in decline over the past four years averaging less than 11,000 movements per annum. The extent of current facilities and infrastructure is capable of meeting this level of demand. The unique operating characteristics of helicopters, provides a degree of flexibility in terms of integration with fixed-wing traffic. With the exception of medical emergency, they are processed on a lower priority basis than scheduled air traffic by Airservices Australia. The Master Plan assumes that helicopter air traffic will remain essentially around current levels over the planning period and consequently the existing facilities are expected to be adequate for the planning period. There are alternatives for helicopter operations in the Sydney Basin, which offer a less restrictive airspace environment.
7.7 General Aviation and Helicopters

General Aviation (GA) and helicopter operations at Sydney Airport are expected to continue. However, regulatory and operational constraints are expected to progressively impact on the current operational flexibility. GA and helicopter operations at Sydney Airport complement the range of other aviation activities undertaken. The Master Plan does not envisage the need to provide for additional facilities and infrastructure to support GA and helicopter operations.
General Aviation
The GA industry using Sydney Airport is almost exclusively limited to the premium corporate market such as business jets. Most of these aircraft types are unable to be accommodated at other airports in the Sydney Basin on a regular basis. Sydney Airport also offers allweather capability, and access to border control agencies for those flights engaged on international sectors. RAAF VIP flights operate through one of the Fixed Base Operators (FBO) and are regular but low-frequency users of Sydney Airport. A dedicated GA precinct is established in the north-east sector. There are two FBOs occupying individually-leased premises that provide services to the GA industry. The
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7.8 Emerging Technologies

There is a range of emerging technologies that have the potential to enhance airfield and airspace operations in the medium to long-term, eventually replacing and/or supplementing the current navigation and surveillance equipment. The Air Traffic Management (ATM) Strategic Planning Group has been established as an aviation industry initiative to develop transitional and end-state navigation plans. Outcomes from this group will form the basis for the implementation and introduction of new technologies within Australia and is supported by SACL.
Multilateration Systems (Multistatic Dependant Surveillance or MLAT)

Multilateration (MLAT) is a surveillance system that receives and locates Secondary Surveillance Transmissions (SSR) radiating from aircraft. All aircraft operating into Sydney Airport are equipped with transponders and nearly all are equipped with transponders capable of interrogation. MLAT systems have an update rate that is equal to or better than that of the PRM and may offer an alternative to these systems. In order to facilitate the equivalent of PRM operations, a number of receivers would need to be located off airport, at locations such as mobile telephone towers. Certification to permit MLAT to be used in lieu of PRM is currently being undertaken at Frankfurt Airport. The system can be augmented to facilitate increased coverage or to facilitate developments in the vicinity of the airport that may otherwise be impossible due to sterilisation of land by on-airport radars or unacceptable reflections from radar transmissions.
Global Positioning System

The Global Positioning System (GPS) is currently used for en route navigation. In the more critical phases of flight (approach, departure and landing) GPS requires augmentation to realise the accuracy needed for guidance. These systems are referred to as Local Area Augmentation Systems (LAAS), DGPS (Differential GPS), GBAS (Ground Based Augmentation) or GLS (Global Landing Systems). The benefits of these systems include: the replacement of ILS systems with a single LAAS unit will allow development of significant areas of the airfield currently sterilised due to ILS signal protection requirements facilitation of curved or segmented approaches to runways, offering potential environmental and community benefits reduced costs to airlines, and flexible en-route structures for airlines.
Automatic Dependant Surveillance Broadcast (ADSB)

ADSB is a system that gives aircraft the capacity to automatically broadcast aircraft position, altitude, velocity and other data continuously. Other aircraft and ATC can access the data on display screens without the need for radar. ADSB systems are being defined and standardised by ICAO and other standards organisations worldwide. Aircraft position is derived from the GPS or internal navigation systems on board the aircraft. The ground unit is simply a receiver for the data, which is then integrated into the ATC System. Following a successful trial of the technology in the Bundaberg in Queensland area, the Commonwealth announced in September 2003 that 20 ADSB ground units would be installed across Australia by 2005. This will initially permit surveillance of airspace above 30,000 feet over the entire continent, including areas not currently provided with radar coverage. ADSB will initially be used for en-route control. However, this technology could also be applied to monitor aircraft at or near the airport. In the longer term, the combination of LAAS and ADSB could enable aircraft to be tracked in the terminal area and to perform Category 1 approaches to land.
ICAO has accepted that LAAS will be capable to perform Category 1 approaches. Commercially produced Category 1 landing systems are expected to become available in early 2006. A decision to produce Category 2/ Category 3 systems which would facilitate approaches in more limiting weather conditions compared to Category 1, is expected in late 2005. Newer aircraft are generally equipped with multi mode receivers (MMR) and require only slight modification to be able to take advantage of this new technology.
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terminal and passenger systems development concept
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8. Terminal and Passenger Systems Development Concept The passenger terminals provide the first and last impressions for visitors to the airport. They are the front door to the airport and serve as the public interface between the landside and airside elements. SACLs aim is to provide terminal facilities that effectively handle the projected traffic flows and that provide a quality experience for customers. Projections indicate that extensions are required for both the international and domestic terminals during the planning period.
8.1 Introduction
The International Terminal (T1) in the north west sector will be further developed for international passenger operations. The Domestic Terminals (T2 and T3) in the north east sector will be further developed and integrated for domestic and regional passenger operations. These are depicted on Figure 1.2. Passenger terminals serve the many needs of different types of users. They: process check-in, security, border controls, aircraft boarding and baggage handling for travellers provide for passengers waiting for, or transferring between flights, and cater for passenger and airport visitors shopping and other activities. level of comfort, for the planning and sizing of terminal facilities. This approach has been generally employed by Sydney and other Australian airports over a number of years and is acceptable to airlines. All current known security requirements have been taken into account in the proposed terminal concepts. Any future security requirements could result in different spatial outcomes and increased implementation and operational costs.
8.2 International Terminal (T1) Existing Facilities

The original T1 facility was opened in 1970. Since that time the terminal has been extensively modified and expanded, most recently for the Sydney Olympics in 2000. The terminal is a three-level structure, with vertically separated arrival and departure passenger concourses currently supporting 28 contact aircraft gates and layover positions in a number of other locations. The total floor area is almost 220,000 sq m of which some 20,000 sq m is retail space. Other major functional elements include: 192 departure check-in counters Integrated outbound baggage handling and security screening system 54 departure passport control positions Passenger and hand baggage screening facilities 62 arrival passport control positions 11 baggage reclaim units, and Inbound baggage screening facilities.
There is a range of associated activities and infrastructure supporting the terminals such as landside access, car parking, and utilities. Over many years, there has been substantial investment in the existing separate International and Domestic terminal developments. Expansion of these facilities to accommodate growth of international and domestic traffic has resulted in each of the terminals dominating its precinct and has provided a critical mass for efficient operation in each sector. The separate development of international and domestic terminals as common user facilities, maximises flexibility given the uncertainty of the long term mix of airlines and airline alliances. SACL has adopted the International Air Transport Associations (IATA) Level of Service C classification for the terminals it operates. It provides for: Good level of service; condition of stable flow; acceptable delays; good
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Current Capacity
The upgrading works undertaken for the 2000 Olympics were aimed at providing capacity of 11-12 million passengers per annum. In 2001/02 some 8.4 million passengers used the terminal.
Terminal Facilitation and Processing Systems

The Busy Day schedule allowed a peak gate allocation for aircraft to be made, and the aircraft positions around the terminal to be established. An indicative terminal layout was developed by applying the projected peak hour passenger loads, the service level criteria and the planning principles. This focussed on the following areas: building in-fill in several locations additional baggage reclaim devices and BHS upgrade relocation and development of Pier A to the north followed by expansion over the existing freight facilities, and provision of a new passenger transfer lounge adjacent to new Pier A.
Forecast Demand
Although the projected annual passenger demand in 2023/24 on the international terminal is 27.65 million, the Busy Day forecast was used to calculate the terminal capacity requirements for that year. By 2023/24, the Busy Day arrival and departure rates for passengers are projected to be 8,500 and 6,200 per hour respectively. An analysis of the forecast volume and distribution of passenger flows has permitted an assessment of the future requirements to support the 2023/24 aircraft gate layout.
In developing the concept for the indicative terminal layout, each of the different passenger processes for departure and arrivals have been analysed and addressed.
Development Concept
The development concept for the expansion of T1 is based on the following principles: T1 to process all international passengers through Sydney (including trans-Tasman) enhance and maximise the usefulness of existing facilities and infrastructure before promoting new facilities accommodate the A380 (Code F) aircraft and anticipated growth in numbers of larger aircraft maintain an acceptable level of pier service for all aircraft types utilising the facility where possible centralise passenger flows and spaces to enhance facilitation and promote increased efficiencies for processes and offerings optimise the retail presentation and configuration address the need to upgrade the Baggage Handling System (BHS) with respect to enhanced security issues as well as overall capacity recognise the need to continue to operate the terminal during planned construction phases by minimising the impact on ongoing operations facilitate incremental expansion, and allow for some bussing operations in peak periods.
Departing Passengers
The concept allows for departing passengers to continue to use the existing departures level kerb. Alternatively, passengers may park in new multi-level car parks adjacent to the terminal, or utilise the multiple public transport options that are provided with interchange facilities at the front of the terminal. Analysis indicates that the check in facilities at departures level will need expansion. Efficiency improvements including the introduction of new technologies and service systems are expected to occur over time, reducing the growth of demand for new check in counters. The baggage handling system is planned to provide for 100 per cent baggage screening of all checked bags. The layout allows for expanded and centralised immigration and security facilities to manage future demand. New technologies assisting border control processes may reduce the spatial requirements underpinning the planning scheme. Once through security, it is planned that all passengers will proceed through a central area. This area will be designed to satisfy passengers demand for services and facilities and to give a high quality last impression of Australia.
Each of these objectives has been addressed through specific planning solutions.
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From this area, passengers will progress to their gates. Longer distances are expected to be supported by moving walkways. To meet future demand, pier extensions will be required. The majority of the new gates will be specifically designed to meet the requirements of the A380 aircraft, including multiple aerobridges.
8.3 Domestic Terminals (T2 and T3) Existing Facilities

The domestic terminal complex is located in the northeast sector of the airport and comprises two adjacent but unconnected buildings, T2 and T3. The T2 SACL Domestic Terminal is the former Ansett facility. It underwent a series of major expansion phases in the mid to late 1990s and in the lead up to the Sydney Olympics in 2000. The terminal is a two and three-level structure, which supports two single-level arrival/departure pier type concourses. Currently, the piers serve 18 contact aircraft gates and a number of stand-off bussed aircraft positions. The T3 Qantas Domestic Terminal has also undergone a series of major expansion phases in the mid to late-1990s and in the lead up to the Sydney Olympics in 2000. The terminal is a two and three-level structure, which is integrated with a single-level linear and satellite type passenger concourse. Currently, the concourse serves 14 contact aircraft gates and several stand-off bussed aircraft positions. Currently, T2 and T3 are not physically linked at terminal level, although underground pedestrian access between the terminal baggage halls is available via the links to the Airport Rail Link Domestic Terminal Station. Together, T2 and T3 have a gross floor area of approximately 100,000 square metres, 66 check-in counters, 11 baggage carousels and 6,000 square metres of retail space.
Arriving Passengers
Sydney Airport will continue to be the first impression of Australia for the majority of international passengers arriving in this country. The terminal design allows for facilities that meet passenger expectations. Longer distances from the gate to immigration are expected to be supported by moving walkways. In order to meet security and border control requirements, the separation of arriving and departing international passengers is planned to continue. As demand grows, immigration facilities are expected to require expansion. The planning scheme allows for a centralisation of the border control facilities to improve efficiency and for the implementation of new border control technologies. The baggage reclaim hall will be expanded, with new baggage reclaim units being added to meet demand. The majority of these have been planned to handle the new A380 aircraft. The system design will allow Sydney Airport to maintain the existing high standards for first and last bag delivery times. Customs and Quarantine facilities are likely to require expansion over time. Where possible, it is intended to centralise these facilities. Transfer facilities for passengers transferring from an international to a domestic flight or vice versa are planned to be redeveloped. The landside arrivals hall is designed to meet the demand from meeters and greeters awaiting international passengers as well as the demand from passengers. The arrivals hall will include retail facilities, car rental and hotel information desks and currency exchange facilities. Immediately in front of the terminal, arriving passengers will have the full choice of transport modes including railway, busses, taxis, rental cars and public parking facilities. The terminal concept has been planned to integrate with the proposed landside developments.
Current Capacity
The upgrading works undertaken in the mid to late-1990s and in the lead up to the Sydney Olympics in 2000, have provided significant capacity for traffic growth prior to further expansion being required.
Future Demand
The Busy Day forecasts predict that by 2023/24 total domestic arrival and departure passengers per hour will be 4,850 and 5,150 respectively. An analysis of the forecast volume and distribution of passenger flows has permitted an assessment of the future requirements to support the 2023/24 aircraft gate layout shown on Figure 1.2.
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Development Concept T2 and T3

The existing terminal core facilities provide a high level of service at current traffic levels and require only limited expansion over the planning period to cater for forecast passenger growth. The development concept is to progressively link the two existing terminal cores, develop new gates along the western link and a new pier to the east of current Pier A in T2. The development concept for the expansion of T2 and T3 is presented on Figure 1.2. The intention is to also connect the integrated terminals to an expanded car parking facility, hotel and other commercial buildings. At the departures level additional check-in counters are planned for each terminal. To ensure passengers can transfer between terminals before and after the check-in and security processes, the landside and airside concourses will be linked at the western ends of the two terminals. At the arrivals level, the baggage reclaim halls would be expanded to accommodate additional reclaim units. The development concept incorporates a reservation for an airside road tunnel to provide a direct airside link between the T2 and T3 apron areas. The proposed tunnel has the capacity to incorporate a baggage system link. A passenger transfer lounge is planned as a terminus for a system facilitating transfer passengers to travel between T2/3 and T1 without using the public road system. The existing landside pedestrian link to the Airport Rail Link Domestic Terminal Station and between the T2 and T3 is maintained. A third pier is shown to the east of Pier A in T2. The development concept also provides for an additional apron and a potential fourth pier to the east, should this emerge as a future requirement. At T3, the existing concourse is shown extended to the east over an existing hangar site. At both terminals, the departure kerbs will be extended. In both terminals, retail facilities are expected to be expanded.
8.4 International / Domestic Terminal Transfers

The ability to transfer passengers between the International and Domestic terminal precincts to achieve minimum connect times is an important aspect of efficient passenger facilitation. The numbers of passengers and baggage needing to transfer between the terminal precincts is forecast to increase over the planning period. This will require system enhancements to ensure minimum connect times are maintained.
Existing Facilities
Qantas currently provides the only dedicated passenger transfer operation between the terminal precincts via an airside bus operation. Dedicated transfer lounges are provided at T1 and T3. Passengers not travelling with Qantas or its oneworld affiliate airlines, currently have to use public transport modes such as taxi or rail to transfer between the domestic and international precincts.
Future Demand
The number of inter-terminal transfer passengers is projected to increase from just over three million in 2001/02 to almost 8.5 million by 2023/24. These projections have been further broken down into peak hour flows for the typical Busy Day, in order to assess transfer mode options.
Development Concept Transfers

The Master Plan provides for a 20 metre wide dedicated airside transfer corridor between the International and Domestic terminal precincts, which will be able to accommodate busses or future alternate transfer options such as an automated people mover. Dedicated transfer lounges have been included in each terminal precinct.
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freight development concept
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9. Freight Development Concept Over the last 20 years, air freight has grown at a rate of 1.8 to 2.5 times the rate of worldwide gross domestic product. At Sydney Airport airfreight throughput was 430,000 tonnes in 2000/01, which is close to capacity of the existing facilities.
Passenger terminal growth in both International and Domestic precincts will require the re-use of the land currently occupied by the freight facilities over the planning period. In addition, there is very limited capacity for any expansion of the various freight buildings and the associated manoeuvring areas are very restricted due to adjacent landside roads and other facilities. To meet the forecast demand to 2023/24 all existing freight facilities are proposed to be relocated to a new dedicated freight precinct on SACL-owned land to the north of Qantas/Airport Drive and Alexandra Canal (Northern Lands). Other air express carriers, serving Sydney include: UPS Fedex TNT Martinair CargoLux, and PolarAir.
A number of passanger airlines also fly dedicated freight aircraft to Sydney. A common user freight bypass is located immediately to the north of the Patrick facility in the international precinct. Menzies were the main user of this facility prior its relocation to the former Ansett domestic freight facility. A common use livestock handling facility is located to the north of the Qantas Express facility in the International precinct.
9.1 Introduction
Sydney Airport is the air freight gateway to Australia handling about 50 per cent of Australias international airfreight traffic and 30 per cent of domestic volumes. Over 80 per cent of cargo is transported in the holds of passenger aircraft, with the remainder on dedicated freight aircraft. As an international hub, cargo to and from Sydney is transhipped via domestic routes. Exports out of Australia are dominated by fresh/chilled/frozen perishables such as meat, seafood, fruit, vegetables, flowers, livestock and manufactures such as car components. International imports are typically high value manufactured products such as computer and car parts etc. Mail is also an important segment of the international business. Express and parcel services form a large component of the domestic and regional airfreight business.
Freight Aircraft Parking

International freight aircraft park on the apron fronting the international freight facilities. There is also space for freighter parking immediately west of the Northern Pond area adjacent to the Qantas Jet Base. The DHL B727 aircraft is currently generally handled on the DOM 4 apron in the Domestic Precinct. Menzies handled aircraft use the DOM 3 apron and small overnight freight aircraft operations are facilitated in the GA area.
Off-Airport
Off-site there are around 150 forwarders and integrators located within a five kilometre radius of Sydney Airport. These range in scale, complexity and degree of service from major operations such as TNT, Fedex and UPS to smaller owner-operators offering very basic services.
9.2 Existing Facilities

Air freight activities occur in conjunction with international, domestic and regional passenger services and also in dedicated freight aircraft. A number of dedicated domestic freight operations take place in the curfew period using approved aircraft types. There are currently five freight operators with on-airport facilities: Qantas Patrick Menzies Australian Air Express, and DHL/Asia Express Airlines.
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9.3 Current Capacity

The existing freight buildings occupy 43,000 square metres on total site areas of 98,500 square metres. There are a number of operational and spatial factors that mitigate against achieving a more efficient freight operation from the existing Cargo Terminal Operator (CTO) facilities. These include: the current CTOs are in several locations across the airport working areas available on the airside for assembling, and turning dolly trains is limited sub optimal building configurations, and landside access and space available landside for truck queuing, turning and parking is limited.
Based on the forecasts, it is expected that the expansions of the International and Domestic terminals will require that the existing freight complexes be relocated around 2013/14. Prior to this a number of the existing freight leases will expire. SACLs aim is to achieve a staged concurrent relocation of the existing CTOs to the new facility. The advantages of the consolidated freight precinct as proposed include the following: economies of scale opportunity for flexible leasing arrangements to CTOs eg. by providing modular building construction or moveable partitions to allow shorter term leases of 2-5 years to operators opportunity to plan and build efficient ground access, taking any opportunities to separate freight and general airport access equitable competition between CTOs in terms of location better consolidated security arrangements better customer service for forwarders efficiency for customs and quarantine operators with a single location, and reduction in vehicle trips between operators.
9.4 Future Demand

Total annual freight aircraft movements are forecast to grow from 7,529 to 12,354 over the planning period. Growth in international and domestic freight tonnages (including mail) for 2023/24 is forecast to increase to 994,000 and 303,000 tonnes respectively. Analysis indicates a total freight precinct of 30 hectares will be required to meet the 2023/24 forecasts. This is based on the current use of 10 tonnes/sq m of building area per annum. By 2023/24 improved productivity processes are expected to achieve 15 tonnes/sq m of building area per annum. At this level a total freight precinct of 20 hectares will be required, including 8.5 hectares under cover. Dedicated freight aircraft aprons located as close as possible to the freight precinct will also be required.
Functional elements could be grouped on the new site to ensure desirable levels of service. In summary these could include: CTOs and associated activities could be located on the former Pacific Power and northern end of Northern Lands site time-critical functions of air express and mail, and perishables could be located at the southern end of the site closer to terminals and aircraft to minimise transit times, and livestock transfer could be located on the western side of Northern Lands site.
9.5 Development Concept

A single new freight precinct is planned at the Northern Lands and former Pacific Power sites on the northern side of Alexandra Canal. As the site would require airside and landside connectivity infrastructure including grade separation of Qantas Drive, SACL acknowledges that the site location presents challanges which do not apply to the current location. The site is however the most conveniently located area available when absolute area and highest and best use principles are applied. Dedicated freight aircraft apron parking would be provided at the Northern Pond area to minimise transport distances.
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aviation support facilites development concept
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10. Aviation Support Facilites Development Concept There are a range of aviation activities that support the core airline business of transporting passengers and freight. These support activities often require purpose-built facilities in specific locations. They include the supply, storage and distribution of aviation fuel, aircraft maintenance, ground support equipment (GSE) storage and maintenance, and flight catering.
10.1 Aviation Fuel
The safe and continuous supply of on-time and economically delivered jet fuel is a critical component of airport operations. Sydney Airports aviation fuel requirements currently represent approximately 40 per cent of the national aviation fuel market. directly by bulk fuelling vehicles, where hydrant access is unavailable. These mobile tankers and dispensers are parked at a number of locations on the airport.
Current Capacity
The current Shell and Caltex supply pipelines are assumed to be theoretically capable of delivering a combined capacity of 8.8 million litres per day. The current operating storage capacity at the JUHI facility is 28.2 million litres contained in five bulk tanks.
Existing Facilities
Jet fuel is supplied to Sydney Airport by two underground pipelines owned by Shell and Caltex, from their respective refineries. BP and ExxonMobil supply fuel from their bulk storage terminal using the Caltex pipeline. Jet fuel supplied from these underground pipelines is stored at the Joint User Hydrant Installation (JUHI), located at the northern end of the International Precinct. The JUHI is an unincorporated joint venture currently comprising BP, Caltex, ExxonMobil, Shell and Qantas. Shell operates the facility on behalf of the participants. A number of the GA and helicopter operators have small refuelling facilities and equipment located in close proximity to their main facilities, either operated by the oil companies or by themselves. Qantas also has some onsite storage at the Jet Base linked by underground pipeline from the JUHI facility. Jet fuel is distributed across the airport from the JUHI storage facility, via a number of underground pipelines, to hydrant pits located adjacent to aircraft gates. All commercial jet active aircraft gates have hydrant refuelling available. `Into-plane dispensing is undertaken directly by the fuel companies or by other entities established by the oil companies. Specialist vehicles are used for this task and their administrative and maintenance support are accommodated next to the JUHI facility. Some fuelling of regional, GA aircraft, and helicopters is also undertaken
Future Demand and Development Concept

The forecast increase in aircraft movements, coupled with a general increase in aircraft size across the fleet, will result in the need for additional supply capacity and some augmentation in storage or agreed change to reserves.
Pipeline Supply
For the typical Busy Day in 2023/24, jet fuel requirements are forecast to be in a range that will require the provision of additional supply to the airport. An additional pipeline could be sized to cover redundancy issues as well as capacity augmentation. Some preliminary analysis has been undertaken to identify an appropriate route for a new supply pipeline within the airport and assumes supply originating from the Port Botany direction. This will need to be further refined and developed in consultation with the industry.
Storage
For planning purposes, an additional 20 million litres of storage has been assumed and this could be located at the current facility. Alternatively less storage would be required at lower reserve levels. Offsite storage opportunities are also possible.
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Hydrant System
The expansion of the apron areas, additional and modified aircraft gates will require augmentation of the on-airport distribution pipelines and hydrant network. This may extend to the provision of fuel to some of the international layover gates, to enable pre-fuelling of aircraft prior to their positioning at the departure gate.
Over time the activities performed in the Qantas Jet Base have expanded with non-essential aircraft interface activities being performed on land beyond the airport boundary. This appears to be a growing trend. Aircraft maintenance is also undertaken in the GA area, in conjunction with fixed base operator (FBO) functions. Regional Express and Qantaslink currently also have an aircraft maintenance presence in the GA area.
10.2 Aircraft Maintenance

The provision of facilities to conduct aircraft maintenance is an important component of operating a safe and efficient airline business. Mandatory provisions apply to many aspects of aircraft maintenance. Aircraft maintenance activities can be summarised into three main types: line/station maintenance. This occurs during transits and turnarounds and can be performed at the aircraft gate base maintenance. This requires ground-time in a hangar with simple access docking, or at a gate away from the terminal. Some non-routine maintenance and supplemental checks can be carried out at an aircraft parking position in favourable weather conditions. Ground-time periods can range between 20-36 hours, and heavy maintenance. This requires significant groundtime in a hangar with extensive docking capability. Ground-time periods can range between 6-50 days depending on the type of heavy maintenance being performed.
Development Concept
The development concept for the Master Plan provides for a new hangar complex at the northern end of the current Qantas Jet Base, developed in conjunction with Qantas. This complex would be capable of supporting at least two A380 and three B747-400 enclosed positions. The location of this complex impacts on a number of maintenance, support and administrative facilities within the existing Jet Base lease. As a number of the maintenance support functions require time-critical airside access, the Master Plan provides for an additional airside bridge connection between the airport and Qantas facilities to the north of the airport. Engine run-up facilities will be available in the existing run bay area. International layover positions and enhanced taxiway access in the southern and eastern parts of the Jet Base area will require the staged demolition of a number of current hangars and other facilities. In addition some of the hangars east of Terminal 2 are more immediately affected by the introduction of A380 operations, and the straightening of the eastern end of Taxiway G.
In addition to hangars, there is a need for support functions such as workshops, component stores, and engine run facilities.
Existing Facilities and Current Capacity

Existing dedicated maintenance hangar facilities are all located in the Domestic Precinct. All three types of aircraft maintenance activities are undertaken to some extent. Sydney Airport is the home base for the Qantas international and domestic network and there is significant aircraft ground-time that can be used to undertake aircraft maintenance. Qantas holds a long-term lease over a large area in the northern part of the north east sector, known as the Qantas Jet Base. The lease will expire within the planning period of this Master Plan. The Jet Base has a full range of maintenance facilities, including two engine run bays adjacent to the Northern Pond. Qantas also undertakes maintenance work for other carriers.
10.3 Ground Support Equipment

Ground Support Equipment (GSE) is the generic name given to a range of vehicles and equipment used to service aircraft on the apron. It includes such items as aircraft tugs, catering vehicles, cabin service vehicles, container loaders, bulk cargo loaders, container dollies and tugs and toilet service vehicles. Storage and staging of GSE at convenient locations relative to the aprons is important for efficient turnaround of aircraft. The actual area required is dependent on the number of each aircraft type served during peak periods and is provided partly on and partly off the aircraft stand in dedicated GSE storage areas.
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When developing future terminal and airfreight areas, the accommodation of sufficient GSE space will be considered.
10.4 Flight Catering

There is a continued need for flight catering facilities to support airline operations. Currently, the only on-airport flight catering facility is located to the east of Terminal 2 and is operated by Alpha Flight Services. Unlike many aviation-related activities, there is no specific requirement for flight catering facilities to be located on-airport. There are another three large off-airport facilities operated by Qantas, Caterair and Gategourmet. Off-airport facilities require airside access for food transport vehicles. The development concept for the Master Plan will require the current Alpha Flight Services facility to be demolished to permit expansion of the Terminal 2 complex to the east. The Master Plan assumes that flight catering facilities will continue to operate in the main from offairport locations, and access the airport via a combination of the public road system and dedicated airside access points.
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landside access development concept
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11. Landside Access Development Concept Sydney Airport has a unique location in close proximity to the CBD and other major growth centres of the region. The airport is served and enclosed by a number of major roads and railways, including General Holmes Drive, M5 East, Southern Cross Drive and the Port Botany Goods Line. Public transport connections to Sydney Airport include the Airport Rail Link passenger line with two on-airport stations as well as road-based public transport including buses, mini-buses, taxis and hire cars.
11.1 Introduction
Airport/Qantas Drive, which is fully built on airport land and maintained by SACL, forms an important element of the southern Sydney arterial network. In conjunction with provision of airport user access, SACL is committed to maintaining general public accessibility to Airport/Qantas Drive. Regional landside access to and from Sydney Airport has been significantly improved in recent years. Over AUD$4 billion has been invested in major transport infrastructure upgrades such as the Airport Rail Link, M5 East and Eastern Distributor. These links, together with Southern Cross Drive, General Holmes Drive and ORiordan Street form the main vehicular access routes to Sydney Airport. The International Terminal precinct is served by Airport Drive, Marsh Street and the International Terminal railway station. The Domestic Terminal precinct is served by the Qantas Drive/Joyce Drive/ORiordan Street intersection and the Domestic Terminal railway station. As described in Chapter 5, Sydney Airport is centred in a region that is undergoing significant redevelopment. This change will challenge the regions existing access infrastructure significantly. SACL strongly supports planningNSWs approach to encourage the use of public transport modes in the region to reduce the need for extra road infrastructure. Analysis undertaken by SACL has identified the need over time for an incremental expansion of the road network to support these developments in the form of additional lanes and intersection capacity enhancements. To cope with the current significant truck traffic around the airport, SACL encourages the relevant authorities to: continue developing alternate truck routes, such as the Marrickville Truck Tunnel and the use of the F5/F6 corridor increase the use of rail for Port Botany freight movements, and investigate the upgrade of the Southern Arterial and the southern extension of the one-way pairs.
In planning for the International and Domestic Precincts, SACL has assumed a mode shift to railway use by five per cent over the next 20 years. This will be encouraged by the provision of attractive access to the public transport facilities at the airport. Considering the increase in passengers using Sydney Airport, and the assumed mode shift of five percent to public transport, the number of passengers using the train to and from the airport is expected to increase from approximately 2 million in 2002/03 to approximately 8 million in 2023/24. The NSW State Government has advised that subject to the implementation of the Clearways program, CityRail could provide a total of 10 trains per hour via the Airport Line and, in addition, that the number of carriages per train could be increased by using eight car sets. SACL therefore considers the improvement of passenger rail services a priority. This should involve extending offpeak operating hours to encourage shift staff use, and the provision of adequate capacities in peak hours for international and domestic passengers. SACL encourages the introduction of new rail-based products such as a dedicated Airport Shuttle running directly from the Sydney CBD to the Airport and dedicated connecting services from Western Sydney, and other centres such as the Central Coast, Newcastle and Wollongong.
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SACL also supports the NSW Governments initiatives promoting cycling and walking as alternatives to the private car, for passengers, visitors and staff accessing the terminal precincts and various workplace locations. SACL has recently assisted the RTA in the development of a cycleway around the airport perimeter.
11.3 Domestic Precinct

Passenger movements at the Domestic Terminals are forecast to increase by approximately 140 per cent by 2023/24. The precinct is also expected to experience a significant growth in commercial and other ancillary land uses. It will be necessary to augment existing infrastructure in addition to the implementation of a range of supporting servicing and policy initiatives. The Master Plan provides for enhancement of the existing upper level kerbside departures set down facility. It is expected that the existing access system can be enhanced to accommodate forecast passenger activity in this location. Amplification of the key Joyce Drive and ORiordan Street intersection will be combined with works within the airport precinct to accommodate vehicular movement in and around the Domestic precinct. Augmentation of taxi, bus, hire car and coach facilities is expected to occur in the existing carpark precinct. To limit traffic growth on the Domestic precinct road system, new public parking structures are planned to the east of the existing carparks. In total, this would provide approximately 7,500 spaces in the precinct for pasengers (short and long stay), meeters and greeters, staff and other airport users. As at the International Terminal, public access is planned to be available at the departures level. Under this proposal, public transport, ground access services, rental vehicles, valet and premium parking would occupy the existing structures.
11.2 International Precinct

Passenger movements at the International Terminal are forecast to approximately treble by 2023/24. The growing of this transport hub will see significant increases in the level of commercial, retail and ancillary land uses. To meet the transport task it will be necessary to amplify the existing terminal access and egress. Improvements will also need to be made to the internal road network to satisfy the demands of the new precinct with amplification of taxi, bus, hire car and coach facilities. The Master Plan provides for relocation of the access point to the Airport Rail Link to the western end of the station. Taxi activity at the International Terminal is forecast to increase over time. Scope exists to relocate taxi facilities and expand them in close proximity to the departures concourse. Demand for hire car facilities is also forecast to grow but at a lower rate compared to taxi activity. Provision for expanded hire car facilities is also contemplated. Car parking needs have been carefully considered as part of the master planning process. Car parking facilities will be expanded with the provision of multi deck structures to the west of the International Terminal building to accommodate the needs of passengers (short and long stay) meeters and greeters, employees and other airport users. Up to 7,500 spaces are planned to be completed incrementally over time having regard to the need to encourage shifts towards the use of public transport and other sustainable modes of transport. Further improvements will also be required to kerbside capacity, car parking, public transport, cyclist and pedestrian infrastructure to cater for the forecast levels of demand.
11.4 External Road Network

Consideration has been given to the cumulative impacts of growth in airport operations as part of the master planning process. This has embraced an analysis of the transport implications and infrastructure needs beyond the immediate area of the airport. The airport is one of many activity centres that will experience growth over coming years. Other developments and activity centres are being planned or are in their infancy. Consideration has been given to the Green Square development, existing and proposed freight facilities, an expanded Port Botany, the Cooks Cove redevelopment, and other developments at Arncliffe and Tempe.
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Figure 11.1 illustrates the relative additional contributions of airport and other regional developments to road traffic in the vicinity of the airport in 2023/24. The additional contribution of traffic from other developments is significant compared to that generated by the airport.
Analysis indicates that the following improvements are expected to be required to the regional road network in the vicinity of the airport: grade separation for Sir Reginald Ansett Drive to Joyce Drive traffic exiting the Airport widening of Joyce Drive and General Holmes Drive between Mill Pond Road and ORiordan Street by one lane in each direction widening of Robey Street at the Intersection with Qantas Drive a right turn from Joyce Drive into Lords Road widening of Airport/Qantas Drive by up to two lanes per direction, and improving capacity at the Mill Pond Road right turn into General Holmes Drive.
Figure 11.1: Expected Additional AM Peak Hour Vehicular Traffic in 2023/24

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10000
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Outside the vicinity of the airport, the influence of the airport on traffic conditions decreases with distance. Drivers have a limited choice of access routes in the immediate airport area. However, outside the vicinity of the airport, drivers have many choices regarding potential routes and the influence of the airport on traffic conditions becomes lower. SACL is currently engaged with the NSW Government on external road planning issues. Further access infrastructure will be critical to realise further economic growth in the region.
0
Other Developments Airport (Aviation Related) Airport (Non-Aviation Related)
The cumulative assessment has taken into account the implications of increased freight activity in the vicinity of the airport. In addition to the developments identified above, a general background growth of one per cent per year has been taken into account in the traffic modelling. The Master Plan provides for a range of policy, infrastructure and service responses to the identified landside access needs. These initiatives will have benefits beyond the immediate airport precinct.
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commercial developments development concept
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12. Commercial Developments Development Concept Sydney Airport is a crucial transport hub for Sydney. As demand for travel increases, modern economies expect and demand a range of services, and facilities at these transport hubs to improve their travel experience, and to support their businesses. SACL will continue to make best use of its scarce land to support these types of initiatives, thus contributing to the development of the NSW economy.
12.1 Introduction
Modern economies are highly focussed and reliant on transportation infrastructure. Sydney Airport will continue to be the most important international and domestic transportation hub in Australia and is likely to play an increasingly important role in the stimulation of economic development around the airport. It is expected that there will be growing demand to develop the areas around Sydney Airport to accommodate activities such as offices, car-parks, hotels, convention centres and shopping facilities. The current development of the Australian Customs Service building in the International terminal precinct is a good example of such demand that takes advantage of being close to a key transportation hub, with benefits for its activities, its clients, visitors and its employees. On a constrained site such as Sydney Airport, spatial planning demands of aviation activities require the adoption of highest and best use principles in the selection of land uses. These principles are applied in the assessment of commercial development opportunities across the airport site. There are a number of commercial activities that can be located on land that will not be required for aviation purposes in the short term. The airport property business will pursue development strategies that allow for the necessary controls to ensure delivery of the aviation needs depicted in the Master Plan. This includes on-going tenure reviews and the consideration and implementation of interim and alternative uses. Through the Master Planning Process, SACL has identified potential commercial uses which are appropriate for the airport, its location, and its eventual plans for potential aviation development on the site. The DMP provides for a range of specific aviation and complementary land uses. These complementary uses include commercial uses by businesses prepared to meet rents applicable to airport land to secure airport proximity or to utilize land with available tenure for sustainable developments. The normal airport planning process, particularly with commercial projects which trigger an MDP, addresses regional planning context issues, as well as social and economic factors.
12.2 International Precinct

Car parking expansions and other transport related infrastructure will be provided when required to respond to the developing needs of the precinct and customer service demands. A variety of commercial developments are envisaged including offices and hotels to complement a highly active civic space worthy of Australias premier gateway. A waterfront development along the banks of the Cooks River may also occur that could include a link to the proposed Cooks Cove development. Further development of commercial signage will also occur as the precinct develops. The precinct can accommodate demand for at least 120,000 sq m of commercial floorspace.
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12.3 Domestic Precinct

The Domestic Precinct currently has a range of aviation support activities including aircraft maintenance, freight and general aviation operations being conducted mainly from leased sites. Car parking has been accommodated within parking structures for many years as a result of the constrained land availability within proximity to the terminals. Terminal expansion will cause the displacement of most existing support functions. Further car park development to the east of the existing structures will be provided to meet an increased facilitation demand. Planning provision has been made for meeting a variety of commercial demands including offices, hotels, retail, service facilities, commercial signage and the like in this area. The precinct can accommodate demand for at least 120,000 sq m of commercial floorspace.
12.5 Northern Precinct

Several land parcels across the Alexandra Canal have been acquired by Sydney Airport over recent years. During the planning period, and as a result of terminal expansions planned for the International and Domestic precincts, freight, and a number of other associated aviation support functions, are proposed to be relocated to these lands. The relocation of freight facilities is unlikely to occur within the next five years. Interim uses proposed for the northern precinct include freight related and other light industrial and commercial uses. It is proposed that these interim uses will be consistent with the existing land use and zoning of this precinct which allows for general industrial use and transport infrastructure.
12.4 Southern Precincts

The south eastern parts of the airport (south of Runway 07/25 and east of Runway 16R/34L) form a strategic land reserve for aviation uses beyond the time frame of the Master Plan. This area is currently characterised by important navigation sites and low density commercial uses such as car rental support facilities and lower-cost car parking facilities. Over time, some of the navigation sites are expected to be vacated as new technology is introduced. Until the aviation use of this land reserve is required, these areas will remain available for commercial development. The existing commercial uses may remain and intensify. Additional commercial developments for these locations might include road front activities addressing passer-by and traveller needs such as hotels, food outlets, vehicle service centres and signage. Other areas could satisfy demand for uses such as aviation support, business park style offices, light industrial and volume retail. Rockdale Council has expressed interest in seeing the south west area zoned for the development of waterfront commercial facilities incorporating leisure and water access themes. SACLs proposed development concept includes these types of facilities. Improvements to infrastructure, internal roads (potentially involving bridges over General Holmes Drive) and access points will be provided in these areas if required.
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land use zoning plan
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13. Land Use Zoning Plan SACLs land use zoning proposal supports the indicative development concept for the airport presented throughout the Master Plan. Land use proposals for the landside component of the airport reflect the development objectives of the Master Plan as defined in Chapter 1. This parallels the aims and objectives of section 5 of the NSW Environment and Planning Act 1979 (EP+A Act) to encourage sustainable management and economic use of the land resource.
13.1 Introduction
Regulations under the Airports Act 1996, require that the Master Plan must, where possible, in relation to the landside part of the airport, describe proposals for land use and related planning, zoning or development in an amount of detail equivalent to that required by, and using terminology (including definitions) consistent with that applying in land use planning, zoning and development legislation in force in the state in which the airport is located. Notwithstanding this requirement, it should be noted that: land use and planning within the airport site is regulated under the Airports Act 1996 and not under the EP+A Act particular language is used in the Master Plan to comply with Airports Act 1996 requirements only, and is not intended to import or apply any state land use planning or zoning requirements or obligations on either SACL or Sydney Airport, and where the concept of a development is used in this Master Plan, it describes a building activity and associated land use as set out in the Airports Act 1996 and associated regulations (rather than the definition of development in the EP+A Act). Where the concept of a utility undertaking is used in reference to the land use zonings contained in this Master Plan, this describes the provision of infrastructure services such as electricity, gas, telecommunications, water, sewer, stormwater and fuel rather than adopting the NSW Model Provisions definitions.
13.2 Relationship to State Planning Instruments

In NSW, the ultimate controlling body for planning is the State Government through the Department of Infrastructure, Planning and Natural Resources. The current key planning strategy for the Sydney metropolitan area is Shaping our Cities 1998. This provides the overall strategic framework, which guides planning policies and instruments as follows: State Environmental Planning Policies (SEPP) these deal with important state-wide issues and ensure uniformity of policy application Regional Environmental Plans (REP) these deal with issues going beyond the local area and provide local authorities with a detailed framework to guide local planning Local Environmental Plans (LEP) although ultimately made by the Minister for Infrastructure, Planning and Natural Resources, these are prepared by councils to guide planning decisions in local areas through zoning and development controls, and Development Control Plans (DCP) these are prepared entirely by councils to provide more specific and comprehensive guidelines for types of development.
State Environmental Planning Policies

Consideration has been given to a number of NSW State Environmental Planning Policies (SEPPs), and relevant draft SEPPs. These are detailed in Schedule 1 of Appendix 4.
In addition to the land leased from the Commonwealth, SACL holds a small freehold parcel of land adjacent to the Northern Lands site north of the Alexandra Canal which is currently regulated under the EP+A Act.
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Sydney Regional Environmental Plans (REP)

Consideration has been given to all current NSW REPs and draft REPs. These are detailed in Schedule 2 of Appendix 4.
those identified in the Botany LEP map, this being Airport uses as well as roads and utility undertakings. Zonings adjacent to the airport include: Zone No. 4 (c1) Industrial Special Airport Related Restricted which has as its primary objective to permit the development of a wide range of uses, which have a relationship to Sydney (Kingsford Smith) Airport., and Zone No. 4 (c2) Industrial Special Airport Related which has as its primary objective to permit development of a wide range of uses, which have a relationship to Sydney (Kingsford Smith) Airport, while encouraging commercial premises on certain land.
Section 117 Directions

Consideration has also been given to Section 117 Directions under the EP+A Act. These are detailed in Schedule 3 of Appendix 4.
Heritage
The Master Plan recognises on-airport heritage issues. These are addressed in Chapter 16.9.
Regional Environmental Plans, Local Environmental Plans and Development Control Plans
The airport site is located within the Local Government Areas (LGA) of Botany Bay, Rockdale and Marrickville as shown in Figures 13.1 and 13.2. In each local government area, special provision is made in the LEP for public utility undertakings. In Botany and Rockdale LGAs the standard NSW Model Provisions definition of public utility undertaking applies. In Marrickville LEP a similar definition applies. The Model Provisions and Marrickville definitions both include an undertaking carried on ... in pursuance of any Commonwealth or State Act being an air transport ... undertaking. Most development at Sydney Airport would come within that definition. In the Marrickville LGA any development for the purpose of a public utility undertaking can be carried out without the need for development consent. In the Botany and Rockdale LGAs public utility undertakings may be carried out without development consent where (relevantly for the airport) the development is required in connection with the movement of traffic by air. The erection of new buildings is not included in the forms of development permissible without consent in Botany and Rockdale LGAs. Instead, the erection of new buildings for the purpose of public utility undertakings is development for the purpose of utility installations which is permissible with development consent.
The definition of airport-related land use in the LEP is a building or place used as an office or for other business or commercial purposes or industry related to Sydney (Kingsford Smith) Airport . Amendment No. 11 to the LEP rezoned the area around the nearby Mascot Station Precinct to permit mixed use zones and a business zone. The accompanying Development Control Plan (DCP) No. 30 notes the precinct is 1 kilometre from the Sydney (Kingsford Smith) Airport, which is a major catalyst for development within the Mascot area. The recent increased intensification and upgrading of the facilities within the Sydney (Kingsford Smith) Airport will not only perpetuate Mascots role as a primary gateway to Sydney for both passengers and freight, but will also ensure its attractiveness as a convenient location, for the servicing and diversification of airport activities, is maintained. The City of Botany Bay also has an Aircraft Noise DCP which provides a means of assessing the effect of aircraft noise on development proposals, and includes the provisions of Australian Standard AS 2021-2000 Acoustics Aircraft noise intrusion Building siting and construction.
Rockdale LGA
The Rockdale LEP 2000 is silent on airport zonings with respect to that part of the airport within the LGA. The LEP objective for unzoned land is to ensure that development does not adversely impact on adjoining land uses. On unzoned land, development for any purpose is permitted with consent. Utility installations (other than air transport infrastructure) are permitted without the need for development consent. Zonings immediately adjacent to the airport which are not part of the draft Sydney Regional Environmental Plan (REP) No. 33 (see below), consist predominately of Zone 6 (a) Existing Open
Botany Bay LGA

The Botany LEP 1995 zones the on-airport component of the LGA specifically for airport use (Zone No. 5 (a) Special Uses) which includes as a primary objective the orderly use of land identified for Sydney (Kingsford Smith) Airport . Permitted Land uses within this zone include
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Space. The LEP contains a provision which ensures aircraft noise and the applicability of AS 2021-2000, are considered for specific types of development. DCP No. 49 is in place to guide redevelopment of the nearby North Arncliffe Development Area (with the exception of the Railway Precinct). Stated land use mix objectives seek to take advantage of the proximity to the airport. The DCP provides for a range of land uses including encouragement of the establishment of facilities for tourists and business travellers in a location which is close to Sydney Airport. It is understood Rockdale City Council is currently finalising a new LEP and DCP within the framework of a master plan for the North Arncliffe Development Area. A master plan and a draft REP No. 33 have been prepared for the proposed Cooks Cove redevelopment. The draft REP aims to coordinate the planning and development of land fronting the Cooks River and adjacent to Sydney Airport. The plan promotes the redevelopment of the land for export trade and advanced technology uses, complimented by high quality private recreation facilities. The draft REP aims to capitalize on the physical proximity of the Cooks Cove site to Sydney International Airport to create trade-focussed development and to attract global reach businesses which strengthen Sydneys international competitiveness .
existing arterial roads, however, the development of public utility undertakings such as air transport are permitted without consent. Adjacent Zonings include: General Industrial 4 (A): The primary objective of this zone is to identify areas suitable for industrial warehousing activities, and to permit a range of support and ancillary uses, however, the development of public utility undertakings such as air transport are permitted without consent. Special Uses 5 (B): The primary objective of this zone is to identify areas appropriate for railway development, however, the development of public utility undertakings such as air transport are permitted without consent. The LEP contains a provision which ensures aircraft noise and the applicability of AS 2021-2000, are considered for specific types of development. The LEP also contains a provision which requires development consent for any structures within 10m of the Alexandra Canal.
13.3 Land Use Zoning

SACL has prepared a land use zoning plan (Figure 13.1) and zoning table (Table 13.1 below) to control future permissible development at the airport. The objectives of each land use zone are set out and then, for each zone, the types of development permissible are set out. All development requires development consent via SACLs internal development assessment and consent process. Some zones have an additional category of permissible development known as interim development. Land may be developed for purposes identified as interim development purposes provided that development does not render the land unfit for the purposes for which it has been zoned. Development uses which are not specified in a particular zone may be permitted on a case by case basis, following consideration by SACL as to whether that use is consistent with the Master Plan as a whole, as well as the other uses permitted with that particular zone. Schedule 4 of Appendix 4 address the extent of consistency of the Master Plan zoning with the relevant REP and LEP. Any development on the Airport must be consistent with the Master Plan.
Marrickville LGA
Marrickville LEP 2001 zones applying to Sydney Airport are: Special Uses 5 (A): The primary objective of this zone is to identify areas appropriate for the provision of community facilities, however, the development of public utility undertakings such as air transport are permitted without consent. Open Space 6 (A): The primary objective of this zone is to identify land appropriate for use as open space and for public recreational purposes, however, the development of public utility undertakings such as air transport are permitted without consent. Arterial Road and Arterial Road Widening 9 (C): The primary objective of this zone is to identify land required by the RTA for new arterial roads, and the widening of
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Table 13.1 Zoning Table Special Use 1 Airport Airside

The objectives of this zone are to identify land for the current and future facilitation of airfield operations. Development which may be carried out with consent: Provision of areas for; runways, taxiways and aprons (including associated distance to obstacle requirements); aircraft engine-run areas; airside roads; aviation fuel distribution; aircraft and airport maintenance facilities including hangars, associated workshops and stores; GA and helicopter facilities; GSE staging and storage; visual and non-visual navigation aids; aircraft surveillance equipment; ARFF facilities; meteorological facilities; advertising structures; advertisement; and utility installation.
Special Use 3 Airport Freight

The objective of this zone is to identify land for airport freight facilities. Development which may be carried out with consent: Provision of areas for; airport freight facilities including cargo terminal operators, freight integrators, mail, express, perishables, and livestock handling; ULD storage and maintenance; GSE storage and maintenance; security control and screening points, airside deliveries; transport infrastructure; warehouses and storage; advertising structure; advertisements; and utility installation. Interim development which may be carried out with consent: Provision of areas for permissible interim uses applicable to Mixed Use 1 Mixed Aviation, Business and Industrial.
Special Use 2 Airport Terminal and Support

The objectives of this zone are to identify land for airport terminal and support facilities and their associated administrative, business and retail components, and for interim freight facilities. Development which may be carried out with consent: Provision of areas for; airport terminal and support facilities including their associated administrative, business and retail components; passenger transfer stations; terminal-related business including commercial premises, hotel; parking space; FBO facilities; transport infrastructure; terminal support including terminal services facilities; GSE staging, storage and maintenance; aviation fuel storage and distribution; advertising structure; advertisement; and utility installation. Interim development which may be carried out with consent: Provision of areas for; Freight use.
Special Use 4 Arterial Road Widening

The objective of this zone is to identify land for the provision or future widening of landside roads. Development which may be carried out with consent: Provision of areas for; advertising structure; advertisement; road widening; and utility installation.
Special Use 5 Transfer Corridor

The objective of this zone is to identify land for the facilitation of inter-terminal transfers of passengers and baggage. Development which may be carried out with consent: Provision of areas for the facilitation of inter-terminal transfers of passengers and baggage; advertising structure; advertising; and utility installation. Interim development which may be carried out with consent: Provision of areas for; freight Use and those developments listed in Special Uses 1 to 3.
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Mixed Use 1 Mixed Aviation, Business and Industrial

The objectives of this zone are to identify reserve land areas for long-term aviation purposes as described in Special Uses 1 to 4 and to provide land for interim business and industrial purposes. Development which may be carried out with consent: Provision of areas reserved for long term aviation purposes as described in Special Uses 1 to 4. Interim development which may be carried out with consent: Provision of areas for; uses including advertising structure; advertisement; bulk store; bulky goods retailing; bus depot; bus station; car repair station; child care centre; club; commercial premises; educational establishment; general store; generating works; health care professionals; hotel; light industry; liquid fuel depot; motel; motor showroom; parking space; place of assembly; refreshment room; retail plant nursery; road transport terminal; service station; shop; tourist facilities; transport terminal; utility installation; volume retail; warehouse.
Development which may be carried out with consent: Provision of areas for; business development adjacent to areas identified in SACLs Environment Strategy 1999. Permissible uses include advertising structure; advertisement; child care centre; club; commercial premises; educational establishment; general store; health care professionals; parking space; place of assembly; refreshment room; shop; tourist facilities; and warehouse. Note: Development in these areas will be required to incorporate specific environmental controls and urban design principles.
Open Space Open Space Reservation

The objective of this zone is to identify land appropriate for use as open space, including the Engine Ponds and the Mill Stream. Development which may be carried out with consent: Provision of areas for; Advertising structure; advertisement; recreation areas; and utility installation.
13.4 Development and Building Consent Mixed Use 2 Mixed Business

The objective of this zone is to identify land for business development. Development which may be carried out with consent: Provision of areas for; advertising structure; advertisement; bulk store; bulky goods retailing; bus depot; bus station; car repair station; child care centre; club; commercial premises; educational establishment; general store; health care professionals; hotel; motel; motor showroom; parking space; place of assembly; refreshment room; retail plant nursery; road transport terminal; service station; shop; tourist facilities; transport terminal; utility installation; volume retail; warehouse. With certain limited exceptions, pursuant to the Airports (Building Control) Regulations 1996, all development at Sydney Airport require both SACL development consent as well as building approval from the Airport Building Controller.
13.5 SACL Owned Land Contiguous with Airport Site

SACL owns a freehold parcel of land to the north of Airport Drive which is contiguous with the airport site. The freehold parcel is not part of the Commonwealths airport landholdings, which are leased to SACL. This land is therefore currently subject to the operations of the EP+A Act, and is depicted on Figure 13.1 on the basis of the current zoning provisions of the Marrickville Local Environmental Plan 2001 (within which the land is situated).
Mixed Use 3 Environmental Sensitive Business

The objective of this zone is to identify land for business development in areas adjacent to significant sites identified in SACLs Environment Strategy 1999 as well as areas adjacent to the Mill Stream.
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SACL has been discussing with Marrickville Council future options for this land parcel in conjunction with the Councils own stated objectives for redevelopment of the adjoining sites and the adjacent SPIR proposal. The Council has recently decided to prepare a Draft Amendment to the Marrickville Local Environmental Plan 2001 to rezone the area. The Council has acknowledged SACLs desire to seek a rezoning of its land parcel to Special Use (Airport Zone). If the land parcel is subsequently incorporated into the leased airport site, the appropriate airport land use zoning would be Special Use 3 Airport Freight, in accordance with Table 13.1.
13.6 Existing Use Rights

Where there are inconsistencies between current land use and the indicative development concept as represented by the land use zonings depicted on Figure 13.1, the current land uses may continue and development of those sites and their curtilage for their current purpose shall be regarded as an additional permissible form of development on those sites.
13.7 Air Services Australia and Bureau of Meteorology Long-term Leases

These agencies have a number of long-term leaseholds zoned Special Use 1 Airport Airside. If these leases are surrendered prior to the lease expiry, the zoning will revert to Mixed Use 1 or Mixed Use 2, depending on the area in which the facility is located.
13.8 Pre-existing Interests in Airport Land

When SACL became the airport-lessee company for Sydney Airport in July 1998, it assumed certain preexisting lessor obligations under various leases. SACL also became the head-lessee under the airport lease subject to a number of other interests in the airport land (such as easements). Some of those contractual and other rights remain in existence. Others have expired, or will expire during the planning period. In any proposal undertaken by SACL for future development of the airport, SACL will act consistently with any such obligations or interests which exist at the relevant time.
13.9 Interim Use of Land

Land may be developed for purposes identified in Table 13.1 and on Figure 13.1 as interim development purposes provided that development does not render the land unfit for the purposes for which that land has been zoned.
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Figure 13.1 Land Use Zoning Plan
This drawing has been prepared to illustrate the Sydney Airport Master Plan and is not intended to serve any other purpose. The drawing must be read in conjunction with the Master Plan. Prepared by architectus, sourced from Local Government LEPs
Figure 13.2 Current LGA Land Use Zonings Surrounding Sydney Airport
airspace protection
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14. Airspace Protection Protection of the immediate airspace on and around Sydney Airport from incompatible development is an integral component of preserving the ability of the airport to grow and continue to operate safely and efficiently with respect to the existing runway infrastructure. As there is no change envisaged to the runway system, no change to the current OLS or PANS-OPS surfaces is anticipated.
14.1 Introduction
The protection of the immediate airspace around airports is an essential component of the primary goal of ensuring and maintaining a safe operating environment and to provide for future growth. For this reason it is necessary to restrict some types of development and land uses in the vicinity of airports. This is to guarantee that designated airspace segments remain obstacle-free, thereby contributing to the safety, efficiency and regularity of aircraft operations. Since SACL is able to control on-airport development activities, the primary focus of airspace protection is in off-airport areas and developments under the control of other authorities. Airspace protection therefore involves aspects of land use planning and development control, which need to be managed cooperatively with external responsible authorities. The drawings of the OLS and PANS-OPS surfaces depicted in Figures 14.1 to 14.5 and described below give heights (to Australian Height Datum AHD) above which developments both on and off airport need to consider issues relating to obstacle height. Detailed drawings of all of these surfaces are available from SACL.
14.3 Procedures for Air Navigation Services Aircraft Operations (PANS-OPS) Surfaces
At major airports such as Sydney, radio-navigation aids enable aircraft to operate safely in poor weather conditions. PANS-OPS surfaces are established to protect those stages of take-off, landing or manoeuvring, when aircraft are operating in non-visual (instrument) conditions. Pilots must be assured of obstacle clearance in these circumstances, although transition from or to visual conditions will still occur at some point in the flight. The ICAO standards for PANS-OPS surfaces require surfaces to be defined for each published procedure, for aircraft operating in accordance with that procedure. The PANS-OPS surfaces should not be infringed in any circumstances. The PANS-OPS surfaces at Sydney Airport are relatively complex because of the number of published instrument procedures. Figures 14.2 to 14.5 give simplified depictions of Sydney Airports PANS-OPS surfaces.
14.4 Airports (Protection of Airspace) Regulations 1996

Under the Commonwealths Airports (Protection of Airspace) Regulations 1996 a system has been established for the protection of airspace at, and around regulated airports, such as Sydney Airport, in the interests of the safety efficiency or regularity of existing or future air transport operations. The Regulations define prescribed airspace for an airport, which includes the airspace above any part of either an OLS or a PANS-OPS surface. These regulations apply to both on-airport and off-airport developments. The Regulations stipulate that for controlled activities, specific approval is required from the Department of Transport and Regional Services (DoT&RS). Controlled activities include constructing or altering a building, or any other activity that causes a thing attached to or in physical contact with the ground to intrude into the prescribed airspace.
14.2 Obstacle Limitation Surfaces

The Obstacle Limitation Surfaces (OLS) are a series of surfaces in the airspace surrounding an airport. They are established in accordance with International Civil Aviation Organization (ICAO) specifications, as adopted by Australias Civil Aviation Safety Authority (CASA). Australia is a signatory to the Convention on International Civil Aviation (Chicago 1944), from which the Standards and Recommended Practices for Aerodromes (including OLS) were developed and subsequently adopted. The OLS defines the airspace to be protected for aircraft operating visually during the initial and final stages of flight, or manoeuvring in the vicinity of the airport. Figure 14.1 depicts the OLS associated with Sydney Airport.
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The Regulations require that proponents of proposed controlled activities provide SACL with the details of the proposal, which are then assessed against the OLS and PANS-OPS criteria. Where it will affect the safety, efficiency or regularity of air transport at Sydney Airport, SACL will oppose any proposals infringing the OLS and/or PANS-OPS surfaces. In considering development proposals, local government authorities should be cognisant of the restrictions imposed by the Act and Regulations.
Figure 14.6 depicts the lighting intensity guidelines with respect to Sydney Airports runways. The intensity of external lighting, the intensity of reflected sunlight, and smoke, dust or particulate matter may also be considered controlled activities under the Airports (Protection of Airspace) Regulations 1996, and therefore subject to the regulatory regime described in this chapter.
14.8 Stack and Vent Efflux Issues

Air turbulence can result from ground activities. Where these exceed 4.3 metres per second at the point of emission, the emission of steam or other gas may be considered controlled activities under the Airports (Protection of Airspace) Regulations 1996. Industrial activities such as manufacturing and co-generation plants adjacent to airports, are the types of industries that can produce these effects.
14.5 Engine-out Procedures

Under Civil Aviation Order CAO 20.7.1B, operators of aircraft having an all up weight in excess of 5,700kg are required to consider obstacle clearance requirements in the event of an engine failure. The specific procedures applicable to meeting these requirements is a matter for the aircraft operator concerned. Unless specifically requested by an operator, SACLs airspace protection role does not extend to protecting CAO 20.7.1B surfaces, except where they are protected by an equivalent or more limiting OLS or PAN-OPS requirement.
14.9 Bird Hazards

SACL is required to monitor and control the presence of birds on or in the vicinity of the airport in accordance with CASA regulations. The practices and procedures to manage bird hazards are set out in SACLs Bird and Animal Hazard Management Program.
14.6 Navigation Aid and Radar Restricted Surfaces

Airservices Australia operate a number of radio navigation aids that provide guidance to aircraft operating in poor weather conditions. Airservices Australia also operate a number of radar systems, which provide surveillance of aircraft both in the air, and operating on the ground at Sydney Airport. To meet the necessary performance requirements, airspace restrictions are established for each item of equipment and procedure. Unlike OLS and PANS-OPS, it may be possible under some circumstances (subject to detailed modelling and analysis), to permit infringements of the protective surfaces, without degradation in system performance. Protection of the navigation aid and radar restricted surfaces is managed cooperatively between SACL and Airservices Australia.
14.10 Security and Crash Risk

Air transport is an extremely safe form of transportation and the probability of an incident during any single operation is extremely low. SACL is committed to maintaining a safe, secure and reliable airport operating environment. In relation to security, Commonwealth standards on physical security and procedures apply, and are diligently implemented by SACL. All developments are subject to an internal security review. All developments which may affect aviation security are referred to the Aviation Security unit of DoTRS for their review and approval. No legislation or guidelines exist at a Commonwealth or NSW State level governing permissible land uses with respect to aircraft crash risk. On Airport, issues relating to crash risk are considered by SACL in the approval process when assessing proposed developments. Off Airport, land use zoning falls within the jurisdiction of the surrounding local government areas. Although no special arrangements have been put in place by these authorities, SACL will continue to work with them on a case by case basis. Existing land uses at the end of runways have existed in their current arrangements for many years at Sydney Airport and this Master Plan does not propose changes to runways, either new or lengthened.
14.7 Restrictions to External Lighting

CASA has the power under the Civil Aviation Regulations 1988 to control ground lights where they have the potential to cause confusion or distraction from glare to pilots in the air. To assist lighting designers and installation contractors in the vicinity of airports, CASA has established guidelines on the location and permitted intensities of ground lights within a six-kilometre radius of airports. External advertising, sports field floodlighting and street lighting are some of the more likely lighting sources requiring consideration.
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Figure 14.1 Obstacle Limitation Surfaces (OLS) Current and Future OLS

Figure 14.2 Current and Future PANS OPS Surfaces Basic ILS

Figure 14.3 Current and Future PANS OPS Surfaces LLZ / DME FINAL APPROACH SEGMENTS

Figure 14.4 Current and Future PANS OPS Surfaces CIRCLING PROCEDURES

Figure 14.5 Current and Future PANS OPS Surfaces VOR / DME FINAL APPROACH SEGMENTS

Figure 14.6 Current and Future Restricted Light Zones
utilities
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15. Utilities Sydney Airport is served by a range of utilities, including power, water, sewerage and gas. It is also host to utilities including the Sydney Water Corporations Southern and Western Suburbs Ocean Outfall Sewer (SWSOOS), which traverses the site. As forecast demand grows and development takes place in various sectors of the airport, utilities will be upgraded accordingly.
15.1 Power
Sydney Airport is connected to the State power grid by Energy Australia (EA) at two locations. From these supply locations, SACL owns and maintains two 10.25 kV medium voltage networks feeding the Domestic and International precincts respectively. Agreed supply capacity from EA to the SACL medium voltage systems is 52MVA. Over the planning period, total power demand is forecast to increase from 40 MVA to 97 MVA. To meet this increasing demand, a number of supply options are under consideration with EA. One option being pursued involves dedicating the SACL supply system to aviation related demands, with new commercial facilities adjacent to the airport boundary being supplied directly from the EA network from beyond the boundaries of the airport. Developments in the south east and south south east sectors will require the installation of new power networks. In addition, to supply augmentation during the planning period, SACL will continue to explore demandside management options. SACL will continue to monitor the feasibility of alternative supply options including co-generation as developments are considered. In accordance with CASA and ICAO requirements, SACL will continue to supply emergency standby power for aviation facilities. The current capacity of these generating systems (including works currently underway) is 10.182 MVA across the airport.
15.2 Water Supply

Sydney Airports water is supplied at the Domestic and International precincts from Sydney Water mains. At both locations, tanks and pumps provide pressure and capacity for domestic and fire services. Over the planning period, increased development over the site is likely to require the addition of pumps and increased storage in both the International and Domestic precincts. Limited infrastructure exists in the south east sectors of the airport. As development occurs in these sectors, supply infrastructure will be installed. In addition to augmented supply, SACL will explore re-use options as well as water conservation strategies with new developments.
15.3 Sewerage
Two sewerage networks currently operate at Sydney Airport. Both Domestic and International systems involve gravity mains servicing the developed areas dropping into deep sewer pump stations. These pump stations feed into the SWSOOS, which traverses the site. As forecast demand grows in these sectors, there is likely to be a need to augment the existing gravity mains, and to increase the capacity of the existing sewer pump stations and rising mains. Sydney Water is currently undertaking major remedial works on the SWSOOS. Analysis undertaken by SACL indicates that the SWSOOS will be able to accept the increased demand. Developments in the south east and south south east sectors may require the installation of new sewerage networks.
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15.4 Gas
Gas is supplied to facilities in the International and Domestic precincts. The airport is well supplied with a major high pressure gas main located along the perimeter. This main is expected to be capable of meeting future demand over the planning period.
15.5 Stormwater
Extensive stormwater systems exist in the Domestic and International precincts sectors. In these precincts, most of the areas that are expected to be developed during the planning period are already paved and served by stormwater networks. These networks may require local modifications as developments proceed. Development of additional aircraft parking positions at the Northern Ponds area will require implementation of an integrated domestic area stormwater strategy. This strategy will involve the reorganisation of flows within the catchment away from the Northern Ponds wherever possible. The south east and south west sectors currently have minimal stormwater infrastructure. Developments in these areas will require the installation of additional stormwater systems.
15.6 Telecommunications
An optical fibre network has been installed across the airport and is managed by SACL. The network will be extended into new developments as these are constructed. SACL manages the installation of telecommunications including cabling (voice, video, data), mobile telephone, 802.11 wireless and Blue Tooth technology infrastructure across the airport, and provides commercial access to third parties.
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community values
17
17. Community Values Community values form the foundation of this Master Plan. Through community consultation SACL developed and validated the founding principles of the Master Plan.
17.1 Research
Since 1998, SACL has undertaken extensive research into the opinions of airport neighbours, those further from the airport who are affected by flight paths, and other Sydney residents. This research has identified the following issues as being of critical concern: Maintaining the curfew on flights into and out of Sydney Airport Minimising changes to flight paths The continuation of noise sharing, and Maintaining convenient access to the airport. The research was conducted by randomly telephoning 600 Sydney residents, on an annual basis, who were asked to respond to various airport issues. Some of the surveyed residents were from suburbs that lie under flight paths, and some were located away from flight paths. This allowed for comparisons to be made between the two groups. The airport issues discussed included noise sharing, aircraft noise, potential changes to flight paths and the importance of Sydney Airport. The report, Community Attitudes Research Summary, December 2001, is available from SACL on request. The surveys have shown that respondents, and their communities, are concerned about the potential of flight paths changing. Respondents also strongly support noise sharing and the majority of respondents are happy with the current noise sharing arrangements. This information indicates that changes to flight paths should only be considered if there is a very important reason. Hence, when preparing this Master Plan, SACL has ensured that no changes to the current flight paths are required as the result of on-airport developments. The research also revealed that respondents felt that it was very important for Sydney Airport to be easily accessible from the city of Sydney. Survey respondents also felt that Sydney Airport was important to the people of Sydney, through its economic contribution, by creating employment, and in generating local business opportunities. This information prompted SACL to assess the impact that Sydney Airport has on the economy. This report, The Sydney Airport Economic Impact is available from SACL on request.
These values were further explored in the community consultation undertaken prior to the release of the Preliminary Draft Master Plan. The key outcomes of this consultation included recommendations that: The curfew and movement cap remain The principles of noise sharing (that underpin current flight paths) become embedded in the Master Plan A future review of the need for a Sydney West Airport should be undertaken, and The current runway configuration should remain as is.
SACL has committed to ensuring that: The Master Plan complies with the curfew and movement cap both of which are legal requirements The principles of noise sharing are embedded in the Master Plan No new or relocated flight paths are required as a result of the Master Plan, and All avenues are explored to ensure that convenient access to Sydney Airport is maintained.
17.2 Community Attitudes Research

Community attitudes research was undertaken by an independent research firm. The objective of the research was to understand the level of community concern with Sydney Airport operations.
17.3 Master Plan Community Study

SACL also established a study into community responses to specific issues addressed by the Master Plan, which further developed the findings of the annual Community Attitudes surveys.
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In December 2002, an independent research consultant interviewed a number of Sydney Airport stakeholders, including Members of Parliament, community groups and randomly selected residents of Sydney (again including some residents from areas underlying flight paths and some from areas that are not affected by flight paths). The interview process identified a number of key issues, from which a questionnaire was developed. In March 2003, this questionnaire was used in a survey of 1,800 Sydney residents (some under flight paths, some not) to determine how strongly the community felt about the issues identified in the interviews. The key findings of this survey were that the community felt very strongly that: they need to receive credible information about Sydney Airport the airport needs to continue to be convenient to get to for travellers and Sydney residents, and noise sharing must continue.
The Panels report indicated that they: supported the principle of no change to the present curfew supported the principle of no change to the present movement cap supported the principles of noise-sharing at Sydney Airport. That is: where practical direct flight paths over water and non-residential areas where this is not practical, share noise fairly provide residents with respite from aircraft noise, and ensure where practicable that residents are not overflown by both departing and landing aircraft were concerned that issues still remain with the implementation of the noise sharing principles the majority of the Panel members supported the principle of no change to runways, although a minority of the Panel supported a review of the current runway system so that there could be better implementation of noise sharing principles, and strongly supported the Federal Governments proposed review of the need for a Second Sydney Airport to be held in 2005.
17.4 Communication and Consultation

Throughout the Master Plan development process, SACL provided regular briefings to airport stakeholders, including elected representatives, Councils and the Sydney Airport Community Forum. Community information was also provided in local newspapers across Sydney. Community values were further explored in the community consultation undertaken prior to the release of the preliminary Draft Master Plan. As part of this consultation, SACL formed a Community Panel, comprising randomly selected individuals from the Sydney community (from areas neighbouring the airport, under flight paths and from non-flight path affected areas of Sydney). The panel was asked to provide an opinion on the founding principles for the Master Planning process. The Panel sought the views of various airport stakeholders - including community groups, elected representatives and aviation industry organisations. The Panel then provided a report to SACL.
The Panel also made a number of other recommendations in relation to Sydney Airport operations. The full Panel report, including SACLs response, is available on request from SACL.
17.5 Technical Stakeholder Consultation

As part of the Master Plan development, consultation sessions were undertaken which involved the following:
Commonwealth Agencies
Airservices Australia Australian Customs Service Australian Federal Police Australian Protective Service Australian Quarantine and Inspection Service Civil Aviation Safety Authority Department of Immigration and Multicultural and Indigenous Affairs Department of Transport and Regional Services Heritage Commission Bureau of Meteorology
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State Agencies
NSW Police Service NSW Roads and Traffic Authority NSW Department of Transport NSW Premiers Department Department of Infrastructure, Planning and Natural Resources State Rail Authority Sydney Harbour Foreshore Authority
Ground Transport and Representative Groups

Avis Budget Bus and Coach Association Europcar Hertz NSW Taxi Council Thrifty
Local Government
City of Botany Bay Rockdale City Council Marrickville Council Sutherland Shire Council North Shore Regional Organisation of Councils Southern Sydney Regional Organisation of Councils
Freight and Representative Groups

Australian Air Express Sydney Airport Freight Users Group Menzies Aviation Group Patrick UPS Air Freight Export Council
Airlines, Operators and Representative Groups

Aeropelican Airline Operators Committee Airlink Board of Airline Representatives Eastern Australia Airlines Horizon Qantas Regional Aviation Association of Australia Regional Express (Rex) Virgin Blue IATA Airport Consultative Committee Execujet Universal Aviation NSW Air Ambulance Hawker Pacific NSW Air Ambulance Helicopters No 1 Sydney Helitours Westpac Lifesaver Blue Sky Helicopters Channel 10 (Helicopters)
Business Partners
Australian Airports Association Joint User Hydrant Installation Nuance Spotless Tempo Eye Corp Cody
Other Stakeholders
NSW State Chamber of Commerce Infrastructure Committee Botany Business Enterprise Centre Tourism Task Force Sydney Airport Community Forum Members of Parliament with electorates that encompass, border or are nearby the airport at their request Service clubs at their request
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implementation
18
18. Implementation The development concept outlined in this Master Plan represents current views of development expected to be realised in a staged manner, largely as a result of increased passenger and aircraft demand.
Major Development Plans are also required for development proposals that exceed specified trigger criteria set out in the Airports Act 1996. These require community consultation, environmental impact assessment and Ministerial approval before development can proceed. As the site of a working airport for over 80 years, Sydney Airport has undergone constant change and redevelopment as the demands of the aviation industry have increased. With finite amounts of land available, recycling of land has been required as one higher and better land use replaces another. Prioritising land for aviation use is a major priority. However, on such valuable land, interim uses will continue to be applied at sites which await eventual redevelopment into ultimate uses anticipated by the Master Plan.
18.1 Implementation Framework

Implementation of the Master Plan will require flexibility that takes into account fluctuations in economic activity and factors that affect air travel. Planning by its nature is a dynamic rather than static activity, requiring continuous monitoring of changing conditions, standards and practices, and technology. The Airports Act 1996 requires the preparation of a Major Development Plan (MDP) for development proposals that exceed specified trigger criteria. In addition, an MDP must not be inconsistent with an final Master Plan for the Airport. The preparation of an MDP involves community consultation, and environmental impact assessment under Commonwealth requirements. Also, other Commonwealth legislation may be of relevance for some development proposals. Approval of an MDP by the Minister for Transport and Regional Services is required before the development can proceed. Other smaller development proposals outlined in the Master Plan are subject to SACLs internal rigorous development approval assessment process. The Department of Transport and Regional Services also has a role through their statutory office holders, the Airport Building Controller and Airport Environment Officer, for most airport developments.
18.2 Periodic Review

The Airports Act 1996 provides for the final Master Plan to remain in force for five years. Consequently, this Master Plan is expected to be updated in 2008/09. The Airports Act includes additional provisions for a minor amendment of the Master Plan, and for the Minister to direct another Master Plan to be prepared.
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appendicies
1to7
Appendix 1. Acknowledgements The preparation of the Master Plan was coordinated and undertaken by an in-house SACL team from the Corporate Planning and Strategy, and Corporate Affairs Directorates with support and input from other SACL Departments. There were also contributions on specific aspects of the Master Plan from a range of external consultants and their respective sub-consultants.
Master Plan Aspect
Strategic Direction and Advice Aviation Activity Forecasts
Lead Consultant
Airport Strategic Consultancy Pty Ltd International Air Transport Association Tourism Futures International Pty Ltd Airport Coordination Australia Pty Ltd The Ambidji Group Pty Ltd Airservices Australia Pty Ltd URS Australia Pty Ltd Stantec Architectura Airport Planning Pty Ltd (Airplan) Woodhead International Pty Ltd Airport Planning Pty Ltd (Airplan) Maunsell Australia Pty Ltd Maunsell Australia Pty Ltd Sinclair Knight Merz Pty Ltd Sinclair Knight Merz Pty Ltd Electre Consulting Pty Ltd Aviation Fuel Associates (Australia) Pty Ltd Wilkinson Murray Pty Ltd Holmes Air Sciences Pty Ltd Architectus Sydney Pty Ltd Designinc Sydney Pty Ltd Maitland and Butler Pty Ltd Vivien Twyford Communication Pty Ltd Stollznow Research Pty Ltd HBO EMTB Architects Pty Ltd Ernst & Young Mallesons Stephen Jaques TPA/David West KYSO Pty Ltd
Runway and Airspace Capacity Airfield Modelling International Precinct Domestic Precinct Regional, GA and Helicopters Freight Landside Access Passenger Transfer Modes Utilities Aviation Fuel Aircraft Noise Air Quality Boundary Property Issues International Commercial and Property South-East Sector Consultation Domestic Commercial and Property Economic Impact Study Legal Advice Editorial Design, Layout and Production
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Appendix 2. Glossary And Aviation Terminology

Aircraft Noise
Australian Noise Exposure Concept (ANEC): A set of contours based on hypothetical aircraft operations at an airport in the future. As ANEC maps are based on hypothetical assumptions and may not have been subject to review or endorsement, they have no official status and cannot be used for land use planning purpose. An ANEC however, can be turned into an ANEF. Australian Noise Exposure Forecast (ANEF): A set of contours showing the forecast of future aircraft noise levels. The ANEF is the only type of noise map intended to be used to make land-use planning decisions. It is subject to review by relevant authorities before release and carries the official endorsement of Airservices Australia. Australian Noise Exposure Index (ANEI): A set of contours calculated using ANEF techniques and based on historical data that shows the average noise exposure for a given period (eg. a year). Airservices Australia publishes the quarterly and annual ANEI for Sydney Airport. Flight path movement charts: These provide an indication of where aircraft fly and how many overflights there are over a particular period. N70 contours: These are one of a number of alternative noise descriptors. N70 refers to the number of noise events louder than 70 dB(A) over a particular period. The level of 70 dB(A) has been chosen because it is equivalent to the single event level of 60 dB(A) specified in the Australian Standard AS2021, as the indoor design sound level for normal domestic areas in dwellings. An external single event noise level will be attenuated by approximately 10 dB(A) by the fabric of a house with the windows open. An internal noise level of 60 dB(A) is likely to interfere with conversation or with listening to radio or television. Respite: A respite hour is a whole clock hour where there are no aircraft movements in that hour. the servicing and maintenance of aircraft in between flights. Manoeuvring areas: Manoeuvring areas encompass the runway and taxiway system. Movement areas: Movement areas encompass the runway, taxiway and apron system (ie the manoeuvring area plus the aprons). Runways: Runways are the defined areas provided for the landing and taking off of aircraft. Sydney Airport has three runways, which are identified by international convention by a two-part designator derived from the direction in which the aircraft is flying: Runway 16R/34L is the main long north-south runway Runway 16L/34R is the shorter parallel north-south runway Runway 07/25 is the east west runway
Runways 16R and 16L are used by aircraft landing or taking off towards the south. 16 approximates to a compass bearing of 160. The R and L designators refer to Right and Left respectively when viewed from the direction in which the aircraft is flying. This serves to distinguish between the respective runways. Runway 34L is used by aircraft landing or taking off towards the north. 34 approximates to a compass bearing of 340. Runway 34R is used by aircraft landing towards the north and taking off to the north-east and east. Runway 07 is used by aircraft landing or taking of towards the east. 07 approximates to a compass bearing of 70. Runway 25 is used by aircraft landing or taking off towards the west. 25 approximates to a compass bearing of 250. Runway strips: Runway strips are areas surrounding a runway and are provided to reduce the risk of damage to aircraft running off runways and also to provide obstaclefree airspace for aircraft flying over the area during takeoff or landing operations.
Runways, Taxiways and Aprons

Aprons: Aprons are defined areas for the safe parking of aircraft. They permit the transfer of passengers and freight between aircraft and terminal facilities, and enable
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Taxiways: Taxiways are defined paths providing for the safe and expeditious surface movement of aircraft between runways and aprons. Due to its traffic levels, Sydney Airport has a complex taxiway system including rapid exit taxiways. These permit aircraft to vacate runways at higher speeds, thus reducing runway occupancy time. Thresholds: Thresholds are the points on the runway from which the landing distance available to an aircraft is measured. A threshold is determined with reference to the obstacle-free approach gradient required for the particular category of runway. Where there is no obstacle infringement, the threshold and runway end normally coincide. Where obstacles infringe the approach surface it is necessary to displace the threshold to achieve the required obstacle-free gradient. A number of Sydney Airports runways have displaced thresholds.
General
Fixed Base Operator (FBO): An independent operator (not an airline) specialising in providing ground handling services eg aircraft parking, hangarage and maintenance, re-fuelling, cleaning, catering, and passenger facilitation. Minimum Connect Time (MCT): The time taken for a passenger to transfer between flights ie either within or between terminals. Airlines are keen to achieve set MCT targets to maintain competitive levels of service for their passengers. SODPROPS: Simultaneous opposite direction parallel runway operations. A noise sharing procedure where aircraft depart and arrive over Botany Bay. Runway 16L is used for departures, and Runway 34L is used for arrivals. This can only be operated in good weather conditions, with low winds. GSE staging storage and maintenance: Ground service equipment. Any type of equipment use to service an operational aircraft. Requires areas for storage and maintenance. ULD staging storage and maintenance: Unit Load Device. Container device for the efficient loading and unloading of aircraft underbelly freight. Requires areas for storage and maintenance. Over Water: The terminology adopted for describing some flight paths at Sydney Airport. With respect to some runway modes of operation, it is acknowledged that this can also include overflight of the Kurnell peninsular.
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Appendix 3. Runway Modes Of Operation To facilitate noise sharing and respite periods, Airservices Australia has adopted a preferred runway selection system, which depending on weather and traffic utilises the Runway Modes of Operation (RMO) on specified days and times.
Table A3.1 Preferred Runway Selection Monday to Friday
2300 to 0600 0600 to 0700 1. 1. 2. Curfew Departures 16R/Arrivals 34L (Mode 1) SODPROPS Departures 16L / Arrivals 34L Departures 34R, 25 & 34L / Arrivals 34L&R (Mode 8), or Departures 25 / Arrivals 34L&R (Mode 7), or Departures 16L&R / Arrivals 25 (Mode 5), or Departures 16L&R / Arrivals 07 (Mode 14A) 3. 4. 0700 to 2245 / 2300 1. 2. 34 (Mode 9) or 16 (Mode 10) 07 (Mode 12) or 25 (Mode 13) SODPROPS Departures 16L / Arrivals 34L Departures 16L&R / Arrivals 07 (Mode 14A), or Departures 34R, 25 & 34L / Arrivals 34L&R (Mode 8), or Departures 25 / Arrivals 34L&R (Mode 7), or Departures 16L&R / Arrivals 25 (Mode 5) 3. 4. 2245 to 2300 1. 34 (Mode 9) or 16 (Mode 10) 07 (Mode 12) or 25 (Mode 13) SODPROPS Departures 16L&R (Mandatory) / Arrivals 34L 2. Departures 16L&R (Mandatory) / Arrivals 34L (Mode 4) unless there would be significant delays to either departing or arriving aircraft or traffic complexity requires a variation or weather conditions preclude the use of 34L 3. Departures 16L&R / Arrivals 25 (Mode 5), or Departures 16L&R / Arrivals 07 (Mode 14A) 4. Source: Airservices Australia 2003 16 (Mode 10)
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Table A3.2 Preferred Runway Selection Saturday and Sunday

2300 to 0600 1. Curfew Departures 16R/Arrivals 34L (Mode 1) 0600 to 0700 Saturday 0600 to 0800 Sunday 1. 2. SODPROPS Departures 16L / Arrivals 34L Curfew Act Departures 16L&R /Arrivals 34L (Mode 4) unless there would be significant delays to either departing or arriving aircraft or traffic complexity requires a variation or weather conditions are not suitable Departures 16L&R / Arrivals 25 (Mode 5), or Departures 16L&R / Arrivals 07 (Mode 14A), or Departures 34R, 25 & 34L / Arrivals 34L&R (Mode 8), or Departures 25 / Arrivals 34L&R (Mode 7) 34 (Mode 9) or 16 (Mode 10) 07 (Mode 12) or 25 (Mode 13) SODPROPS Departures 16L / Arrivals 34L Departures 16L&R / Arrivals 07 (Mode 14A), or Departures 34R, 25 & 34L / Arrivals 34L&R (Mode 8), or Departures 25 / Arrivals 34L&R (Mode 7) or Departures 16L&R / Arrivals 25 (Mode 5) 34 (Mode 9) or 16 (Mode 10) 07 (Mode 12) or 25 (Mode 13) SODPROPS Departures 16L / Arrivals 34L Departures 16L&R / Arrivals 34L (Mode 4) unless there would be significant delays to either departing or arriving aircraft or traffic complexity requires a variation or weather conditions are not suitable Departures 16L&R / Arrivals 25 (Mode 5) Departures 16L&R / Arrivals 07 (Mode 14A) Departures 34R, 25 & 34L / Arrivals 34L&R (Mode 8) Departures 25 / Arrivals 34L&R (Mode 7) 34 (Mode 9) or 16 (Mode 10) 07 (Mode 12) or 25 (Mode 13) SODPROPS Departures 16L&R (Mandatory) / Arrivals 34L Departures 16L&R (Mandatory) / Arrivals 34L (Mode 4). The arrivals runway (34L) may be varied if there would be significant delays to either departing or arriving aircraft or traffic complexity requires a variation or Weather conditions preclude the use of 34L. Departures 16L&R / Arrivals 25 (Mode 5), or Departures 16L&R / Arrivals 07 (Mode 14A) 16 (Mode 10)
3.
4. 5. 0700 to 2200 Saturday 0800 to 2200 Sunday 1. 2.
3. 4. 2200 to 2245 1. 2.
3. 4. 5. 6. 7. 8. 2245 to 2300 1. 2.
3. 4. Source: Airservices Australia 2003
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Note 1: Effective from 28 November 2000. Note 2: Rwy 34 and Rwy 16 Parallel Runway operations should only be considered for use if required for traffic management purposes during the following hours: 0700 to 1100 Monday to Saturday 0800 to 1100 Sunday 1500 to 2000 Sunday to Friday Note 3: 20 knot crosswind and five knot downwind criteria apply to all dry runway conditions. Note 4: This is not an operational document. It has been prepared for information purposes only and is subject to change without notice.
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Source: Airservices Australia 2003

Figure A3.1 Runway Modes of Operation
Appendix 4 Land Use

Schedule 1 State Environmental Planning Policies (SEPPs)
SEPP No. 1 - Development Standards and new Draft SEPP 1 SACL manages a comprehensive development assessment process pursuant to the aims and objectives of the Airports Act 1996. Not relevant Not relevant SACL manages a comprehensive development assessment process pursuant to the aims and objectives of the Airports Act 1996. Not relevant Not relevant Not relevant Not relevant Not relevant Not relevant SACL acknowledges SEPP 11 and consults with the NSW Roads and Traffic Authority (RTA) on developments SACL considers may have a significant traffic generating capacity. As such, consultation and referral to the RTA of developments as defined in SEPP 11 may not be automatically triggered in all cases. In the preparation of this Master Plan, special consultation has been undertaken with the RTA. Not relevant Not relevant Not relevant Not relevant Not relevant Not relevant Not relevant Not relevant Any change of use is handled through SACLs internal development assessment process and may also require Airport Building Controller approval. Not relevant Not relevant Not relevant Not relevant Not relevant
SEPP No. 2 - Minimum Standards for Residential Flat Development SEPP No. 3 - Castlereagh Liquid Waste Disposal Depot SEPP No. 4 - Development Without Consent and Miscellaneous Complying Development
SEPP No. 5 - Housing for Older People or People with a Disability SEPP No. 6 - Number of Storeys in a Building SEPP No. 7 - Port Kembla Coal Loader SEPP No. 8 - Surplus Public Land SEPP No. 9 - Group Homes SEPP No. 10 - Retention of Low-Cost Rental Accommodation SEPP No. 11 - Traffic Generating Developments
SEPP No. 12 - Public Housing (Dwelling Houses) SEPP No. 14 - Coastal Wetlands SEPP No. 15 - Multiple Occupancy of Rural Land SEPP No. 15 - Rural Land-Sharing Communities SEPP No. 16 - Tertiary Institutions SEPP No. 19 - Bushland in Urban Areas SEPP No. 20 - Minimum Standards for Residential Flat SEPP No. 21 - Movable Dwellings SEPP No. 22 - Shops and Commercial Premises
SEPP No. 26 - Littoral Rainforests SEPP No. 27 - Prison Sites SEPP No. 28 - Town Houses and Villa Houses SEPP No. 29 - Western Sydney Recreation Area SEPP No. 30 - Intensive Agriculture
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SEPP No. 31 - Sydney (Kingsford Smith) Airport
SEPP 31 refers to airport development and public utility undertakings at Sydney Airport, specifically in reference to the construction of the Third (Parallel) Runway. Insofar that local government consent is not required for on-airport development, the Master Plan is considered consistent with SEPP 31. Not relevant Any proposed development of a hazardous or offensive nature requires SACL development consent. In some cases this may necessitate a hazard analysis, for which SACL would have regard to the current circulars and guidelines published by the Department of Infrastructure, Planning and Natural Resources. Sydney Airport is a major employment centre within the State. In planning and developing capacity to facilitate future growth and employment opportunities, the Master Plan is considered consistant with the relevant aims and objectives of SEPP 34. SACL owns the Mill Stream on the eastern side of Runway 16L/34R, which could in the future require maintenance dredging. SACL would ensure that all environmental impacts would be appropriately assessed in accordance with Commonwealth requirements, prior to any maintenance dredging being carried out, and would consult as necessary with affected stakeholders as envisaged by the aims and objectives of SEPP 35. Not relevant Not relevant Not relevant The creation of this bird habitat was an initiative arising from the Botany Bay Environmental Management Plan (Stages 1 and 2) of 1992 and 1994, prepared in part and funded by SACLs predecessor the FAC. The SEPP enables that development without development consent. Not relevant SACLs landside access objectives for the Master Plan are based in part on increased patronage and use of this important public transport facility. SACLs internal development assessment procedures require consideration of the development restrictions applying in the areas adjacent to the station boxes and tunnel. SACL does not manage NSR tunnels or stations. Not relevant Not relevant Not relevant Not relevant
SEPP No. 32 - Urban Consolidation (Redevelopment of Urban Land) SEPP No. 33 - Hazardous and Offensive Development
SEPP No. 34 - Major Employment Generating Industrial Development
SEPP No. 35 - Maintenance Dredging of Tidal Waterways
SEPP No. 36 - Manufactured Home Estates SEPP No. 37 - Continued Mines and Extractive Industries SEPP No. 38 - Olympic Games and Related Development SEPP No. 39 Spit Island Bird Habitat
SEPP No. 41 - Casino/Entertainment Complex SEPP No. 43 - New Southern Railway
SEPP No. 44 - Koala Habitat Protection SEPP No. 45 - Permissibility of Mining SEPP No. 47 - Moore Park Showground SEPP No. 48 - Major Putrescible Land fill Sites
SEPP No. 49 - Tourism Accommodation in Private Homes (Draft) Not relevant
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SEPP No. 50 - Canal Estates SEPP No. 51 - Eastern Distributor SEPP No. 52 - Farm Dams and Other Works in Land and Water Management Plan Areas SEPP No. 53 - Metropolitan Residential Development SEPP No. 54 - Northside Storage Tunnel SEPP No. 55 - Remediation of Land
Not relevant Not relevant Not relevant Not relevant Not relevant Environmental issues on Sydney Airport are regulated by the Commonwealths Airports Act 1996 (and associated regulations), and Environment Protection and Biodiversity Conservation Act 1999 rather than SEPP 55. SACL has developed internal processes to manage contaminated sites to achieve objectives similar to the broad aims and objectives of SEPP 55. These objectives are documented in SACLs Environment Strategy which SACL is required under the Airports Act 1996 to prepare. Not relevant Not relevant Not relevant Not relevant Not relevant Not relevant Not relevant SACL acknowledges the aims and objectives of SEPP 64. SACL considers issues of amenity, character and finish through its development and assessment process rather than by application of SEPP 64.
SEPP No. 56 - Sydney Harbour Foreshores and Tributaries SEPP No. 58 - Protecting Sydneys Water Supply SEPP No. 59 - Central Western Sydney Economic and Employment Area and new Draft SEPP 59 SEPP No. 60 - Exempt and Complying Development SEPP No. 61 - Exempt and Complying Development for White Bay and Glebe Island Ports SEPP No. 62 - Sustainable Aquaculture SEPP No. 63 - Major Transport Projects SEPP No. 64 - Advertising and Signage
SEPP No. 65 - Design Quality of Residential Flat Development Not relevant Draft SEPP No. 66 Integration of Land Use and Transport The Master Plan supports the aims of this draft SEPP by enhancing the airports position as a major transport and employment hub, and in turn supporting the efficient and viable operation of public transport services, providing for the efficient movement of freight, improving accessibility to employment and services by walking, cycling and public transport, improving the choice of transport, and moderating private car dependence through advocating a modal shift to rail during the planning period. Not relevant Not relevant Not relevant
SEPP No. 67 - Macquarie Generation Industrial Development Strategy SEPP No. 69 - Major Electricity Supply Projects SEPP No. 70 - Affordable Housing (Revised Schemes)
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SEPP No. 71 - Coastal Protection
The Master Plan provides for improved public access in the area of Commonwealth Beach (Kyeemagh) which is consistent with the aims of this SEPP. Any future development in this area would also be cognisant of the need to ensure protection of the visual amenity and beach environment. The Master Plan does not contemplate any physical changes around the perimeter of the runway complex where it interfaces with Botany Bay. Aviation safety and security requirements would not permit new opportunities for public access to be provided in these areas. Not relevant Not relevant Not relevant
SEPP No. 72 - Linear Telecommunications Development - Broadband SEPP No. 73 - Kosciuszko Ski Resorts SEPP No. 74 - Newcastle Port and Employment Lands
Schedule 2 Sydney Regional Environmental Plans (SREP)

REP No. 5 REP No. 6 REP No. 7 REP No. 8 REP No. 9 Chatswood Town Centre Gosford Coastal Areas Multi-Unit Housing - Surplus Government Sites Central Coast Plateau Areas Extractive Industry (No. 2) Not relevant Not relevant Not relevant Not relevant Not relevant Not relevant Not relevant Not relevant Not relevant Not relevant Not relevant Australand Holdings Limited own a significant parcel of land within the area defined in Sydney Regional Environmental Plan 17 Kurnell Peninsula (SREP 17). Land within SREP 17 is subject to a range of environmental and development controls to protect the character of the Kurnell Peninsula. In 2001, Australand approached the State Government seeking a rezoning of industrial land to accommodate a large scale residential development. To date, the State Government has indicated that it will not support a residential rezoning application. Not relevant Not relevant Not relevant Not relevant Not relevant Not relevant
REP No. 10 - Blue Mountains Regional Open Space REP No. 11 - Penrith Lakes Scheme REP No. 13 - Mulgoa Valley REP No. 14 - Eastern Beaches REP No. 15 - Terrey Hills REP No. 16 - Walsh Bay REP No. 17 - Kurnell Peninsula
REP No. 18 - Public Transport Corridor REP No. 19 - Rouse Hill Development Area REP No. 20 - HawkesburyNepean River (No. 2 - 1997) REP No. 21 - Warringah Urban Release Areas REP No. 22 - Parramatta River REP No. 23 - Sydney and Middle Harbours
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REP No. 24 - Homebush Bay Area REP No. 25 - Orchard Hills REP No. 26 - City West REP No. 27 - Wollondilly Regional Open Space REP No. 28 - Parramatta REP No. 29 - Rhodes Peninsula REP No. 30 - St Marys REP No. 31 - Regional Parklands Draft Sydney REP 33 - Cooks Cove
Not relevant Not relevant Not relevant Not relevant Not relevant Not relevant Not relevant Not relevant Draft SREP 33 aims to co-ordinate the planning and development of land in Arncliffe fronting the Cooks Cove and adjacent to Sydney Airport. The plan promotes the redevelopment of the land for export trade and advanced technology uses, complemented by high quality private recreation facilities. SACL owns land in the Cooks Cove development area, and has a licence over portions of land directly adjacent.
Schedule 3 s.117 Directions

s.117 General Directions G1 Model Provisions SACL Comments The permitted land uses described and depicted in Table 13.1 comprise a mixture of aviation and non-aviation uses. The non-aviation land uses described and depicted generally have the same meanings as those in the NSW Environmental Planning and Assessment Model Provisions 1980. Exceptions are recreation areas, meaning outdoor recreational facilities such as park lands and sporting facilities, and bulky goods retailing, meaning a facility used for the sale by retail of goods requiring a large area for handling, storage, display and transport. Aviation uses are not defined by the Model Provisions given their limited application within the State. State Planning Circular No 72 Child care centres are permissible within business zones, subject to AS2021-2000. Planning and Environment Commission Circular No 45 SACL consults with the RTA on major traffic generating development (Refer to SEPP 11). Marrickville Council has drafted a LEP to reduce the former F5/6 road reservation. SACL has been consulted on this issue as this will affect airport leased land. Councils have general provisions in zoning tables regarding access to sites for public authority uses. Notwithstanding this provision, SACL as airport lessee requires public authorities to submit applications for work on airport. Not relevant. Not relevant.
G2 Circulars to councils
G3 Reservations
G4 Minister or Public authority approval/concurrence
G5 Development by the Crown G6 Savings
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G7 Existing general provisions
(i)(c) Refer to Chapter 16.7 Heritage. (ii)(a) foreshore building lines SACL acknowledges environmental and foreshore access issues. (ii)(b) Refer to SEPP 11 Schedule 1, Appendix 4. Not relevant. Airport is not located partially or wholly within a rural zone. Not relevant. Airport is not located partially or wholly within a residential zone. Not relevant. Airport is not located partially or wholly within a business zone. The Airport is located partially within an industrial zone in Marrickville LGA. Refer to Chapter 13.5. Airport is not located partially or wholly within a environmental protection zone, however, SACL acknowledges environmental sensitivities in SACLs Environment Strategy 1999. Refer to G3 Reservations. Not relevant. Not relevant. The aims and objective of G16 provides guidance for land use rezonings in potentially noise affected areas. SACL applies AS2021-2000 with respect to the internal noise levels inside proposed developments. Not relevant. Not relevant. Not relevant. Not relevant. Refer to SACLs approved Environment Strategy which is consistent with the objectives of G21. Not relevant.
G8 Rural zones
G9 Residential zones
G10 Business zones
G11 Industrial zones
G12 Environmental protection zones
G13 Corridors G14 Designated Development G15 Out of date instruments G16 Airport noise
G17 Acquisition G18 Community use of schools G19 Public recreation zones G20 Planning in Bushfire prone areas G21 Conservation of environmental heritage and ecological significant items and areas G22 Determination and direction under s.71 and s.117 (for plans made using s69 delegation to council officers) G23 Recreation vehicle areas G24 Concurrence of Mine Subsidence Board
Not relevant. Not relevant.
170
G25 Flood liable land
New developments are based on SACL flood protection criteria. Not relevant. SACL is serviced by a public bus, rail and taxi services. In addition, SACL operates a private bus service servicing to the South East and South West sectors. Not relevant.
G26 Residential allotment sizes G27 Planning for bus services
G28 Coal, other minerals, petroleum and extractive resources
Relevant Specific s.117 Directions

S19 Second Sydney Airport: Badgerys Creek S19 gives guidance to local governments seeking to rezone land in areas surrounding the proposed Second Sydney Airport site. The aim of S19 is to ensure that future land uses are compatible with airport-related developments, should any party seek to develop the site as such.
171
Schedule 4 Zoning Consistency with Regional and Local Planning Instruments

In each local government area, special provision is made in the LEP for public utility undertakings. In Botany and Rockdale LGAs the standard NSW Model Provisions definition of public utility undertaking applies. In the Marrickville LEP a similar definition applies. The Model Provisions and Marrickville definitions both include an undertaking carried on ... in pursuance of any Commonwealth or State Act being an air transport ... undertaking. Most development at Sydney Airport comes within this definition. Master Plan Zoning Relevant Planning Instruments Botany LEP Consistency
Special Use 1 - Airport Airside
Consistent with LEP Special Use primary zoning objective to ensure the orderly use of land identified for Sydney Airport. Master Plan land uses considered consistent with permitted developments in this zone as Utility undertakings. Non-consistent land uses are advertising structures and advertising. Public utility undertakings are permissible without development consent in the Marrickville LEP Special Use zone. The land use categories in the Masterplan Special Use 1 Airport Airside zone come within the meaning of public utility undertakings with the possible exceptions of advertisements and advertising structures. Overall, there is a high degree of consistency. Consistent with Unzoned Land provisions to ensure compatibility with abutting zonings, in particular the Botany LEP and Marrickville LEP special use zones
Marrickville LEP
Rockdale LEP
DRAFT REP Cooks Cove Consistent with need for Runway 07 HIAL replacement if needed in the future council development consent is not required. Special Use 2 Airport Terminal and Support Botany LEP Consistent with LEP Special Use primary zoning objective to ensure the orderly use of land identified for Sydney Airport. Master Plan land uses considered consistent with permitted developments in this zone as the Botany LEP Special Use objective is to ensure the orderly use of land identified for Sydney (Kingsford Smith) Airport. Nonconsistent land uses are advertising structures and advertising. Consistent with Unzoned Land provisions to ensure compatibility with abutting zonings, in particular the Botany LEP and Marrickville LEP special use zones Consistent with LEP Special Use primary zoning objective to ensure the orderly use of land identified for Sydney Airport. Non-consistent land uses are advertising structures and possibly some interim land uses. Inconsistent with LEP Special Use zoning objective for the provision of community facilities. Consistent with LEP Industrial zone. Inconsistent with LEP zonings of Open Space and Arterial Road and Arterial Road Widening. Note, however, Councils proposal for a new draft LEP to rezone this area, refer Chapter 13.5. SACL will provide a 10 metre setback from Alexandra Canal in any freight development proposal. Advertising, advertising structures and some interim land uses may be inconsistent in each zone.
Rockdale LEP
Special Use 3 - Airport Freight
Botany LEP
Marrickville LEP
172
Master Plan Zoning
Relevant Planning Instruments Botany LEP Marrickville LEP
Consistency
Special Use 4 Arterial Road Widening
Consistent with LEP Special Use primary zoning objective to ensure the orderly use of land identified for Sydney Airport, and public utility undertakings. Non-consistent land uses are advertising structures and advertising. Consistent with Unzoned Land provisions and public utility undertaking provisions. Consistent with LEP Special Use primary zoning objective to ensure the orderly use of land identified for Sydney Airport, and public utility undertakings. Non-consistent land uses are advertising structures and advertising and possibly some interim land uses. Consistent with Unzoned Land provisions and public utility undertaking provisions. Consistent with the LEP Special Use primary zoning objective to ensure the orderly use of land identified for Sydney Airport for aviation-related developments. Analagous to Zones 4(c1) and 4(c2) Industrial Special Airport Related. Advertising, advertising structures and some interim land uses may be inconsistent. Consistent with Unzoned Land provisions and public utility undertaking provisions. Consistent with the LEP Special Use primary zoning objective to ensure the orderly use of land identified for Sydney Airport. Analogous to Zones 4(c1) and 4(c2) Industrial Special Airport Related. Advertising, advertising structures and some interim land uses may be inconsistent. Consistent with Unzoned Land provisions and public utility undertaking provisions. Consistent with proposed Open Space and Special Use zone. Consistent with LEP Special Use primary zoning objective to ensure the orderly use of land identified for Sydney Airport. Development in this sensitive area will exhibit a higher level of environmental sensitivity and be comparable to the adjacent Lakes Business Park. Advertising, advertising structures and some interim land uses may be inconsistent. Consistent with LEP Special Use primary zoning objective to ensure the orderly use of land identified for Sydney Airport. Inconsistent land uses are advertising structures and advertising.
Rockdale LEP
Special Use 5 - Transfer Corridor
Botany LEP Marrickville LEP
Rockdale LEP
Mixed Use 1 - Mixed Aviation, Business and Industrial
Botany LEP
Rockdale LEP
Mixed Use 2 - Mixed Business
Botany LEP
Rockdale LEP
Draft SREP 33
Mixed Use 3 Environmental Sensitive Business
Botany LEP
Open Space Open Space Reservation
Botany LEP
173
Appendix 5. Development Assessment at Sydney Airport Development at Sydney Airport is managed under a regulatory framework underpinned by the Airports Act 1996, and the Environmental Protection (Biodiversity Conservation) Act 1999.
Regulatory Processes
The statutory and management process for lodging, assessing and approving works at Sydney Airport is summarised in the flow chart attached at Figure A 5.1. The Airports (Buiding Control) Regulations require that carrying out a building activity (as defined in section 98 of the Airports Act) must have the written consent of the Airport Lessee Company (ie SACL). SACLs written consent is based on a management process through which stakeholder impact identification, infrastructure impacts, environmental impacts and management, current and future adjoining development interfaces, property and legal risk issues are identified and addressed. Key aspects of this process are as follows: Prior consultation with SACL Planning and Development as to the need for a Major Development Plan (MDP), SACL Development Application, Application for SACL Consent, or an Exemption Application under the Airports (Buiding Control) Regulation. MDPs and Development Applications assess the general concept of the proposal and whether it is appropriate to proceed to Applications for SACL Consent or Exemption. These applications are considered to be written consents under Airports (Building Controls) Regulations 2.03 and 2.05 Determine whether the development is consistent with section 32 of the Airports Act 1996 Determine its consistency with the final Master Plan and Environmental Strategy, and Consult with internal and external stakeholders, in particular local government, regarding developments in proximity to boundaries, as well as state government agencies. Consistency of the development to the Master Plan Building Code of Australia, and Statutory assessment for environmental impact for new developments is assessed by the Airport Environment Officer through the Airport Building Controller. In accordance with the Airport (Building Control) Regulations, SACL also has regard for the type, location, shape, size, height, density, design, and external appearance of the development that will result from the proposed building activity.
Environmental Impact Assessment is regulated by the Environment Protection (Biodiversity Conservation) Act 1999 (EPBC), the Airports (Environment Protection) Regulations 1997 (AEPR) and the Sydney Airport Environment Strategy 1999. SACLs environmental requirements are summarised in the Fact Sheet for Environmental Impact Assessment of Development and other Applications at Sydney Airport, July 2003.
Development Standards
In addition to assessing proposals on regulatory compliance, proposals are also assessed on their performance in relation to a range of aviation, infrastructure, planning, and environmental studies. Due to the nature of the airport environment, development standards relating to each development are assessed on aviation-related standards not normally found in local planning ordinances. However, common planning standards and practices are applied to airport developments where it is prudent to do so. SACLs development standards are typically based on the list of documents and issues at Table A 5.1. Each development is assessed on its performance against each of these issues and corresponding guidelines and benchmark documents.
Pursuant to the Airports Act and Airports (Building Control) Regulations, SACLs written consent must also be accompanied by the consent of the Airport Building Controller (ABC), before works commence. Works of minor nature may be exempted after consultation with the ABC. ABC applications are made pursuant to the Act and Regulations and focus primarily on:
174
Table A 5.1 Development Standards

Issue Airside Infrastructure Navigation/Surveillance Systems Aircraft Noise Area Aviation Aviation Aviation SACL Guidelines and Benchmark Documents MOS 139, ICAO Annexe 14 Nav Aid Restricted Area Drawings Building siting and insulation. AS2021-2000 Aircraft Noise Intrusion Building Siting and Construction Airports Protection of Airspace Regulations: Ensure that new developments do not penetrate the Obstacle Limitation Surface or PANS OPS Recognition of industry practice Lighting in the Vicinity of Aerodromes ensure that all lighting is compatible with airport operations Bird Hazard Management Guidelines. Management of bird hazards through landscaping design and operational management Dust Management Guidelines Aviation Security Standards Independent Assessment: Generally conducted by Airservices Australia on a case by case basis for impact on radar and navigational infrastructure Flood Hazard Management Guidelines: Identification of current and future site gradings to ensure compatibility with trunk drainage systems and flood prone areas Capacity and asset condition reports: Electrical, water, sewer, stormwater, gas SACL advertising master plans agreements, SEPP 64 principles Urban Landscape Masterplan 1997, Landscape Review 2000 Draft Urban Design Guidelines 1998, Sydney International Terminal Urban Design Principles 2003. Master Plan zonings. Areas of interest are public open spaces, airport gateways Sydney Airport Master Plan 2003: Zoning tables Draft Urban Design Guidelines 1998 Master Plan Ground Access Report 2003, SEPP 11Traffic Generation Developments, industry standard and practices and local government ordinances, Austroads New Southern Railway, underground fuel and gas pipelines
OLS
Aviation
Runway End Safety Lighting
Aviation Aviation
Bird Hazard
Aviation
Dust Hazard Aviation Security Radar Reflectivity and Navigational Aids
Aviation Aviation Aviation
Master Grading
Infrastructure
Utilities
Infrastructure
Advertising and Signage
Planning
Landscaping
Planning
Urban Design
Planning
Land Use Architectural Design Road Traffic Generation, Traffic and Transport Management
Planning Planning Planning
Utilities Protection
Planning
175
Contaminated Sites Heritage
Environmental Environmental
Contaminated Sites Register, Remedial Action Plan Environment Strategy, Register of the National Estate Interim List: Protection and Preservation of Heritage Assets (Pending implementation of new Act) Above-Ground Fuel Storage Policy Occupational Health and Safety Standards Remedial Action Plan Environment Strategy 1999. SACL is seeking to implement sustainable principles in energy efficient building design, stormwater reuse etc
Fuel Storage Asbestos Acid Sulphate Soils Environmentally Sustainable Development
Environmental Environmental Environmental Environmental
External Consultation
Table A 5.2 outlines a list of the agencies consulted regularly. Note that agencies are consulted where there is a requirement for specific input on a particular issue. Other agencies not appearing below may also be consulted.
Table A 5.2 External Consultation Consulted Party Department of Infrastructure, Planning and Natural Resources Airlines and tenants Local Government Authorities Reason Consultation regarding major on-airport developments Consultation regarding major on-airport developments Stakeholder consultation with local government on development interface issues on the airport boundary Radar/Navigational/OLS interference issues Trunk road access, advertising signage, traffic generating developments Potable water, trade waste, heritage (Alexandra Canal), air rights Port Botany/Airport interface issues Electrical supply network issues on site/off site Pipeline protection hydrant installation and pipeline New Southern Railway Tunnel protection Moomba Gas pipeline protection Heritage Issues Interim listing of SACL assets
Airservices Australia / Civil Aviation Safety Authority Roads and Traffic Authority
Sydney Water Corporation
Sydney Ports Corporation Energy Australia JUHI / Wilson Walton Airport Link Company Australian Pipeline Trust Australian Heritage Council
176
PROPOSAL INITIATION
IN CONSULTATION WITH PLANNING AND DEVELOPMENT, DETERMINE WHICH OF THE FOLLOWING MAY BE REQUIRED 3 APPLICATION FOR SACL CONSENT OR EXEMPTION
1 MAJOR DEVELOPMENT PLAN 2 DEVELOPMENT APPLICATION 3 APPLICATION FOR SACL CONSENT OR EXEMPTION 1 MAJOR DEVELOPMENT PLAN
PRELIMINARY DISCUSSIONS WITH APPLICANT, REGARDING SACL PROCEDURES AND STANDARDS AND AIRPORT BUILDING CONTROLLER (ABC) REQUIREMENTS. APPLICANT TO SUBMIT:
CONSIDERATIONS
Application for SACL Consent (SC) or Exemption (EX) Relevant Application to ABC Airport Environment Officer (AEO) receives Application from ABC, and provides comments
PLAN PREPARED IN ACCORDANCE WITH AIRPORTS ACT 1996; By Project owner in consultation with planning and Development Public Consultation Referral to Minister (DoTRS) APPLICATION REFERRED TO RELEVANT SACL DEPARTMENTS AND EXTERNAL STAKEHOLDERS
Sydney Airport Master Plan Airports Act 1996 Existing Major Development Plans Environment Strategy 1999 Local Government Consultation Internal and External Stakeholder Issues Property / Lease Issues Planning and Infrastructure Studies Aviation and Operational Impacts Land Use Issues
ABC FOLLOWS STATUTORY REQUIREMENTS FOR FIRE AND PUBLIC SAFETY, BUILDING CODE OF AUSTRALIA
2 DEVELOPMENT APPLICATION
MAJOR DEVELOPMENT PLAN APPROVAL BY MINISTER (DoTRS)
SACL CONSENT APPLICATION ASSESSMENT CONSIDERATIONS:
PRE DA MEETING WITH SACL STAFF BY APPLICANT REFUSAL Project re-evaluation Procedural re-evaluation Possible resubmission
Sydney Airport Master Plan Airports Act 1996 Existing Major Development Plans Environmental Strategy 1999 Internal and External Stakeholder issues Property / Lease Issues Planning and Infrastructure Studies Construction and Environmental Impacts
SUBMISSION OF DEVELOPMENT APPLICATION BY APPLICANT
Figure A 5.1: Sydney Airport Approval Process Planning and Development
WHERE APPROVED, SACL CONSENT IS ISSUED TO APPLICANT WITH CONDITIONS, AND: PLANNING AND DEVELOPMENT ADVISES APPLICANT OF DETERMINATION Approval Approval with conditions Refusal and / or alternatives CC: Airport Building Controller SACL Project Manager SACL Business Units Stakeholders (where required) THE ABC ISSUES RELEVANT APPROVAL. PROJECT IS SUPERVISED AND FINAL INSPECTION CONDUCTED AT COMPLETION OF PROJECT. ABC CERTIFICATE OF COMPLIANCE ISSUED. Airport Building Controller SACL Project Manager / Facilitator SACL Business Unit(s)
REFER DA TO RELEVANT SACL DEPARTMENTS / STAKEHOLDERS FOR CONDITIONS / COMMENTS
PLANNING AND DEVELOPMENT ASSESSES APPLICATION, COMMENTS, MEDIATES AND MAKES PRELIMINARY RECOMMENDATIONS BASED ON SACL POLICIES AND STANDARDS
177
Appendix 6. Abbreviations
AAE ACA ALC ADSB ANEF ARFF ATC BHS BoM CAO CASA CBD CTO DMP DGPS DoTARS EIS DVOR/DME FAC FBO FMP FTE GA GAAP GBAS GSE GLS GPS HIAL IATA ICAO ILS IMC IWI JUHI LAAS LGA LTOP Australian Air Express Airport Coordination Australia Airport Lessee Company Automatic Dependant Surveillance Broadcast Australian Noise Exposure Forecast Airport Rescue and Fire Fighting Air Traffic Control Baggage Handling System Bureau of Meteorology Civil Aviation Order Civil Aviation Safety Authority Central Business District Cargo Terminal Operator Draft Master Plan Differential Global Positioning System Department of Transport and Regional Services Environmental Impact Statement Doppler Very-High Frequency OmniRange/Distance Measuring Equipment Federal Airports Corporation Fixed Base Operator Final Master Plan Full Time Equivalent General Aviation General Aviation Airport Procedures Ground-Based Augmentation System Ground Support Equipment Global Landing System Global Positioning System Intensity Approach Lighting International Air Transport Association International Civil Aviation Organization Instrument Landing System Instrument Meteorological Conditions Illuminated Wind Indicator Joint User Hydrant Installation Local Area Augmentation System Local Government Area Long-Term Operating Plan ULD TAAM TAR TFI T/AT-VASIS T/AT T1 T2 T3 SPC SPIR SSA SWSOOS PAPI PDMP PRM RAAF RAAA RESA RMO RPT SACF SACL SCAC SODPROPS MAGS MCT MDP MLAT MMR MOS NIGS NDB NSW OLS PANS-OPS Movement Area Guidance Signs Minimum Connect Time Major Development Plan Multistatic Dependant Surveillance Multi-Mode Receiver Manual of Standards Nose-In Guidance System Non-Directional Beacon New South Wales Obstacle Limitation Surfaces Procedures for Air Navigation Services Aircraft Operations Precision Approach Path Indicator Preliminary Draft Master Plan Precision Runway Monitor Royal Australian Air Force Regional Aviation Association of Australia Runway End Safety Area Runway Modes of Operation Regular Public Transport Sydney Airport Community Forum Sydney Airport Corporation Limited Southern Cross Airports Consortium Simultaneous Opposite Direction Parallel Runway Operations Sydney Ports Corporation St Peters Industrial Route Second Sydney Airport Southern and Western Sydney Ocean Outfall Sewer Universal Load Device Total Airport and Airspace Modeller Terminal Area Radar Tourism Futures International Visual Approach Slope Indicator System Terminal 1 (International) Terminal 2 (SACL Domestic) Terminal 3 (Qantas Domestic)
178
Appendix 7. Bibliography
Airports Council International 2002, Annual Airport Traffic Statistics, Airports Council International, Geneva. Airservices Australia 1996, The Long-Term Operating Plan for Sydney (Kingsford Smith) Airport and Associated Airspace, Airservices Australia, Canberra. Airservices Australia 1997, The Australian Noise Exposure Forecast System and Associated Land Use Compatibility Advice for Areas in the Vicinity of Airports, Fifth Edition, Airservices Australia, Canberra. Airservices Australia 2001, Guidelines for the Production of Noise Contours for Australian Airports, Airservices Australia, Canberra. Airservices Australia 2003, Aeronautical Information Publication En-Route Supplement Australia, Airservices Australia, Canberra. Bureau of Transport and Regional Economics 2002, Regional Public Transport in Australia: Long-Distance Services, Trends and Projections, Bureau of Transport and Regional Economics, Canberra. Standards Australia 2000, Australian Standard AS20212000 Acoustics Aircraft noise intrusion Building siting and construction, Standards Australia, Sydney. Civil Aviation Safety Authority 2003, Manual of Standards Part 139-Aerodromes, Civil Aviation Safety Authority, Canberra. Department of Transport and Regional Development 1997, Long Term Operating Plan Proponents Statement, Department of Transport and Regional Development, Canberra. Department of Transport and Regional Services 1999, Supplement to Draft Environmental Impact Statement Second Sydney Airport Proposal, Department of Transport and Regional Services, Canberra. Department of Transport and Regional Services 2000, Discussion Paper Expanding Ways to Describe and Assess Aircraft Noise, Department of Transport and Regional Services, Canberra. Department of Transport and Regional Services, and Environment Australia 2002, Draft Guidelines for Selecting and Providing Aircraft Noise Information, Department of Transport and Regional Services, Canberra. Department of Urban Affairs and Planning 1998, Shaping Our Cities, a report prepared for the NSW Government, Department of Urban Affairs and Planning, Sydney. Department of Urban Affairs and Planning 2001, PlanFIRST Review of Plan Making in NSW, White Paper, a report prepared for the NSW Government, Department of Urban Affairs and Planning, Sydney. Eames J. 2000, Sydney Airport 80 Years as the Gateway to Australia, SACL, Sydney. Gall J. 1986, From Bullocks to Boeings An Illustrated History of Sydney Airport, AGPS, Canberra. International Air Transport Association 1995, Airport Development Reference Manual, International Air Transport Association, Montreal. International Civil Aviation Organization 1987, Airport Planning Manual Part 1 Master Planning, International Civil Aviation Organization, Montreal. International Civil Aviation Organization 1985 Airport Planning Manual Part 2 Land Use and Environmental Control, International Civil Aviation Organization, Montreal. International Civil Aviation Organization 1999, International Standards and Recommended Practices Aerodromes Annex 14, Volume 1, Aerodrome Design and Operations, International Civil Aviation Organization, Montreal. Kinhill Engineers 1990, Proposed Third Runway Sydney (Kingsford Smith) Airport Draft Environmental Impact Statement, Federal Airports Corporation, Sydney. Kinhill Engineers 1991, Supplement to the Proposed Third Runway Sydney (Kingsford Smith) Airport Draft Environmental Impact Statement, Federal Airports Corporation, Sydney. McClier Aviation Group 2001, Facility Planning Guidelines - Air Cargo Facilities, a report prepared for the Air Transport Association of America, Washington. planningNSW 2001, Cooks Cove Draft Regional Environmental Plan (REP) No 33, planningNSW, Sydney.
179
Senate Select Committee on Aircraft Noise 1995, Falling on Deaf Ears, Parliament of Australia, Canberra. Senate Rural and Regional Affairs and Transport References Committee 2000, Report on the Inquiry into the Development of the Brisbane Airport Master Plan, Parliament of Australia, Canberra. South Sydney Development Corporation 2000, Green Square Town Centre Master Plan, South Sydney Development Corporation, Sydney. South Sydney Development Corporation 2000, Draft Alexandra Canal Master Plan, South Sydney Development Corporation, Sydney. Stollznow 2001, Community Attitudes Research Summary, a report prepared for Sydney Airport Corporation Limited, Sydney. Sydney Airports Corporation Limited 2001, Office Development International Terminal Precinct Sydney Airport, Draft Major Development Plan, Sydney Airports Corporation Limited, Sydney. Sydney Airports Corporation Limited, 2002 Annual Report, Sydney Airports Corporation Limited, Sydney. Transport NSW 1998, Action for Transport 2010, An Integrated Transport Plan for New South Wales, NSW Government, Sydney. Transport NSW/Department of Urban Affairs and Planning 2001, Integrating Land Use and Transport, a policy package prepared for the NSW Government, Sydney. The following is a list of Working Papers produced by SACLs consultants during the preparation of the Master Plan. This was not the only information relied upon for the Master Plan, and Working Paper information and conclusions may have been superseded or supplemented during the course of the study. The Master Plan represents SACLs adopted position where any inconsistencies arise. Tourism Futures International 2003, Sydney Airport Master Plan Schedules - Air Traffic Forecasts, SACL, Sydney. IATA International Air Transport Association 2003, Sydney Airport Master Plan Schedules, SACL, Sydney.
URS Australia / Stantec Architectura 2003, Sydney International Terminal Task 1 Terminal Capacity Analysis, SACL, Sydney. Maunsell Australia Pty Ltd 2003, Sydney Airport Master Plan Conceptual Demand Analysis Freight, SACL, Sydney. The Ambidji Group Pty Ltd 2003, Working Paper for SACL on Airfield and Airspace Capacity, SACL Sydney. Airservices Australia 2003, Airfield Modelling 2004-2024 Fast Time Simulation, SACL Sydney. Aviation Fuel Associates 2003, The Jet Fuel Business Master Plan Workshop, SACL, Sydney. Airplan / Woodhead International 2003, Report Domestic Terminal Precinct, SACL Sydney. HBO EMTB Architects Pty Ltd 2003, Domestic Precinct Plan, SACL Sydney. Architectus Sydney Pty Ltd 2003, Sydney Airport Interface Study, SACL Sydney. Maunsell Australia Pty Ltd 2003, Sydney Airport Master Plan Landside Access Phase 1 SACL Sydney. Maunsell Australia Pty Ltd, Sydney Airport Master Plan Final Report : Landside Access, SACL Sydney. Sinclair Knight Merz Pty Ltd 2003, Sydney Airport Master Plan Conceptual Study for Power Supply Phase 2, SACL Sydney. Wilkinson Murray Pty Ltd 2003, Aircraft Noise Study: Sydney Airport ANEF Contours, Supporting Information, SACL Sydney. Holmes Air Sciences 2003, Sydney Airport Master Plan Air Emissions Assessment Report, SACL Sydney. Sinclair Knight Merz Pty Ltd 2003, Sydney Airport Master Plan Inter-terminal Links Stage 1 Report, SACL Sydney. Sinclair Knight Merz Pty Ltd 2003, Sydney Airport Master Plan Inter-terminal Transfers Stage 2 Report, SACL Sydney.
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SYDNEY AIRPORT

SYDNEY AIRPORT MASTER PLAN

TABLE OF CONTENTS DISCLAIMER COPYRIGHT FOREWORD EXECUTIVE SUMMARY 1.

7.4 7.5 7.6 7.7 7.8

TERMINAL AND PASSENGER SYSTEMS DEVELOPMENT CONCEPT 61

FREIGHT DEVELOPMENT CONCEPT 67

AVIATION SUPPORT FACILITIES DEVELOPMENT CONCEPT

GOVERNMENT OPERATIONAL POLICY AND REGULATORY FRAMEWORK 27

LANDSIDE ACCESS DEVELOPMENT CONCEPT 77

ECONOMIC, SOCIAL AND STRATEGIC SIGNIFICANCE 31

COMMERCIAL DEVELOPMENT DEVELOPMENT CONCEPT

12.1 12.2 12.3 12.4 12.5

LAND USE ZONING PLAN

AVIATION ACTIVITY FORECASTS

AIRFIELD INDICATIVE DEVELOPMENT CONCEPT 51

14.5 14.6 14.7 14.8 14.9 14.10

SYDNEY AIRPORT ENVIROMENT MANAGEMENT

Figure 6.2 Figure 6.3

Terminals and Support Facilities

Regulatory and Policy Settings

Commercial Development Airfield

1.2 Purpose of the Master Plan

1.3 Development Objectives

1.4 Planning Principles and Assumptions

1.5 Indicative Development Concept

1.6 Statutory Requirements Airports Act 1996

Environment Strategy 1999

Airport Building Controller and Airport Environment Officer

Major Development Plans

Review of the Airports Act 1996

To Gre en Sq uar e (C ycl ew ay)

and ny Bay To Bota (Cycleway) rd Conco

Sydney Airport Master Plan 2003/04

Figure 1.1 Existing Airport Layout 2003/04

ENVIRONMENTALLY SENSITIVE BUSINESS PARK

To Gre en Sq uar e (C ycl ew ay)

Sydney Airport Master Plan 2003/04

Figure 1.2 Indicative Development Concept 2023/2024

2.1 A Part of Sydneys Development Pre Aviation

Parallel Runway and Terminal Expansion

2.2 Other Sydney Basin Airports

RAAF Base Richmond

Other Greater Regional Airfields

Hoxton Park Airport

2.3 Second Sydney Airport

Sydney Airport Master Plan 2003/04

Figure 2.1 Sydney Basin Airports

government operational regulatory and policy framework

3.2 Movement Cap and Slot Management

3.3 Noise Sharing

3.4 Commonwealth Acts and Regulations

economic, social and strategic significance

4.1 The Economic Significance of Sydney Airport

Table 4.1 Airport-Related Business Activity

4.2 Sydney Air Transport Connections

4.3 Investing in Communities

Investing in Junior Sport

5.2 Local Government Areas South Sydney

City of Botany Bay

5.3 Regional Development Proposals

South Sydney Growth Centre/Green Square South Sydney

Cooks Cove Rockdale

F5/F6 Corridor Review Rockdale and Marrickville