Professional Documents
Culture Documents
MASTER
PLAN
AERIAL VIEW OF PERTH AIRPORT
This Master Plan 2014 has been prepared by
Perth Airport Pty Ltd (Perth Airport) (ABN 24
077 153 130) to satisfy the requirements of the
Airports Act 1996 (Cth).
While all care has been taken in the preparation of
this Master Plan 2014:
it is based on certain forecasts and assumptions,
and Perth Airport makes no claim as to the
accuracy or completeness of any of the
information or the likelihood of any future matter,
it should not be relied upon by any other party
for any purpose,
it does not commit Perth Airport to any
particular development, and
Perth Airport accepts no liability whatsoever
to any person who in anyway relies on any
information in this Master Plan 2014 (including
making any decision about development or
any other activity on or off Perth Airport).
COPYRIGHT
Copyright 2014 Perth Airport Pty Ltd
CHIEF EXECUTIVE OFFICERS FOREWORD 10 6.11 Bus Service and Facilities 186
6.12 Small Charter Vehicle Facilities 188
EXECUTIVE SUMMARY 14 6.13 Taxi Facilities 188
6.14 Shared Path and Cycleway Facilities 188
01. INTRODUCTION 26
6.15 Wayfinding 188
1.1 Perth Airport 28
6.16 Perth Airport Five Year Ground Transport
1.2 Ownership of Perth Airport 30
Implementation Plan 190
1.3 History of Perth Airport 33
6.17 Perth Airport Twenty Year Ground Transport
1.4 Benefits of Perth Airport 42
Implementation Plan 192
02. PLANNING CONTEXT 52
07. AIRPORT SAFEGUARDING 194
2.1 The Importance of Integrated Planning 54
7.1 Introduction 196
2.2 Master Plan Process 54
7.2 Aircraft Noise 196
2.3 Commonwealth Policy and Regulatory Framework 54
7.3 Airspace Protection 217
2.4 State Policy and Regulatory Framework 59
7.4 Other Safeguarding Measures 220
2.5 Perth Airport Integrated Planning Framework 69
7.5 Improving Airport Safeguarding 223
2.6 Development Considerations 80
2.7 Perth Airport Activity Forecasts 83 08. SERVICES 224
8.1 Introduction 226
03. LAND USE PLANNING 94
8.2 Stormwater Drainage 226
3.1 Land Use Plan 96
8.3 Water Supply 232
3.2 Precincts 96
8.4 Sewerage System 234
3.3 Land Use Zones 104
8.5 Power Supply 236
3.4 Sensitive Developments 110
8.6 Irrigation 238
3.5 Changes from the Master Plan 2009 111
8.7 Gas Supply 238
3.6 Pre-existing Interests at the Perth Airport Estate 114
8.8 Communications 238
04. AVIATION DEVELOPMENT 116 8.9 Sustainability 239
4.1 Introduction 118
09. ENVIRONMENT STRATEGY 240
4.2 Existing Airfield Configuration 118
9.1 Introduction 242
4.3 Need for Additional Runway Infrastructure 122
9.2 Environmental Management Framework 243
4.4 Proposed Airfield Development Plan 124
9.3 Environmentally Significant Areas 246
4.5 Terminals 134
9.4 Environmental Factors 247
4.6 Aviation Support 140
9.5 Soil Management 248
4.7 General Aviation/Helicopters/Freight 144
9.6 Groundwater and Surface Water Management 250
4.8 Air Navigation Facilities and Services 146
9.7 Biodiversity 255
05. NON-AVIATION DEVELOPMENT PLAN 148 9.8 Resource Use Energy 266
5.1 Introduction 150 9.9 Resource Use Water 270
5.2 Precinct Planning 151 9.10 Resource Use Waste 272
5.3 Proposed Five-Year Non-Aviation Development Plan 151 9.11 Air Quality Management 274
5.4 Impacts of Non-Aviation Development 158 9.12 Ground-based Noise Management 276
5.5 Consistency with State and Local 9.13 Hazardous Materials and Spill Response 278
Government Planning Schemes 158 9.14 Aboriginal Heritage and Engagement 280
5.6 Design Guidelines for Commercial Zone 159
10. CONSULTATION 286
06. GROUND TRANSPORT PLAN 160 10.1 Introduction 288
6.1 Introduction 162 10.2 Stakeholder Consultation 288
6.2 State Planning 164 10.3 Master Plan 2014 Consultation 289
6.3 Gateway WA Project 166
11. IMPLEMENTATION 294
6.4 Rail 170
11.1 Approvals Required to Undertake Development 296
6.5 On Airport Traffic 173
11.2 Review Process 297
6.6 Airport Central Precinct 175
6.7 Airport West Precinct 178 APPENDICES 300
6.8 Airport North Precinct 180
6.9 Airport South Precinct 182
6.10 Car Parking 185
5
L I S T O F TA B L E S
Table 1.1 Shareholders of Perth Airport Development Table 7.5 Building site acceptability table based on
Group Pty Ltd as at October 2014 30 ANEF Zones (Australian Standards 2021-2000) 212
Table 1.2 Perth Airport aviation and non-aviation Table 9.1 Soil management actions 249
developments between 2010 and 2014 41
Table 9.2 Water management actions 253
Table 1.3 Current annual economic impact of
Perth Airport 44 Table 9.3 Listed environmental values on the
Perth Airport estate 257
Table 1.4 Current annual tourism enabled economic
impact of Perth Airport 45 Table 9.4 Biodiversity management actions 258
Table 1.5 2019 Annual economic impact of Perth Airport 46 Table 9.5 Energy use management actions 268
Table 1.6 2034 Annual economic impact of Perth Airport 47 Table 9.6 Water use management actions 271
Table 1.7 Perth Airport international seat comparisons Table 9.7 Waste management actions 273
between FY07/08 and FY12/13 48
Table 9.8 Air quality management actions 275
Table 1.8 Regional aviation passenger growth at
Table 9.9 Ground-based noise management actions 277
Perth Airport 49
Table 9.10 Hazardous materials and spill response
Table 2.1 Overview of development triggers that
management actions 279
guide the timing of Perth Airport developments 79
Table 9.11 Aboriginal heritage and engagement
Table 2.2 Passenger forecasts for Perth Airport
management actions 281
(000s Passengers) central scenario 86
Table 10.1 Master Plan process 290
Table 2.3 Aircraft movement forecasts for Perth Airport
(000s Movements) 88 Table 11.1 Overview of Perth Airports regulatory
framework required to undertake development 298
Table 2.4 Comparison of Perth Airport, State Government
and BITRE passenger forecasts 91
6
The Master Plan is
the blueprint for the
future development
of Perth Airport.
7
LIST OF FIGURES
Figure 1.1 Location of Perth Airport 29 Figure 4.5 Wednesday total runway slot demand
winter 2013 season 123
Figure 1.2 Aerial photograph of Perth Airport estate 2014 31
Figure 4.6 Compass departures concept of operation 127
Figure 1.3 Perth Airport capital expenditure since 2009 34
Figure 4.7 2034 Aviation Development Plan 129
Figure 1.4 Vision for the future - consolidation to the
Airport Central Precinct 35 Figure 4.8 Current terminal location and numbering 134
Figure 1.5 Perth Airport Intrastate and Interstate services, Figure 4.9 Location of aviation support services 141
October 2014 43
Figure 5.1 Location of the Airport North Precinct 153
Figure 1.6 Perth Airport International services, October 201443
Figure 5.2 Location of the Airport West Precinct 155
Figure 1.7 Western Australians propensity for international
air travel compared to other Australian states 50 Figure 5.3 Location of the Airport South Precinct 157
Figure 2.1 Perth Airport estate in the context Figure 6.1 Existing road network on and around
of the Metropolitan Region Scheme 65 Perth Airport (2014) 163
Figure 2.2 Perth Airport in the context of the Figure 6.2 Perth Airport in the context of
Local government boundaries 68 metropolitan transport 165
Figure 2.3 Perth Airport Integrated Planning Framework 69 Figure 6.3 Gateway WA overall concept plan 167
Figure 2.4 Perth Airport Airfield Layout Master Plan 1985 76 Figure 6.4 Perth rail network with proposed
Forrestfield-Airport Link 171
Figure 2.5 Perth Airport Airfield Layout Master Plan 1999 76
Figure 6.5 Proposed corridor of Forrestfield-Airport Link 171
Figure 2.6 Perth Airport Airfield Layout Master Plan 2004 77
Figure 6.6 Projected passenger travel modes
Figure 2.7 Perth Airport Airfield Layout Master Plan 2009 77 to and from Perth Airport 174
Figure 2.8 Five year comparison for International Figure 6.7 Airport Central terminal access concept 175
and Domestic passenger numbers 81
Figure 6.8 Five year ground transport plan concept
Figure 2.9 Growth in Intrastate versus Interstate for Airport Central 177
passenger numbers over five years 81
Figure 6.9 Five year ground transport plan concept
Figure 2.10 Year on year International and Domestic for Airport West 179
passenger growth comparison at Perth Airport 82
Figure 6.10 Five year ground transport plan concept
Figure 2.11 Total passenger forecasts comparison for for Airport North 181
Perth Airport 87
Figure 6.11 Five year ground transport plan concept
Figure 2.12 Total aircraft movement forecasts comparison for Airport South 183
for Perth Airport (000s Aircraft) 89
Figure 6.12 Perth Airport estate five year ground
Figure 2.13 Total tonnage forecasts for Perth Airport transport plan concept 184
(000s Tonnes) 90
Figure 6.13 Current car parking across the
Figure 2.14 BITRE high, low and base forecasts 92 Perth Airport estate 185
Figure 3.1 Perth Airport Precincts 97 Figure 6.14 Current bus routes 187
Figure 3.2 Perth Airport Land Use Plan 105 Figure 6.15 Proposed bus route 930
(subject to community consultation) 187
Figure 3.3 Comparison of the Perth Airport
Master Plan 2009 and 2014 Land Use Plans 113 Figure 6.16 Proposed Pedestrian and Cycle Access 189
Figure 4.1 Existing aviation development layout (2014) 119 Figure 7.1 2018, 2022 and 2059 ANEC Runway Scenarios 200
Figure 4.2 Runway naming convention 120 Figure 7.2 2014 Ultimate ANEF 202
Figure 4.3 Wednesday departures slot demand Figure 7.3 2012 ANEI 203
winter 2013 season 122
Figure 7.4 2018 ANEC arrivals and departures
Figure 4.4 Wednesday arrival slot demand flight path diagram 209
winter 2013 season 123
8
Figure 7.5 2022 ANEC arrivals and departures
flight path diagram 210
9
CHIEF EXECUTIVE OFFICERS FOREWORD
Safe, reliable, convenient
and affordable air services
are vital to the economic,
cultural and social
development of our state.
CHIEF EXECUTIVE OFFICERS FOREWORD
I am pleased to present Perth Airports Master past five years Western Australians now have access
12
inappropriately impact the natural environment or One of the objectives of the Airports Act 1996 (the Act)
the standard of living of those people who live near is to ensure there is an appropriate level of vigilance,
the airport. transparency and scrutiny of airport long-term
Integrating the complex processes of airport and planning to ensure that the public interest is met as
urban planning is critical. We continue to appreciate major airport development proceeds. The Act
the effective working relationship that has developed includes a number of specific processes to control
between Perth Airport and State and Local the planning and development of major airports.
government authorities that have broader urban/ One such process is the requirement to have in place
town planning and infrastructure responsibilities. an airport Master Plan which has been developed
One important example has been the close and with the benefit of public comment and which is
effective collaboration between Perth Airport, approved by the Commonwealth Minister. The Act
Commonwealth Government, Main Roads WA and the requires that a new Master Plan is developed every
City of Belmont. This has seen the $1.1 billion Gateway five years. For the first time the Act requires that the
WA road project proceed through its planning, Perth Airport Master Plan incorporates the airports
funding and approvals processes to be currently Environment Strategy and a Ground Transport Plan.
under construction (substantial elements of which The Perth Airport Master Plan 2014 describes our
are on airport land). plans to develop Perth Airport during the next 20
We are committed to continuing the collaboration years and beyond. The Master Plan 2014
with State and Local governments for future projects demonstrates how we have sought to integrate our
such as Forrestfield-Airport Link. planning with that of State and Local governments
and how we will properly manage our impact on the
It is vital to our States continuing prosperity that
environment. It also provides important information
we preserve and enhance our capacity to grow
for Governments and communities to take into
commercial aviation services. The overarching
account as they proceed with their planning. The
consideration for Perth Airports planning is to
Master Plan 2014 and Perth Airports infrastructure
maximise the capacity of the airfield for aircraft landing
plans are our best view on information currently
and departures. In doing this aviation services connect
available and as new information becomes available
us within our state, to the rest of Australia and to the
the plans are adopted and refined.
world. We project that the number of passengers using
Perth Airport each year will grow from 13.6 million in An important step in the process to finalise our
2013 to 28.5 million within the next 20 years. Master Plan was to invite public comment on a
preliminary draft. We thank stakeholders and the
The strong growth we have experienced at Perth
community for your input which has helped us
Airport during the past five years has highlighted
prepare a high quality Master Plan that supports the
that demand for Perth Airports services can grow
sustainable growth of Perth Airport and commercial
rapidly and is difficult to forecast. This uncertainty
aviation services.
has underlined the need for Perth Airport to have our
airport planning and infrastructure design
sufficiently advanced to be able to make additional
terminal and airfield capacity available within
relatively short timeframes. This has been a
significant focus of our company; the plans and
designs for our next phases of terminal and airfield
infrastructure investment are now well advanced.
Brad Geatches CHIEF EXECUTIVE OFFICER
13
EXECUTIVE SUMMARY
The transformation of
Perth Airport will see
the consolidation of all
commercial air services
into the one precinct,
providing a seamless
airport experience and
greater convenience for
all travellers.
EXECUTIVE SUMMARY
one of the most important public Strengthen and enhance the aviation capacity of
transport infrastructure facilities the airfield, including the planning and construction
of a new runway
in Western Australia.
This is because Perth Airport Progress terminal consolidation within the Airport Central
Precinct with the construction of new terminals
actively supports much that is close
to the hearts of West Australians,
Further the redevelopment of land not currently
such as employment opportunities, required for aviation purposes for productive
supporting important health, social Support major Commonwealth and State government
and cultural needs and choices. projects towards improved road and rail access servicing
the Perth eastern metropolitan regions needs
The airport is operated by Perth Airport Pty Ltd,
which operates Perth Airport under a 50-year lease Ensure development meets environmental obligations,
and the airports development and operations respect the
with a 49-year option granted by the Commonwealth
strong bonds that exist between the Noongar people and
Government in 1997. The blueprint for the future the land comprising the Perth Airport estate
development of Perth Airport is called a Master Plan,
and considers the planning and development required
As part of an earlier planning process, in May 2008
for the estate for the next 20 years and beyond.
Perth Airport released a Vision for the Future which
Perth Airport is required to produce a Master Plan at proposed the consolidation of all commercial air
least every five years. For the first time, the Master services into new facilities that would be called
Plan 2014 includes an Environment Strategy and a Airport Central. This would be developed around the
Ground Transport Plan, which has undergone a single site of the existing International Terminal (T1) and was
joint consultation and public comment process. articulated in the Perth Airport Master Plan 2009.
The Commonwealth Minister for Infrastructure and Since the approval of the previous Master Plan,
Regional Development, the Hon Warren Truss MHR, Master Plan 2009, Perth Airport has fully committed
approved the Perth Airport Master Plan 2014 on to the first stage of the consolidation plan,
9 January 2015. implemented through a privately funded $1 billion
capital investment program. All projects in this first
stage of redevelopment are now either completed or
under construction. At the end of this first stage in
2015, all domestic air services (other than the
Qantas Airways Group airlines and those in the
General Aviation Area) will have relocated to new
facilities in Airport Central.
16
The important new developments in the first stage of Driving WAs economy and lifestyle options
consolidation are: As the global connection point for Western Australia,
Perth Airport operates 24 hours a day, seven days a
New Domestic Terminal 2 ($120M) week. Maintaining this operational flexibility is critical
The new Terminal 2 (T2) is located next to Terminal 1 to supporting Western Australias economy. Perth
(T1). When it opened in March 2013, three airlines Airport is part of a national and global aviation
Alliance Airlines, Virgin Australia Regional Airlines network and, as such, flight times and schedules are
(formerly Skywest) and Tigerair relocated from not directly controlled locally. Any restrictions on the
Terminal 3 (T3). The terminal provides regional and operations of Perth Airport would lead to a
some interstate services. significant loss of air service capacity and would limit
access for both business and leisure markets, leading
Terminal 1 International Arrivals Expansion ($80M) to a loss of services and higher prices. Put simply,
The International Arrivals Expansion project is significantly less air services would be available to
transforming the experience of visitors coming to Western Australians and visitors to the State, and
Perth and Western Australians returning home. The those services would be more costly if Perth Airports
project includes expanded and enhanced Australian operations were restricted.
border control (Customs), baggage reclaim, More importantly, Perth Airport plays a critical role
quarantine and duty-free retail areas. The first stage in the economic development of Western Australia.
of the International Arrivals Expansion project The operations of Perth Airport already add
opened in November 2013 and the project is expected approximately $2.8 billion to the States gross
to be completed in late 2014. regional product (GRP) annually, and this will
grow to $7.8 billion a year by 2034.
Terminal 1 Domestic Pier and International
Western Australias emergence as a global resources
Departures Expansion ($338M)
centre has substantially contributed to the growth of
The Domestic Pier and International Departures Perth, providing 48 per cent of Australias export
Expansion project at Terminal 1 (T1) is under income. This has spurred Perths population growth
construction and incorporates new domestic air to 1.9 million people, growth that is predicted to
services capacity and the expansion of continue for the next 20 years, albeit at a lower rate
international departures area. Virgin Australias of 2.1 per cent compared to recent growth rates of
domestic operations will relocate into the new T1 3.5 per cent a year.
Domestic Pier in 2015.
17
EXECUTIVE SUMMARY
Making the best use of Perth Airports land include the planned State rail public transport
The Master Plan 2014 divides the airports land into services and an automated people mover (a
five precincts. Two of these are solely aviation- driverless mass-transit system).
facilitation. The other three precincts will have a mix Airport North will be used for a mix of industrial,
of aviation and non-aviation developments. Within commercial, warehouse, showroom, storage and
each precinct there are up to four land-use zones (the logistics, and will integrate with the lands
permitted land uses are similar to land uses in local environmental value.
government planning). There is potential for commercial services and
To achieve a balanced approach to development of convenience retail at the northern gateway off
both the aviation and non-aviation precincts, Perth Kalamunda Road and development that takes
Airport will be applying the Commonwealth advantage of both the large flat sites available and
This precinct will be used for the consolidation of the located in Redcliffe. Perth Airport will continue to
airports air services into new facilities around the work with the City of Belmont and the State
site of the existing International Terminal (T1). Government to ensure planning for the station and
surrounding land uses integrate with the future
Airport Central will include terminal facilities;
development of Airport West.
facilities for aircraft refuelling and maintenance;
car parking and car rental facilities; and retail,
offices and hotel accommodation. It will also
18
A new runway A brand-new passenger terminal
Perth Airport has been working to improve the Perth Airports vision for the future of Perth Airport
efficiency of the airfield to maximise system includes the consolidation of all commercial air
performance, particularly in peak demand periods. services in new facilities around the site of the
Perth Airport, Airservices and airlines recognised that existing International Terminal (T1) to be called
improvements could be made through a partnership Airport Central.
approach and hence the Airfield Capacity Efficiency This Draft Master Plan 2014 projects that the final
(ACE) initiative was undertaken. Through this stage of consolidation of all commercial air
partnership the independent analysis and capacity of services, including the relocation of the Qantas
UK National Air Traffic Services (NATS) was engaged Airways Group, will occur in the early 2020s.
to identify how better performance could be Other major projects provided for in the Master Plan
achieved. A key outcome was the introduction of a 2014 include:
non-regulatory Airport managed Slot Coordination
System. This System and the ACE program have
ceastern
onstruction of a new International Pier at the
end of T1 ,
resulted in significant reductions in arrivals and
T the2 tofinalbe progressively expanded to meet demand,
departures delay times and material improvements
in efficiency.
air services, with a new terminal to be located to
stage of consolidation of all commercial
But these improvements and efficiency gains will the east of the current T1 building,
not be enough to meet aircraft movement demand in
peak periods. Further analysis by NATS has shown
boffice
uilding multi-storey car parks and commercial
space, and
that Perth Airport needs to proceed to construct a
new runway during the balance of this decade,
spassenger
ignificant upgrades to airport roads, including
access via a new road Airport Drive.
assuming no material changes in the nature of Prior to full consolidation, further investment in
demand for aircraft movements. The timing of the T3 and T4 in the Airport West Precinct will be
new runway (03R/21L) has therefore been brought required to ensure that growth of the remaining
forward in the Master Plan 2014. domestic airlines can continue and good levels of
customer service be achieved until full consolidation.
Artistic impression
19
EXECUTIVE SUMMARY
Artistic impression
20
Getting to and from Perth Airport upgrading Leach Highway between Orrong Road
and Tonkin Highway to an expressway standard,
Passengers and freight have to be able to easily get
to and from Perth Airport. Its therefore essential to and associated upgrades to local roads and
get the road and rail infrastructure right, especially intersections in the Kewdale area,
and Forrestfield industrial areas. Much work has Airport, the Forrestfield-Airport Rail project will
already been done on the project, and the major require the relevant approvals, including a Major
interchanges which access Perth Airport are Development Plan approval under the Airports Act
expected to be completed by early 2017. 1996 (Cth) and a Section 18 Approval under the
Aboriginal Heritage Act 1972 (WA). These processes
In the period leading up to the completion of Gateway
will require public consultation, including presentation
WA, Perth Airport will be undertaking significant road
of detailed information relating to the impacts and
works on the airport estate to establish high-quality
benefits of the project.
connections to the Gateway WA interchanges.
The State Government has advised it plans to have
The Gateway WA project includes:
the rail service operational by 2020.
aTonkin
major freeway-to-freeway interchange at
Highway/Leach Highway, including a new Perth Airport will continue to work with the State
primary access road to the Airport Central Precinct, and Local governments to ensure that the
aTerminal
new interchange at Boud Avenue leading to
3 and 4,
developments around the station located in
Redcliffe integrates with the future developments of
aHorrie
new interchange at Tonkin Highway/
Miller Drive-Kewdale Road,
Airport West.
Abernethy Road,
new on-ramp to Tonkin Highway from
21
EXECUTIVE SUMMARY
relocates its domestic services to Airport Central. parking both short term and long term is essential to
a smooth functioning airport. Investment over the
All terminals are serviced by taxis and airport shuttle
past five years has seen the number of parking bays
bus services currently operate between the terminals,
available increase from 8,000 to 17,000. Within
and to and from Perth Airport and the city.
20 years it is expected that a total of 35,000 bays
Taxi and Small Charter Vehicles (SCV) will be in place to service the demand. Perth Airport
has identified that in the next five year period
Taxis provide an essential element of the transport
multi-storey car parks will be constructed in
options servicing Perth Airport. Perth Airport has
Airport Central with a combined capacity of
invested in developing quality facilities including taxi
approximately 4,600 bays.
holding areas, dedicated pickup bays and sheltered
waiting areas for passengers close to all terminals.
Artistic impression
22
Safeguarding Perth Airport National Airport Safeguarding Guidelines (NASAG)
Perth Airport operates 24 hours a day, seven days a The Council of Australian Governments (COAG) has
week, providing an essential link for business and been driving significant reform of aircraft noise
leisure travel and maintaining its operational metrics and options to keep the community informed
flexibility is critical to supporting Western Australias of noise impacts. The basis of the new noise metrics
economy. Any restrictions on the operations of Perth has been to map the impact of noise in relation to
Airport would result in fewer air services being single events which exceed certain thresholds
available to Western Australians and visitors to the determined to be sufficient to interrupt a normal
State, and services would become more costly. conversation, which is assumed to occur at 65
Measures to safeguard Perth Airport include decibels (dB). Known as an N65 contour map, this is
aircraft noise management, protecting airspace represented in an events map that shows how many
from obstacles, managing public safety risk, and times on an average day that 65db(A) is exceed
surveillance infrastructure.
Aircraft Noise Information Portal
Australian Noise Exposure Forecasts (ANEF) As part of its commitment to ensure the community
The Master Plan 2014 includes a revised Australian and key stakeholders are fully informed and aware
Noise Exposure Forecast (ANEF) for Perth Airport. of noise implication and flight paths, Perth Airport
The requirement of an ANEF has been in place since has developed an interactive web-based aircraft
the very first 1985 Perth Airport Master Plan, which noise tool. This Aircraft Noise Information portal is
was advertised for public review in 1983. With each based on the well understood and used Webtrak
new Master Plan, a new ANEF has been incorporated service provided by Airservices.
into the plans for public review. These plans have The portal will assist members of the community
remained relatively constant over those three view how flight paths, the ANEF contours and the
decades. N65 contours apply to their property, or that of a
It is noted that a new runway (03R/21L) has been part property they may be looking at purchasing.
of Perth Airport planning since 1983.
The portal can be accessed at perthairport.com.au
Perth Airport has adopted a composite ANEF for the
Master Plan 2014. Which was endorsed by Airservices
on 4 June 2014.
The State Government has acted to restrict
inappropriate development, mostly residential, in
the vicinity of Perth Airport by adopting the Perth
Airport ANEF into its land use planning for the
vicinity of Perth Airport.
Perth Airport will continue to object to new or
increased density residential development close
to the airport.
23
EXECUTIVE SUMMARY
Perth
and
Airport Environmental Consultative Group,
24
Perth Airports
responsibilities to local
communities extend
far beyond providing
commercial air services.
25
01. INTRODUCTION
As the entrance to
Western Australia,
Perth Airport plays a
vital role in driving
Western Australias
economy and lifestyle
choices.
01
01. INTRODUCTION
At least every five years, Perth Airport develops a The freeway network development in the metropolitan
Master Plan with an Environmental Strategy to area positions Perth Airport as the focal point of
comply with the Commonwealth Airports Act 1996. Tonkin Highway, which will eventually become a
The Master Plan outlines our development plans for a continuous freeway spanning north to south of the
20 year planning period. metropolitan area. Tonkin Highway will then mirror
the existing Kwinana-Mitchell Freeway network
1.1 Perth Airport which services the western portion of the
Perth Airport is the premier international and metropolitan area and is focused on the Perth CBD.
interstate gateway to Western Australia. It operates Perth Airport is the biggest of four airports in the
24 hours a day, seven days a week, and is a vital greater Perth metropolitan region. Jandakot
public-transport infrastructure facility. Australias Airport is the regions secondary airport and handles
fourth-largest airport in terms of passenger smaller general aviation traffic. It is located 16
numbers; Perth Airport is strategically located for kilometres south of the CBD and 19 kilometres
South-East Asia, Europe and Africa. south-west of Perth Airport.
Perth Airport is located 12 kilometres east of Perths The Royal Australian Air Force has two aerodromes in
Central Business District (CBD) and integrated with the region. They share airspace with Perth Airport but
other transport infrastructure including the Kewdale are not available for commercial aviation. RAAF Base
rail freight facility, major highway networks and, via Pearce Airport is 30 kilometres north of Perth Airport
these roads, the Port of Fremantle. The location of and RAAF Gingin is 54 kilometres north of Perth Airport.
Perth Airport in relation to the Perth metropolitan
The Perth Airport estate is 2,105 hectares in size and
region is shown in Figure 1.1.
has sufficient land to support Western Australias
Perths metropolitan community is inextricably linked demand for commercial aviation services for many
to its airport. The relative isolation of Perth as an decades. This land can also be used for commercial
Australian capital city and the vast distances between and industrial purposes.
major population centres make air travel and Perth
Airport indispensable to the people of Western
Australia, and to the States economic, social and
cultural development.
The growth of Perth is driven by Western Australias
emergence as a global resources centre, one which
contributes 48 per cent of Australias export income.
This has spurred Perths population growth to
1.9 million people, growth that is predicted to
continue for the next 20 years, albeit at a lower rate
of 2.1 per cent compared to recent growth rates of
3.5 per cent a year.
This growth has driven significant infrastructure
development in Perth, especially new transport
infrastructure. The State Government has
committed to additional development, including the
Forrestfield-Airport Link and the Perth Freight Link.
28
01
29
01. INTRODUCTION
30
01
31
01. INTRODUCTION
1950s 1962
1962 1963
1964 1986
32
1.3 History of Perth Airport
01
In March 1953, the new international terminal at,
Western Australia can claim to be the birthplace of what is now called Perth Airport was built from
civil aviation in Australia: it was where the nations second-hand wartime materials at a cost of
first significant flight took place, in 1911, and it had the 180,000. In 1962, the main domestic airlines moved
earliest and largest civil aviation network of any out of their individual hangars into the first combined
State. The State therefore has a long history of domestic and international terminal, which was
enjoying the benefits of air travel, and Perth Airport opened to coincide with that years British Empire
has played a major role in this history. and Commonwealth Games hosted by Perth.
Perth Airport has been the major focus of civil 1.3.3 Major Airport Expansion
aviation in Western Australia for the past 70 years,
In 1979, a Joint State/Commonwealth Working Group
almost since the day in May 1944 when an Australian
confirmed the Perth Airport site as the sole Regular
National Airways DC-3 took off for Adelaide from
Public Transport Airport for the Perth region and
what was still an RAAF base. It was known back
began compulsory land acquisition.
then as Guildford Aerodrome, and was officially
In November 1980, the Commonwealth Transport
renamed Perth International Airport in 1952.
Minister announced a new international terminal
1.3.1 Pre-European would be built in Perth and in 1982; a Provisional
Leading archaeologists date Aboriginal activity in Master Plan was published including a Draft
the Perth area to around 40,000 years ago. The land Environmental Impact Statement. This Master Plan
on which airport estate is located forms part of the was published in 1986 and provided for a parallel
traditional network of communication routes, runway, referred to in this document as the new
people. A number of archaeological and On 25 October 1986, the Prime Minister opened
ethnographic sites have been identified on the the $60 million International Terminal Complex on
airport estate. As the Traditional Custodians, the the eastern side of the airport, complete with a new
Noongar people maintain a strong interest in the air traffic control tower.
land use of the airport and its management. The Federal Airports Corporation (FAC) was formed
in 1988 to manage Australias largest and busiest
1.3.2 Early Airport Development
civilian airports as a self-funding commercial entity.
In 1938, South Guildford was selected as the site of In 1992, FAC continued compulsory acquisition of
Perth Airport. Four years later, in early 1942, the land land for the long-term development of the Perth
was converted from the Dunreath Golf Course and Airport site.
market garden to an RAAF base that operated until
the end of World War II in 1945. Before this, Maylands
Aerodrome was Perths primary aviation base.
In 1943, the first runway was built for RAAF fighter
aircraft by Western Australias Main Roads
Department, with a second strip laid down a year later.
In 1944, the Government agreed to allow Australian
National Airways Pty Ltd (ANA) and Qantas to operate
from this site because Maylands had become too
small for their larger commercial aircraft.
33
01. INTRODUCTION
$M
300
250
200
150
100
50
0
FY09 FY10 FY11 FY12 FY13 FY14
34
01
CO N SO LIDAT IO N
O F CO MMERCIA L
A IR SERVICES
TO A IRP O RT
CEN T RA L CU RREN T DO MEST IC
T ERMIN A L 3 A N D
T ERMIN A L 4
C UR R ENT I N T E R N AT I O N A L T E R M I N A L 1
AND D OME ST I C T E R M I N A L 2
Figure 1.4 Vision for the future - consolidation to the Airport Central Precinct
Source: Perth Airport Pty Ltd
35
01. INTRODUCTION
P ER TH AI R P O R T C A PI TA L I N V E ST M E N T PR O G RA M O F MA JO R P ROJECTS
P ROJE C T
$121 M
P R OJE C T
Terminal 1 (T1)
International
Arrivals Expansion
Transformation of the
international arrivals experience,
including substantially expanded
and enhanced customs, baggage
reclaim, biosecurity and duty
free retail areas. The first stage
opened in November 2013,
with full completion expected
in late 2014.
VA LUE
$80 M
36
01
P R OJE CT
T1 International
Departures Upgrade
Outbound immigration, passenger security
screening and retail areas are being
expanded and renewed, with the project
expected to be completed in 2015.
VA LUE
$41 M
P ROJE C T
T1 Domestic Pier
and International
Departures
Expansion
The T1 Domestic Pier and
International Departures
Expansion project, which is
currently under construction,
incorporates new domestic
facilities and expansion of
the international
departures area. Virgin
Australias domestic
operations will relocate
into the T1 Domestic Pier,
marking the next step in
consolidation.
VALU E
$338 M
$1 Billion
37
01. INTRODUCTION
in commercial and industrial property development. This is consistent with the State Governments
Perth Airport currently hosts more than 120 planning policies for Perth that identify Perth Airport
individual tenants, with potential for further as an Activity Centre, and specifically a Specialised
expansion. It is recognised as a prime location for Centre within the Directions 2031 and Beyond
transport, logistics and resource-sector companies planning framework, the Economic and Employment
because it gives efficient access to multiple Land Strategy (2012), and SPP 4.2 Activity Centres
transport modes, coupled with high safety and for Perth and Peel.
security standards. Table 1.3 outlines the various aviation and non-
The close proximity of the airport estate to Perth CBD aviation-related developments that have been
is attractive to current and potential tenants, and has completed during the term of the Master Plan 2009.
38
P ER TH AI R P O R T AV I AT I O N A N D N O N -AV I AT IO N DEVELO P MEN TS B ET WEEN 2010 A N D 2014
01
P R OJE C TS COMPLETED I N 2010
Domestic Terminals (Terminal 3 (T3) and Terminal 4 (T4)) Forecourt Works and Fast Track Car Parking
Completion of Dunreath Drive - linking T3 and T4 with the Airport Central Precinct
Kewpoint/Worldlink Warehouse2
T1 Finishes replacements
T1 Forecourt works
T3 Phase 1 Expansion
1
Project delivered by the Gateway WA Alliance with funding from the WA Government and the Commonwealth Government.
2
Project delivered by third parties.
39
01. INTRODUCTION
Terminal 2 (T2)
T3 Apron Reconfiguration
Co-generation Facility
40
WO R KS IN PROGRESS I N 2014
01
Domestic Pier Extension of T1
Siemens Office/Warehouse
T1 Forecourt Roads
T3 Phase 2 Expansion
Table 1.2 Perth Airport aviation and non-aviation developments between 2010 and 2014
Source: Perth Airport Pty Ltd
1
Project delivered by the Gateway WA Alliance with funding from the WA Government and the Commonwealth Government.
2
Project delivered by third parties.
41
01. INTRODUCTION
1.4 Benefits of Perth Airport be accessed directly from Perth and the number
and cultural benefits to West Australians by More than 30 airlines operate services from Perth
connecting their communities to critical services. Airport, reaching around 50 intrastate, interstate and
This not only strengthens cultural, family and international destinations. The intrastate, interstate
social ties, but also supports tourism and leisure. and international destinations served by Perth
Most importantly, Perth Airport plays an essential Airport are shown in Figures 1.5 and 1.6, respectively.
role in economic development by providing In preparing this Master Plan 2014, Perth Airport
transport services for companies, and supporting commissioned ACIL Allen Consulting to undertake a
them to undertake their operations, service their detailed analysis of the economic and social
customers and grow their businesses. impacts and benefits of Perth Airport, both today
Central to providing these benefits are the activities and after the implementation of the proposed plans
of Perth Airport, airlines and the State Government as outlined in this Draft Master Plan 2014.
in expanding both the range of destinations that can
42
01
Darwin
Kununurra
Argyle
Derby Cairns
Broome
Christmas Creek
Port
Hedland
Karratha
The Granites (NT)
Onslow Solomon CloudbreakTelfer
Learmonth Barimunya
Alice
Paraburdoo Newman Springs
West Angelas
Brisbane
Leinster
Geraldton
Mt Keith
Windarling
Kalgoorlie
PERTH
Busselton
Esperance Sydney
Adelaide
Albany Canberra
Melbourne
Figure 1.5 Perth Airport Intrastate and Interstate services, October 2014
Source: Perth Airport Pty Ltd
Korea
Japan
Doha Dubai
Abu Dhabi Guangzhou Hong Kong
Bangkok
Phuket
Kuala Kota
Lumpar Kinabalu
Singapore
Jakarta
Denpasar
Christmas Is.
Cocos Is. Darwin
Mauritius
Johannesburg
Brisbane
PERTH
Adelaide Sydney
Auckland
Melbourne
Hobart Christchurch
Air New Zealand will be operating PerthChristchurch between December 14 April 15
43
01. INTRODUCTION
1.4.1 Benefit of operating 24 hours, services that would arise from restrictions on Perth
seven days a week Airport would therefore have profound impacts on
Perth Airport operates 24 hours, seven days a week, tourism and all those who depend on that industry.
providing an essential link for business and leisure Perth Airport acknowledges that there are
travel, and meeting the needs of: communities which are affected by the 24 hour
regional communities and the resource sector, operation of the airport; however this impact is
Aviation
12,570 $1.92 billion
(direct and indirect)
Non-aviation
5,230 $690 million
(direct and indirect)
FULL-TIME FULL-TIME
NON-AVIATION AVIATION
EMPLOYEES EMPLOYEES Total 17,800 $2.61 billion
5,23O 12,57O Table 1.3 Current annual economic impact of Perth Airport
69Om 1.92b
Source: ACIL Allen Consultancy, 2014
$ $
CONTRIBUTION
contribution to grp CONTRIBUTION The aviation activities at Perth Airport also generate
TO GRP TO GRP
additional benefits for Perth and Western Australia
= from the tourism spending by domestic and
17,8OO international visitors who arrive by air. There were
EMPLOYEES
1.14 million domestic interstate overnight visitors to
$ 2.61b Western Australia in the year ending 30 September
2013 according to Tourism Research Australia.
CONTRIBUTION
TO GRP
Of these, 992,000 (87 per cent) used air transport.
44
They spent about $2.45 billion in Perth and about
01
Australia, with the majority of these workers coming
$2.5 billion in regional Western Australia (including from the Perth and Peel regions.
airfares). Perth Airport estimates that the impact of resource-
For international visitors, data collected by Tourism sector FIFO accounts for approximately 77 per cent
Research Australia show there were approximately of all intrastate passengers, the majority of these
727,800 international visitors to Perth and 768,500 being regular FIFO employees.
international visitors to Western Australia in the year A Minerals Council of Australia-commissioned report
ending 30 September 2013. These international (Analysis of the Long Distance Commuter Workforce
visitors spent approximately $2.27 billion in the State, Across Australia, March 2013) found that, although
of which around $1.92 billion was spent in Perth. the majority of FIFO employees undertake intrastate
Spending by domestic and international tourism enabled commutes, the rate of interstate commuting has
by Perth Airport generated approximately 41,400 direct increased. The longer haul routes (e.g. from Brisbane
full-time employees, adding direct value to the GRP of and Sydney to the Pilbara) have seen significant
approximately $3.68 billion per year. When direct and growth between 2006 and 2011 (407 per cent and
indirect figures are taken into account, this spending 729 per cent, respectively) albeit off a smaller base.
generated a total of approximately 59,800 full-time Aviation through Perth Airport also facilitates other
employees and added a total value to the GRP of economic benefits in the wider economy and society
approximately $6.16 billion per year. that would not take place, or would be smaller, if
there was no aviation.
ANNUAL
FULL TIME Day-return or overnight business trips, short leisure
TO UR ISM ENABLED ADDING
EMPLOYMENT
VALUE TO GRP
trips (for example, long weekends) and urgent freight
Direct Value 41,400 $3.68 billion deliveries would all be difficult or logistically
impossible without aviation. Aviation results in lower
Indirect 18,400 $2.48 billion transport costs (after allowing for the value of time)
as well as improvements in transport quality.
Total 59,800 $6.16 billion
45
01. INTRODUCTION
1.4.2.1 Future Economic Impact prices. The total number of non-aviation related
proposed in the first five years of the Draft Master 20,020, contributing to the GRP approximately $3.01
direct and indirect) number of aviation-related In 2034, the spending by domestic and
full-time employees will be approximately 16,000, international tourism enabled by Perth Airport is
accounting for approximately $2.59 billion of GRP at forecast to generate approximately 125,000
2011/12 prices. The total number of non-aviation- full-time employees, adding value to the GRP of
related full-time employees is forecast to be approximately $14.3 billion per year.
approximately 7,860, contributing approximately
$1.1 billion to the GRP. FULL TIME
ANNUAL
2 01 9 ADDING
EMPLOYMENT
In 2019, the spending by domestic and international VALUE TO GRP
2034
2019 2034
2014
2019
FULL-TIME
AVIATION
EMPLOYEES 2014
22,200
FULL-TIME FULL-TIME
AVIATION NON-AVIATION
EMPLOYEES EMPLOYEES
16,000 20,020
FULL-TIME
AVIATION
EMPLOYEES
12,570
FULL-TIME
NON-AVIATION
EMPLOYEES
FULL-TIME
NON-AVIATION
EMPLOYEES
7,860
5,23O
$ 1.92b
CONTRIBUTION
contribution to grp
$2.59b
CONTRIBUTION
4.03b
$
CONTRIBUTION
$69Om
CONTRIBUTION
contribution to grp
$1.10b
CONTRIBUTION
$3.01b
CONTRIBUTION
TO GRP TO GRP TO GRP TO GRP TO GRP TO GRP
2034
TOTAL EMPLOYEES
42,220
$7.04b
CONTRIBUTION
TO GRP
46
FULL TIME
ANNUAL
01
The role of Perth Airport is not confined to providing
2034 ADDING airport services: significant resources are also applied
EMPLOYMENT
VALUE TO GRP
by Perth Airport, working with airlines and the State
Aviation
Government to expand available air services.
22,200 $4.03 billion
(direct and indirect) From FY08 to FY13, Perth Airport and the State
Government continued to attract international
Non-aviation
20,020 $3.01 billion airlines to Perth. As shown in Table 1.7, this has
(direct and indirect)
increased the number of international seats by
Total 42,220 $7.04 billion 55 per cent and Perth has gone from 13 airlines
operating to 12 ports to 18 airlines operating to 14
Table 1.6 2034 Annual economic impact of Perth Airport ports. The new services include:
AirAsia
Source: ACIL Allen Consultancy, 2014
X to Kuala Lumpur,
1.4.3 Social and Cultural Benefits of Virgin Australia to Phuket and Denpasar,
Indonesia AirAsia to Denpasar,
47
01. INTRODUCTION
PERCENTAGE
2012/ 13 2007/08
CHANGE
Auckland Air New Zealand 100,570 347 71,108 303 41% 15%
Bangkok / Phuket Thai Airways 106,007 349 82,675 261 28% 34%
Ozjet - - 8,394 81
Hong Kong Cathay Pacific 136,617 515 76,554 246 78% 109%
Johannesburg South African Airways 94,732 359 68,602 268 38% 34%
Qantas - - 2,700 6
Table 1.7 Perth Airport international seat comparisons between FY07/08 and FY12/13
Source: Perth Airport Pty Ltd
48
1.4.3.1 Connectivity within Western Australia
01
and taking advantage of retail offerings not available
Perth Airport is both the primary airport in Western in small and remote communities.
Australia and the hub through which nearly all In addition, air travel through Perth Airport links
regional aviation is serviced. communities in regional Western Australia to the rest
Seven airlines currently operate intrastate services in of Australia and the world and, to the largest extent
Western Australia and they account for around possible, enables them to enjoy the same
60 per cent of all flight movements through Perth opportunities as Perth residents to engage with the
Airport. Just under half are scheduled flights; the rest of Australia and the world.
49
01. INTRODUCTION
1.4.3.3 Connectivity with the world Figure 1.7 shows that Western Australians have a
In FY13 there were 3.7 million international higher propensity for international air travel compared
passengers through Perth Airport, representing to all other Australian States. Factors contributing to
28 per cent of total passengers. International this feature are the higher proportion of the States
passengers at Perth Airport have grown at an population with overseas family ties, accessibility to
average annual rate of 9.5 per cent during the high quality leisure destinations within Asia, and the
PR O PE N S I T Y FO R IN T ERN AT IO N A L T RAVEL
5.8
6
4.2
4 2.9
2.6
2
0.8
0
NSW VIC QLD WA SA
R ESIDEN T P O P U LAT IO N
MILLIONS OF PEOPLE
8 7.3
6 5.7
4.6
4
2.5
1.7
2
0
NSW VIC QLD WA SA
=
PR O PE N S I TY FO R IN T ERN AT IO N A L T RAVEL
RESIDENT INTERNATIONAL PASSENGER MOVEMENTS PER RESIDENT
1.2
1.04
0.80
0.8 0.74
0.64
0.4
0.45
0.0
NSW VIC QLD WA SA
Figure 1.7 Western Australians propensity for international air travel compared to other Australian states
Source: Data sourced from BITRE (FY13) and ABS (CY12)
50
Western Australia has a higher share of people born 2008|09
44,000
01
overseas than any other State or Territory in
migrations
Australia. to Western
Australia
The 2011 Australian Bureau of Statistics (ABS) Census
recorded that 33 per cent of Western Australians = 1000
51
02. PLANNING CONTEXT
Perth Airport balances
economic, environmental
and social needs in its
planning, development
and operations.
02
02. PLANNING CONTEXT
2.1 The Importance of Integrated Planning It is important to note that once a Master Plan is
Perth Airport recognises that land use and approved by the Commonwealth Minister for
infrastructure decisions made within, as well as Infrastructure and Regional Development this does
beyond the airport boundary, affects the capacity of not provide automatic approval for development to
Perth Airport to meet community needs. Perth occur. Further approval processes are required as
and infrastructure decisions made beyond the reforming the structure of the Civil Aviation Safety
Authority (CASA),
airport boundary.
focusing on better use of Australian airspace,
the Environment Strategy that covers the period enhancing aviation skills, training and
development, and
2014 to 2019,
the five year Ground Transport Plan, and ensuring that aviation security measures are
risk based.
further detail on commercial developments in the
next five years. The Policy highlights that airports must be dedicated
to providing aviation services, and that other
Each element is required to be reviewed every five
developments on site should not be approved if they
years and must be consistent with the
compromise the current or future aviation
Commonwealth Airports Act 1996 (the Act).
operations of the airport.
The Master Plan 2014 is a central element of Perth
The new Commonwealth Governments aviation
Airports Integrated Planning Framework. It provides
policy settings reflect the essential role of Australian
transparency and facilitates public scrutiny of Perth
airports: from major gateway airports and small
Airports medium and long-term development plans
regional airports, to those that support flight training
and environmental management.
and general aviation. The policy considers that
The Master Plan 2014 also provides much of the
airports are key economic drivers, employing in
information that other planning authorities need to
excess of 100,000 people and contributing an
enable them to assess and plan for the interaction of
estimated $17.3 billion to the Australian economy.
the airport with other public infrastructure.
54
This Master Plan 2014 is consistent with the
02
In May 2013, Standards Australia announced its
Governments aviation policy as it supports decision to proceed with an amended review of
development, improvement and safeguarding of AS2021. The approved scope consists of updating
aviation infrastructure at Perth Airport. aircraft fleet details, reviewing the applicability of the
In recognition of the critical role played by Perth standard to small airports, and explaining the
Airport in the economic development and procedures to develop an Australia Noise Exposure
employment framework for Perth and Western Forecast (ANEF). A second project has been agreed
Australia, the Master Plan 2014 incorporates in principle to develop an information document on
application of the Commonwealth Environmental the impact and nature of aircraft noise.
Protection and Biodiversity Conservation (EPBC) Act Perth Airport seeks to implement the NASF where
1999 Environmental Offsets Policy (2012). The applicable throughout its planning as outlined in
application of this policy, in conjunction with the Section 7.
State Governments Strategic Assessment of Perth
and Peel Regions through the Department of Parks 2.3.2 Key Policy Principles for Airspace
and Wildlife (DPaW), will enable suitable Administration
environmental offsets to be determined and applied The Commonwealth Government recognises
(both onsite and offsite), recognising the use of the airspace as a national resource overlying territorial
land within the airport estate to support the Australia and adjacent oceanic regions.
growing demand for airport services. Legislation and policy relating to airports and
aviation, including airspace, is overseen by the
2.3.1 National Airports Safeguarding
Commonwealth Department of Infrastructure and
Framework
Regional Development.
The Commonwealth Government recognises that the
Key principles have been developed by the
current and future viability of aviation operations at
Commonwealth Government to guide the
Australian airports can be threatened by
administration of airspace as a national resource.
inappropriate developments in areas beyond the
The principles are specified in the Australian Airspace
airport lease.
Policy Statement (2012):
The National Airports Safeguarding Framework
(NASF), released in July 2012, aims to safeguard
shall consider the current and future needs of the
Australian aviation industry,
airports and the communities in their vicinity, and to
develop with State, Territory and Local governments
shall adopt proven international best practice
airspace systems adapted to benefit Australias
a national land-use planning regime. The National aviation environment, and
Airports Safeguarding Advisory Group (comprising
high-level Commonwealth, State and Territory
shall take advantage of advances in technology
wherever practicable.
transport and planning officials) has prepared the
CASA sets regulations and standards for civil aviation
National Airports Safeguarding Framework.
operations in Australia, with the Office of Airspace
Commonwealth, State and Territory ministers Regulation (OAR) regulating airspace aspects. The
considered NASF at the Standing Council on Transport Commonwealth Department of Defence is
and Infrastructure (SCOTI) meeting on 18 May 2012. responsible for military aviation operations.
Ministers agreed to NASF, noting the Commonwealths
Air traffic services are provided by Airservices and the
intention to seek a review of Australian Standard
Commonwealth Department of Defence. Perth Airport
2021-2000: Acoustics Aircraft Noise Intrusion
is surrounded by both civil and military airspace.
Building Siting and Construction (AS2021).
55
02. PLANNING CONTEXT
Airports Act 1996 (the Act), reduce potential conflicts between uses of the
Airports Regulations 1997, airport site, and to ensure that the uses of the
Aboriginal and Torres Strait Islander Heritage Plan include the following:
56
be expected to be associated with the
02
development in the area that is adjacent to the
implementation of the plan; airport,
g) the airport-lessee companys plans for dealing h) an environment strategy that details:
with the environmental issues mentioned in i. the airport-lessee companys objectives for the
paragraph (f) (including plans for ameliorating or environmental management of the airport,
preventing environmental impacts), ii. the areas (if any) within the airport site which the
ga) in relation to the first five years of the master plan airport-lessee company, in consultation with State
a plan for a ground transport system on the and Federal conservation bodies, identifies as
landside of the airport that details: environmentally significant,
i. a road network plan, iii. the sources of environmental impact associated
ii. the facilities for moving people (employees, with airport operations;
passengers and other airport users) and freight iv. the studies, reviews and monitoring to be carried
at the airport, out by the airport-lessee company in connection
iii. the linkages between those facilities, the road with the environmental impact associated with
network and public transport system at the airport operations,
airport and the road network and public v. the time frames for completion of those studies
transport system outside the airport, and reviews and for reporting on that monitoring,
iv. the arrangements for working with the State or vi. the specific measures to be carried out by the
local authorities or other bodies responsible for airport-lessee company for the purposes of
the road network and the public transport preventing, controlling or reducing the
system, environmental impact associated with airport
v. the capacity of the ground transport system at operations,
the airport to support operations and other vii. the time frames for completion of those specific
activities at the airport, measures,
vi. the likely effect of the proposed developments viii. details of the consultations undertaken in
in the master plan on the ground transport preparing the strategy (including the outcome of
system and traffic flows at, and surrounding, the consultations),
the airport. ix. any other matters that are prescribed in the
gb) in relation to the first five years of the master plan regulations,
detailed information on the proposed j) such other matters (if any) as are specified in the
developments in the master plan that are to be regulations.
used for: A new Master Plan must be developed at least
i. commercial, community, office or retail purposes, every five years (Section 77) and relate to a
ii. for any other purpose that is not related to airport planning period of 20 years (Section 72). In
services, accordance with these requirements, the then
gc) in relation to the first five years of the master plan Commonwealth Minister for Transport and
the likely effect of the proposed developments in Regional Services approved Perth Airports first
the master plan on: Master Plan in May 1999. The third and latest Perth
i. employment levels at the airport, Airport Master Plan 2009 was approved by the
ii. the local and regional economy and then Minister for Infrastructure, Transport,
community, including an analysis of how the Regional Development and Local Government on 2
proposed developments fit within the planning November 2009.
schemes for commercial and retail
57
02. PLANNING CONTEXT
The Act was amended in 2012 and now requires the In addition, the EPBC Act confers jurisdiction over
Environment Strategy to be incorporated into the actions that have a significant impact on the
Master Plan, with both documents included in one environment where the actions affect, or are taken
consultation and public comment process. on, Commonwealth land or are carried out by a
The then Commonwealth Minister for Transport and Commonwealth agency (even if that significant
Regional Services approved the first Perth Airport impact is not one of the nine matters of national
Environment Strategy in August 1998 and the Perth environmental significance). Collectively these are
Airport Environment Strategy 2009-2014 was termed protected matters.
approved on 15 September 2009. The EPBC Act has provisions which address any action
To align the Master Plan and Environment Strategy, likely to have a significant impact on a protected matter.
the Commonwealth Minister for Infrastructure and A significant impact, as defined by the EPBC Act, is an
Regional Development approved an extension of the impact which is important, notable, or of consequence,
Environment Strategy 2009-2014 under Section having regard to its context or intensity. Significant impact
86A of the Act. guidelines assist in the determination of whether an
A compliance matrix for this Master Plan 2014 action is significant for a protected matter. A
against the relevant requirements of the Act and requirement of the Act and the EPBC Act is that Perth
associated regulations is included in Appendix A. Airport must seek approval for a significant impact on
any protected matter via the Act through the Major
2.3.5 Environment Protection and Development Plan process.
Biodiversity Conservation Act 1999 While not directly applicable to the site occupied by
The Environment Protection and Biodiversity Perth Airport, operational improvements, and in
Conservation Act 1999 (EPBC Act) is the particular airspace changes resulting from a new
Commonwealth Governments central environmental runway, are likely to require assessment under
legislation. It provides a legal framework to protect Section 160 of the EPBC Act.
and manage nationally and internationally important
flora, fauna, ecological communities and heritage 2.3.5.1 Environment Protection and
places, defined in the EPBC Act as matters of Biodiversity Conservation Act 1999
national environmental significance. Environmental Offset Policy (2012)
The nine matters of national environmental The EPBC Act 1999 Environmental Offset Policy
significance to which the EPBC Act applies are: (2012) provides guidance on the role of offsets in
Ramsar wetlands after the international treaty considers the suitability of proposed offsets.
The Policy recognises that there are different ways
under which such wetlands are listed), to achieve good environmental outcomes and
nuclear actions.
58
2.3.6 Aboriginal and Torres Strait Islander
02
environmental impact assessment, management,
Heritage Protection Act 1984 pollution prevention, and reporting.
The Aboriginal and Torres Strait Islander Heritage The Civil Aviation Safety Regulations Part 139
Aerodromes which prescribes the
Protection Act 1984 enables the Commonwealth to
respond to requests to protect important requirements for aerodromes used in air
Indigenous areas and objects that are under threat transport operations.
The Native Title Act 1993 recognises and protects Commonwealth legislation, State legislation may
native title rights and interests where native title apply. State legislation that may be applicable to
refers to the communal, group or individual rights Perth Airport includes the Aboriginal Heritage Act
and interests of Aboriginal peoples or Torres Straight 1972 and the Bush Fires Act 1954.
Islanders in relation to land or waters. Native title can While State planning laws do not apply to the Perth
be extinguished by the issue of Crown leases however Airport lease area, the Act and subsidiary regulations
members of the community maintain the right to require that the Preliminary Draft Master Plan 2014,
submit applications for native title. where possible, describes proposals for land-use
planning and zoning in a format consistent with that
2.3.8 Civil Aviation Act 1988 used by the State or Territory in which the airport is
The Civil Aviation Act 1988 establishes a regulatory located.
framework for maintaining, enhancing and Where possible, this Preliminary Draft Master Plan
promoting the safety of civil aviation, including the 2014 has considered State planning requirements
design and operations of Perth Airport. The Act and has used zones and land uses descriptions
establishes the Civil Aviation Safety Authority (CASA) derived from the surrounding Local government
and all its functions including the role of conducting planning frameworks.
safety regulations in accordance with the
State government planning is controlled by the
Civil Aviation Act 1988 and its regulations.
Western Australian Planning Commission (WAPC)
2.3.9 Regulations which administers the State Planning Framework and
The Regulations that are relevant to Perth Airport the Metropolitan Region Scheme (MRS) and
planning and development include: disseminates policies and strategies on a wide range
59
02. PLANNING CONTEXT
areas surrounding the estate, and are considered to principle 24-hour airport for the Perth metropolitan
be consistent with the respective surrounding local region. The State has recognised the need to identify
government land use zones. Development at Perth and Theland
protect Draft Western
for a future secondary commercial
Airport also assists to increase employment- Australian
air services airport in theState Aviation
Perth region, however the
generating land uses and in achieving the activity State does not expectidentifies
Strategy this will be required
Perthin the next
centre objectives of the State Government. 40 to 50-year period.
Airport as the sole
2.4.1 Aboriginal Heritage Act 1972 and principle 24-hour
The Aboriginal Heritage Act 1972 provides for the airport for the Perth
preservation (on behalf of the community) of places metropolitan region.
and objects customarily used by or traditional to the
original inhabitants of Australia or their descendants.
In the absence of any prescriptive Commonwealth
legislation, the Act bears direct relevance, particularly
Perth Airport planning has identified that it can meet
where the State Department of Aboriginal Affairs site
the States needs for the term of the airport lease.
register indicates the presence of sites.
Perth Airport appreciated the collaborative
2.4.2 Draft Western Australian State approach taken by the State Government to prepare
Aviation Strategy (2013) the Draft Western Australian State Aviation Strategy
In August 2013, the State Department of Transport and looks forward to continuing to work with the
released the Western Australian State Aviation State Government to improve aviation services in
Strategy (2013) Draft for Public Comment. The State Western Australia.
covering economic development, planning, tourism, WAPC and endorsed by the State Cabinet, was
local government and regional development. launched in June 2014. The strategy provides the
strategic guide for land use planning within Western
The Draft Western Australian State Aviation Strategy
Australia until 2050 as well as the vision and
states that it is aimed at supporting the economic
principles for coordinated and sustainable
and social development of the State through the
development.
provision of safe, affordable, efficient and effective
aviation services and infrastructure. It seeks to The State Planning Strategy does not provide a
respond to current deficiencies in the States aviation specific land use plan for the Perth metropolitan
infrastructure for all non-federally leased airports region, however it does identify the need to provide
and the regional airport network, airport governance efficient transport routes and hubs. It also recognises
and levels of aviation service competition. The draft Perth Airport as a key element in the movement
strategy proposes actions that the State will take to network of the State, and as the international
work in partnership with airports, regional shire gateway to Perth and Western Australia and focal
councils, airlines, and the resources and energy point for the growth of the tourism industry.
60
2.4.4 Directions 2031 and Beyond (2010)
02
strategic priorities for the long-term development of
The WAPC released Directions 2031 and Beyond the sub-region. Perth Airport is identified as a
(Directions 2031) in 2010, as the highest level spatial specialised centre; the strategy outlines that Perth
framework and strategic plan for the Perth and Peel Airport has the potential to capitalise on already high
The central sub-region of metropolitan Perth The continued non-aviation development of land not
encompasses the Local governments of Bayswater, required for long-term aviation services on the
Belmont, Canning, Fremantle, Melville, Nedlands, airport estate, as discussed in Section 5, is wholly
Perth, South Perth, Stirling, Subiaco, Peppermint consistent with the Economic and Employment Lands
Grove, Bassendean, Cambridge, Claremont, Strategy as it assists to create an employment hub
Cottesloe, East Fremantle, Mosman Park, Victoria and brings land into productive use, capitalising on
Park and Vincent. the locational attributes of the airport estate.
61
02. PLANNING CONTEXT
62
In practice, the policy requires relevant Local
02
2.4.10 State Planning Policy 2.8
governments to give due consideration to the Bushland Policy for the Perth
airports Australian Noise Exposure Forecast (ANEF) Metropolitan Region (2010)
contours for ultimate development in local planning The State Planning Policy 2.8 identifies measures
decision making. This ensures that policy measures that will apply to proposals or decisions that are likely
(such as zoning, residential density, subdivisions/ to have an adverse impact on regionally significant
strata subdivisions, development, notification on bushland within a Bush Forever site, as identified in
titles, and advice) are appropriately applied to the policy and the Metropolitan Region Scheme (MRS).
applications for development, to avoid potential land
Perth Airport will have regard for areas identified as
use planning conflicts, which may subsequently
Bush Forever on the airport estate however these
impact and restrict airport operations.
areas have not and do not prevent the approval of
Under the Act, Perth Airport is required to produce any use or development on the airport estate.
an ANEF for technical endorsement by Airservices.
The Draft State Planning Policy 5.1 (SPP 5.1) currently 2.4.11 Metropolitan Region Scheme
includes the ANEF produced for the Master Plan The Metropolitan Region Scheme (MRS) is prepared
2004. SPP 5.1 will need to be amended again to and administered by the WAPC as the principal
reflect the ultimate ANEF 2014 developed as part of planning scheme for the Perth metropolitan region.
this Draft Master Plan 2014. Airservices endorsed the The MRS considers generalised broad-scale land uses
ANEF on 4 June 2014. The ultimate ANEF 2014 is and sets out regional reservations.
discussed in Section 7.
The major proportion of the airport estate is
The Draft Master Plan 2014, and the ultimate ANEF reserved for Public Purposes: Commonwealth
contained within the plan, are consistent with, and in Government and the remaining approximately 18.14
the case of the ANEF, form an integral part of the hectares is zoned Urban under the MRS. The land
State Government planning policy for land use zoned Urban is considered an anomaly, and Perth
surrounding Perth Airport. Airport will work with the WAPC to pursue rezoning
to be consistent with the remainder of the estate.
2.4.9 State Planning Policy 5.4 Road and
The MRS does not place any limitations on
Rail Transport Noise and Freight
permissible land uses for reserved land.
Considerations in Land Use Planning
(2009) The airport estate in the context of the MRS is shown
in Figure 2.1 (see over page).
The State Planning Policy 5.4 identifies the primary
freight roads and rail routes within the Perth
metropolitan area, with the objective to protect these
key corridors from future urban expansion. The Metropolitan Region
The policy identifies Perth Airport as an intermodal Scheme does not place
freight terminal, and delineates both Tonkin Highway
any limitations on
and Great Eastern Highway as Primary Freight Routes.
permissible land uses
for reserved land.
63
02. PLANNING CONTEXT
M ETR OP OL I TA N R E G I O N S C H E M E
64
PA
SS
02
BY
AY
W
GH
HI GREAT EASTERN HIGHWAY BYPASS
N KAL
ER AMU
ST NDA
ROA
EA D
AT
R
E
VE
GR
RI
AN
SW
Y
A
W
H
IG
H
N
ER
ST
EA
T
EA
R
G
21
24
K
A
LA
M
U
N
D
A
URBAN ZONE
R
O
A
(18.2HA)
D
)
m
45
X
3m
16
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/ 24
06
AY
NW
RU
D
IN
SW
OS
CR
TO
NK
IN
HIG
06
HW
AY
)m
X 45
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(2 16
/2 1R
0 3L
WAY
RUN
M A IN
PERTH
AIRPORT
03 ESTATE
AD
Y RO
NETH
ABER
WAY
RAIL
Y
A
W
AY
H
IG
W
H
GH
E
O
R
HI
H
AC
LE
D
A
O TO
R NK
LE IN
A HI
D GH
W
EW AY
K
Figure 2.1 Perth Airport estate in the context of the Metropolitan Region Scheme
Source: Western Australian Planning Commission
65
02. PLANNING CONTEXT
66
2.4.12.2 City of Swan Local Planning
02
2.4.12.4 Proposed Perth Metropolitan
Scheme No. 17 Local Government Reform
The City of Swan Local Planning Scheme No. 17 Following the 2012 report of the State Government
(LPS 17) has Industrial, Residential and Rural areas appointed independent Metropolitan Local
adjacent to the airport estate. The majority of the Government Review Panel, in late 2013, the State
City of Swan is a mix of Residential, Commercial, Government announced plans for widespread
Industrial and Rural zoned land, across an area that changes to Perths metropolitan Local governments.
is the second-largest municipality in Western Based on the proposed Local government reform,
Australia and is serviced by Midland City Centre, relative to the airport estate, the City of Belmont is
which is classified as a Strategic Metropolitan Centre proposed to be merged with the neighbouring Shire
under the provisions of SPP 4.2 Activity Centres for of Kalamunda, with this merged Local government to
Perth and Peel. include the portion of the City of Swan currently
within the airport estate, and generally south of the
2.4.12.3 Shire of Kalamunda Local Planning
Great Eastern Highway.
Scheme No. 3
The City of Swan is proposed to be merged with the
The Shire of Kalamunda Local Planning Scheme No. 3
neighbouring Shire of Mundaring, with the southern
(LPS 3) has Industrial and Residential areas
boundary of this merged Local government to be
adjacent to the airport estate. The majority of the
generally aligned with the Great Eastern Highway
Shire of Kalamunda is zoned for residential, rural-
Bypass, Talbot Road and Adelaide Street.
residential and rural development, and reserved for
State forest and parks and recreation. Upon the State Governments proposed Local
government reform occurring as described, all of the
airport estate would be located within the merged City
of Belmont/Shire of Kalamunda proposed new Local
Perth Airport works government. When this occurs, in the short term, it is
with Local governments expected that the existing operative Local government
town-planning schemes will remain in force. The State
through the Perth
Government has announced that these new Local
Airports Municipalities governments will come into effect from 1 July 2015.
Group.
2.4.13 Hazelmere Enterprise Area
Structure Plan
The Hazelmere Enterprise Area Structure Plan
(HEASP) has been prepared on behalf of the City of
Swan and the State Department of Planning. It
provides a structural framework to guide future
planning and decision making that optimises the
development of Hazelmere in a sustainable way,
including appropriate responses to the sensitive
environmental features, necessary servicing and
infrastructure to support industrial development, and
surrounding residential areas. The north-east corner
of airport estate falls within the HEASP area.
67
02. PLANNING CONTEXT
Figure 2.2 Perth Airport in the context of the Local government boundaries
Source: Department of Local Government
68
2.5 Perth Airport Integrated Planning Framework
02
Perth Airport devotes significant resources to assessed and incorporated into future strategic
planning and has developed an Integrated Planning planning and development. The following flow chart
Framework that ensures the interrelationships provides a general description of Perth Airports
between the various inputs are properly defined, Integrated Planning Framework.
Development Plan
Development Objectives
Ground Transport Plan
Environment Policy
Environment Strategy
Sustainability Strategy
Celebrating Aboriginal
culture at Perth Airport
Commercial and
property strategy
Stakeholder Engagement
69
02. PLANNING CONTEXT
2.5.1 Development Objectives for Taking into account these corporate objectives, Perth
Perth Airport Airport has development objectives which underpin
Developments at Perth Airport are guided by a set of the overall development plans described in this Draft
companys vision and corporate objectives. They also impact each of the specific investments in
Perth Airports vision is to operate an outstanding facilities and infrastructure at the airport.
conducting
astute manner,
our business in a commercially
providing
employment,
our employees with satisfying
70
02
71
P ER TH AI R P O R T D E V E LO PM E N T O BJ E C T I V E S
O B JE C TIVE
provide
OB JE C T IV E
a level of service that strikes an
appropriate balance between efficiency, amenity Ensure all facilities are
and cost, safe and secure for all
seek to time investment in infrastructure supply
to match demand so as to control costs,
people who use them
or live in the vicinity of
provide suitable levels of service and amenity for
elderly and disabled community members, and
the airport.
To achieve this objective we will ensure
are configured so as to achieve operational
efficiency to minimise the cost of services
the facilities design and operation:
provided by Perth Airport and to enable airlines takes into account the prevailing
aviation security risk environment,
to achieve targets in relation to operating costs
and on-time performance. addresses all sources of public
safety risk,
To achieve this objective we will ensure the facilities are: supports and enables those
authorities with public safety and
compatible with the core role of the airport to
provide safe and reliable aviation services,
security responsibilities at Perth
Airport in fulfilment of their roles,
compatible with land use planning in the
communities neighbouring the airport,
and
leverage from the linkage of metro transport hub emergency design considerations
will have regard to advice from
and proximity to the CBD, and
relevant tate agencies to ensure
oftheaunique
nature that, wherever possible, maximises
benefits provided by close proximity to
emergency management is
effective.
the airports aviation services.
72
02
O B JE C T I VE
consistent with Perth Airports Aboriginal heritage and engagement policy framework,
O B JE C T I VE OB JE C T IV E
Ensure that the airports Ensure that Perth Airport Pty Ltd
development and achieves an adequate and
operation minimises sustained return on investment
adverse impact on to support continuing
surrounding communities investment in the facilities.
and the environment, To achieve this objective we will seek to ensure
and that emissions which facilities design, construction and operation is
contribute to human- undertaken:
induced climate change based on effective assessment of financial risk,
are minimised. of financial risk between Perth Airport and our
with appropriate and transparent apportionment
minimisation technologies, and monitor the activities of current and future tenants
with critical infrastructure within or adjacent to
takes into account all relevant
Australian and international standards.
their lease areas to ensure that use of the land
does not negatively impact on the infrastructure.
73
02. PLANNING CONTEXT
The Master Plan 2014 retains the fundamental industry partners and other external stakeholders.
concepts of the Perth Airport Master Plan published This Master Plan 2014 presents concepts for
by the then Commonwealth Department of Aviation developing the airport site for the next 20-year
in 1985, which identified a proposed location for a period. Further detail is provided for what is expected
new runway. Figures 2.4, 2.5, 2.6 and 2.7 show that to occur in the first five-year period for ground
the location of the new runway (03R/21L), which is to transport and non-aviation development.
be parallel to the main runway (03L/21R), has not It is essential that land is safeguarded for the
changed from that provided in previous Master Plans ultimate airfield configuration of the airport, even
(1999, 2004 and 2009). though some of the components of these
In preparing the Master Plan 2014, Perth Airport has developments are not planned within the next
reviewed previous studies and reassessed the 20-year period. Therefore, long-term concepts are
location and spatial requirements for land use also included for aviation developments. This
developments to cater for aviation needs over the 20 information is provided as an indicative concept but
year planning period. The long-term planning it is the actual growth in traffic demand and
requirements beyond the 20-year planning period commercial needs of Perth Airports customers that
have also been considered. will influence the actual timing of the developments.
The key consideration of the reviews was to ensure The Environment Strategy outlines potential
accommodated aviation growth forecasts, including operation at the airport, and sets strategies and
aviation support facilities, safeguarding for ground management in relation to these impacts. It
transport requirements, and integration with Local details strategies the airport will adopt in the
government planning schemes, while managing upcoming five-year period to achieve continuous
non-aviation precincts will seek to be consistent with The Environment Strategy has been developed using
local planning and compliment adjoining development. similar principles as the Master Plan 2014. Previous
State and Local planning outcomes which facilitate strategies were reviewed, areas requiring further
the economic development and enhancement of the analysis were identified, and the future of the airport
key corridors connecting Perth Airport to the Perth estate was considered in the context of growth
CBD, and to other key metropolitan regional centres, forecasts, and environmental values and processes.
are supported. While these developments occur The delivery and implementation of the Master Plan
outside of the airport estate and control, they forms a critical part of the Perth Airport operations
formalise and support the role and function of Perth and decision-making processes. Annual-based
Airport as an integrated and essential economic estimates of timing for works can be inaccurate and
element of the Perth metropolitan system. misleading, given the volatility of forecasting and the
The reviews also focused on ensuring that the process of determining commercial arrangements
integration of both aviation developments and the for new works. While broad figures such as the annual
development of commercial precincts on the airport passenger movements have a role in planning and
estate provide a safe and efficient airport environment. defining triggers for development, it is acknowledged
The planning also considered pre-existing interests that more specific metrics should be adopted for
on the airport estate, including easements. each element of the aviation-related function.
These reviews were undertaken in consultation with The Master Plan 2014 defines these triggers in
75
02. PLANNING CONTEXT
76
02
77
02. PLANNING CONTEXT
78
ASQ key areas include:
02
Customer service standards are informing new
access to and from the airport, terminal layout, other infrastructure design, and
passport control,
check-in, when facilities such as these should be delivered.
Runway peak period aircraft movement demand for arrivals, departures or a mix of arrivals and departures
annual aircraft movements for long term planning
improve taxiing delays, fuel burn and emissions
on time performance
introduction of new aircraft
Taxiways reduce taxiing delays, fuel burn and emissions
reduce runway occupancy time (ROT)
introduction of new aircraft
new terminals
link in with new runway infrastructure
improved safety
Apron busy hour demand
new terminals
improved customer experience
new aircraft, larger aircraft size
overnight parking demands
improved safety
Terminals busy hour demand
new terminals
improved customer experience
reduce processing delays (such as improving security screening processing times)
new legislation (such as new security screening measures)
improved safety
Roads improved customer experience
improved safety
improved delays and congestion
react to a change in mode share
connect to new external road access points
new terminals
new commercial developments
Table 2.1 Overview of development triggers that guide the timing of Perth Airport developments
Source: Perth Airport Pty Ltd
79
02. PLANNING CONTEXT
Environmental management at Perth Airport is guided increased presence of low-cost carriers both
domestically and internationally,
by a vision to operate and grow in a manner that
minimises environmental impact and builds towards declining real airfares despite high fuel prices, and
sustainable solutions for the development and wide-bodied trans-Australia aircraft seats
stimulus of domestic capacity increase, with
management techniques, engaging staff, contractors, Factors which were expected to impede growth,
tenants and the wider community in the operation including high oil prices and the Global Financial Crisis,
and growth of the airport. which influenced Perth Airports 2009 activity forecasts,
As a result of developments on the airport estate, did not materially impact demand for aviation services.
80
02
PASS E N G E R GROWT H OVER T HE PAST FIVE YEA RS
Passenger
Numbers
000S
1 6,00 0
DOMESTIC INTERNATIONAL
1 4 ,00 0
1 2 ,00 0
1 0 ,00 0
8,0 00
6,0 00
4 ,0 00
2 ,00 0
0
FY09 FY10 F Y 11 F Y 12 F Y 13
Figure 2.8 Five year comparison for International and Domestic passenger numbers
Source: Perth Airport Pty Ltd
Passenger
Numbers
000S
1 2 ,00 0
INTRASTATE INTERSTATE
1 0 ,00 0
8,00 0 38%
37%
35%
34%
6,0 00 32%
4 ,0 00
2 ,0 00
0
FY09 FY10 F Y 11 F Y 12 F Y 13
Figure 2.9 Growth in Intrastate versus Interstate passenger numbers over five years
Source: Perth Airport Pty Ltd
81
02. PLANNING CONTEXT
%
DOMESTIC INTERNATIONAL
16
14
12
10
-2
F Y 07 FY08 FY09 F Y 10 F Y 11 F Y 12 F Y 13 F Y 14
Figure 2.10 Year on year International and Domestic passenger growth comparison at Perth Airport
Source: Perth Airport Pty Ltd
Three major economic uncertainties exist for airline turning point. It is unlikely that new projects entering
82
Global aviation developments will also influence
the
02
competitiveness (quality, product attributes
growth at Perth Airport, taking into consideration: and price) of a destination compared to
2.7 Perth Airport Activity Forecasts there would be a greater slowdown in Australia
and China than actually occurred, and
It is important to note that airline passenger
forecasts are not based on a single homogenous
the impact on the resource sector would be longer
lasting and more severe than actually occurred.
market. In preparing passenger forecasts, a
Similarly the Master Plan 2004 forecasts were
segmentation approach is applied to Perth Airports
prepared following the terrorist attacks of September
international and domestic markets to better
11 2001 and those in Bali in 2002; the collapse of
understand and assess the significance of different
Ansett in 2001; and the SARS outbreak in early 2003.
traffic drivers. This approach allows for a clearer
The 2004 forecasts were also prepared prior to the
picture of the relative size and impact of each market
higher commodity prices, significant investment in
segment, resulting in forecasts that are more
the resource sector, high Australian dollar and
responsive to events specific to a given market.
growth of low-cost carriers.
A large number of factors influence the growth in air
Both the 2004 and 2009 Master Plan forecasts were
travel, the most significant ones being:
made publicly available as part of the consultation
gross
level,
domestic product on a national and regional
processes to prepare the Master Plans required of
Perth Airport by the Act. No criticism was received
disposable incomes of potential travellers (both
the level of income and confidence that these
about forecasts during either process. Airlines
advised that they considered the forecasts to be
levels will be maintained and grow are important),
appropriate.
component of travel,
the price of air transport and the ground
83
02. PLANNING CONTEXT
85
02. PLANNING CONTEXT
2.7.4 Passenger Forecasts The passenger forecasts provided in Table 2.2 are
Based on a central scenario, annual international based on the central scenario passenger growth rate.
passengers at Perth Airport are forecast to grow Based on a high scenario passenger growth rate, total
from 3.76 million in 2013 to 8.57 million in 2034. In annual passengers are forecast to grow from 13.66
the same period, annual domestic passengers are million in 2013 to 32.83 million in 2034. This high
forecast to grow from 9.9 million to 19.88 million. growth rate scenario is based on a higher Gross
Total annual passengers are forecast to grow from Domestic Product growth than the central forecast. A
13.66 million in 2013 to 28.45 million in 2034. These summary comparison between the low, central and
forecasts and the annual percentage growths are high scenario forecasts is shown in Figure 2.11.
2013
F IN A N C IA L YEAR 2014 2 01 5 2 01 6 2 01 7 2 01 8 2 01 9 2024 2 02 9 2 03 4
( ACTUAL)
IN TE R N ATIONAL
Passengers 3,764 4,120 4,325 4,514 4,707 4,897 5,086 6,119 7,280 8,566
Annual Percentage Change 7.8 % 9.6 % 5.0 % 4.4 % 4.3 % 4.0 % 3.9 % 3.8 % 3.5 % 3.3 %
DO M E STIC
- Interstate Passengers 6,097 6,149 6,382 6,616 6,940 7,285 7,638 9,313 11,078 12,895
- Intrastate Passengers 3,804 3,716 3,701 3,855 4,040 4,204 4,369 5,212 6,070 6,987
Domestic Total 9,901 9,865 10,084 10,470 10,979 11,489 12,007 14,525 17,149 19,882
Annual Percentage Change 8.3% -0.4 % 2.2 % 3.8 % 4.9 % 4.6 % 4.5 % 3.9 % 3.4 % 3.0 %
Total Passengers 13,664 13,985 14,409 14,984 15,686 16,387 17,093 20,645 24,428 28,448
Annual Percentage Change 8.2 % 2.3 % 3.0 % 4.0 % 4.7 % 4.5 % 4.3 % 3.8 % 3.4 % 3.1 %
Table 2.2 Passenger forecasts for Perth Airport (000s Passengers) central scenario
Source: Tourism Futures International (2014)
Note: a) Annual change to 2018/19, Five-year Compounded Annual Growth Rate for 2023/24 and following.
b) Excludes transit and domestic on-carriage.
86
PE R T H A I R PORT TOTA L PASSEN GER FO RECASTS
02
000S
3 5 ,0 00
HIGH CENTRAL LOW
3 0 ,00 0
2 5 ,00 0
PASSEN GER NUM BER S
2 0 ,00 0
1 5 ,0 00
1 0,0 00
5 ,0 00
0
2 013
2 014
2 015
2 016
2 017
2 018
2 019
2 02 0
2 02 1
2 02 2
2 02 3
2 02 4
2 02 5
2 02 6
2 02 7
2 02 8
2 02 9
2 03 0
2 03 1
2 03 2
2 03 3
2 03 4
Figure 2.11 Total passenger forecasts comparison for Perth Airport
Source: Tourism Futures International (2014)
Note: Annual change to 2018, Five-year Compounded Annual Growth Rate for 2022 to 2034.
PASS ENGER G R OW T H
2034
2013
2009
9.9m ACTUAL
contribution to grp
13.7m
ACTUAL
28.5m
FORECAST
PASSENGERS PASSENGERS PASSENGERS
87
02. PLANNING CONTEXT
2.7.5 Aircraft Movement Growth Forecasts The aircraft movement forecasts provided in Table
Based on a central scenario, annual international 2.3 are based on a central scenario growth rate.
aircraft movements at Perth Airport are forecast to Based on a high scenario growth rate, total annual
grow from 21,200 in 2013 to 33,800 in 2034. In the aircraft movements are forecast to grow from
same period, annual domestic aircraft movements 151,300 in 2013 to 242,400 in 2034. A summary
(excluding general aviation aircraft) are forecast to comparison between the low, central and high
grow from 89,000 in 2013 to 138,000 in 2034. scenario forecasts is shown in Figure 2.12.
2013
F IN A N C IA L YEAR 2014 2 01 5 2 01 6 2 01 7 2 01 8 2 01 9 2024 2 02 9 2 03 4
( ACTUAL)
IN TE R N ATIONAL MOVEMENTS
Passengers 21.2 24.2 25.3 25.6 26.1 26.5 26.9 29.2 31.3 33.8
Annual Percentage Change 7.2% 14.4% 4.5% 1.4% 1.8% 1.6% 1.5% 1.7% 1.4% 1.5%
DO M E STIC MOVEMENTS
Passenger Aircraft 89.5 91.8 91.7 93.9 96.4 98.9 101.5 113.2 124.6 138.4
Annual Percentage Change 10.3% 2.6% -0.2% 2.4% 2.7% 2.7% 2.6% 2.2% 1.9% 2.1%
F R E IGHTE R S
Movements 1.4 1.4 1.4 1.5 1.6 1.7 1.8 2.0 2.3 2.6
GE N E R A L AV I ATI ON
Passenger Aircraft 39.3 33.9 34.3 34.7 37.0 39.3 41.8 44.3 46.3 47.9
TOTA L MOVEMENTS
Movements 151.3 151.2 152.7 155.8 161.0 166.5 172.0 188.8 204.6 222.7
Annual Percentage Change 7.2% 0.0% 0.9% 2.0% 3.4% 3.4% 3.3% 1.9% 1.6% 1.7%
Table 2.3 Aircraft movement forecasts for Perth Airport (000s Movements)
Source: Tourism Futures International (2014)
Note: Annual change to 2018, Five-year Compounded Annual Growth Rate for 2023 to 2034.
88
PE R T H A I R PO R T TOTA L A IRCRA FT MOVEMEN T FO RECASTS
02
000S
3 0 0.0
HIGH CENTRAL LOW
2 5 0.0
A IRCRA FT MOVEM ENTS
2 0 0,0
1 5 0.0
1 00 ,0
5 0 .0
0 .0
2 013
2 014
2 015
2 016
2 017
2 018
2 019
2 02 0
2 02 1
2 02 2
2 02 3
2 02 4
2 02 5
2 02 6
2 02 7
2 02 8
2 02 9
2 03 0
2 03 1
2 03 2
2 03 3
2 03 4
Figure 2.12 Total aircraft movement forecasts comparison for Perth Airport (000s Aircraft)
Source: Tourism Futures International (2014)
Note: Annual change to 2018, Five-year Compounded Annual Growth Rate for 2019 to 2034.
AI R C R AF T M OV E M E N T G R OW T H
2034
2013
2009
119,046ACTUAL
contribution to grp
151,300
ACTUAL
222,700 FORECAST
MOVEMENTS MOVEMENTS MOVEMENTS
89
02. PLANNING CONTEXT
2.7.6 Air Freight Growth Forecasts While the number of dedicated air freight services
There are limited dedicated air freight services at is currently limited, it is recognised that as the
Perth Airport. In 2013, there were approximately overall airport scale and Perth catchment grows,
1,400 dedicated air freight movements, representing the air freight volume will also increase as shown in
Most air freight at Perth Airport is carried in the hold Generally, landed tonnage can be used as an
of regular public transport (RPT) air services and it is indication of air freight activity because larger
an important factor in the financial viability of aircraft are able to carry more freight. Therefore, as
scheduled air services. The rate of growth of air the size of the average aircraft increases this may
freight therefore has some correlation with the rate result in the growth in air freight volumes.
TONNES
000S
120
AIR FREIGHT TONNAGE
1 00
80
60
40
20
0
20 13
20 1 4
2 0 15
20 1 6
2 0 17
20 1 8
20 1 9
20 20
20 2 1
20 2 2
2 0 23
20 2 4
20 25
20 2 6
20 27
20 28
20 2 9
20 3 0
20 3 1
2032
20 3 3
20 3 4
Figure 2.13 Total tonnage forecasts for Perth Airport (000s Tonnes)
Source: Tourism Futures International (2013)
Note: Annual change to 2018, Five-year Compounded Annual Growth Rate for 2019 to 2034.
90
2.7.7 Passenger Growth Forecasts
02
The three independently prepared forecasts provide
Comparison similar outcomes in the ten year period to 2022 as
There have been three separate passenger forecasts shown in Table 2.3.
prepared in relation to Perth Airport in 2012, 2013 The differences in the total annual passengers
and 2014, as follows: produced by the three forecasts in 2031 are shown in
Infrastructure, Transport and Regional Economics development planning and infrastructure investment
decision making; forecasting of activity during the
(BITRE). first 10 years is far more relevant. Perth Airport
updates its activity forecasts annually and is
required to develop an updated Master Plan every
five years. Therefore the forecasts related to
infrastructure investment and decision making are
regularly reviewed.
Table 2.4 Comparison of Perth Airport, State Government and BITRE passenger forecasts
Source: TFI (2014), GHD (2013), BITRE (2012)
Table 2.5 Comparison of Perth Airport, State Government and BITRE passenger forecasts
Source: TFI (2014), GHD (2013), BITRE (2012)
91
The State Government also requested that BITRE To ensure that Perth Airport is able to meet future
develop a high growth scenario. These long range demand when required, detailed analysis is
forecasts prepared by BITRE are provided in Figure undertaken annually of the factors that impact and/
2.14. The high growth scenario shows total passenger or trigger the need for infrastructure developments,
numbers through Perth Airport increasing by 7.0 per in addition to preparing a new Master Plan every five
cent per annum over the next 19 years, to 48.7 million years. These revalidation processes help to ensure
in 2031, compared to growth of 4.1 per cent per (to the best of current available knowledge) that
annum over the next 19 years to 28.6 million in 2031 infrastructure capacity is delivered to meet demand,
under the base case scenario (base case scenario is and that it is not delivered too early, noting that this
equivalent to Perth Airports central scenario). would place unnecessary costs on the users of Perth
The significant outperformance of actual passenger Airport, including the travelling public. Perth Airport
movements compared to the 2004 and 2009 Master also ensures that its infrastructure planning and
Plan forecasts reflects that the key inputs into the design emphasise modularity and flexibility to
forecasts have proven difficult for industries, support construction of expanded capacity within
governments, and Perth Airport to forecast. This high shortened timeframes. Importantly, Perth Airports
level of uncertainty surrounding key forecasting infrastructure development plans are such that high
inputs means Perth Airport needs to ensure that its activity forecasts will trigger timely development to
infrastructure development plans are sufficiently ensure capacity exists to support continuing growth,
advanced and flexible to be able to cater for periods while providing acceptable levels of service. Perth
of strong growth. This consideration has underpinned Airport is committed to ongoing consultation with
Perth Airports development planning since 2008 State and Local government agencies through the
and will continue to do so. Perth Airport Planning Coordination Forum.
Passenger
Numbers HIGH BASE CASE LOW
000S
5 0 ,00 0
4 5 ,00 0
ACTUAL FORECAST
4 0 ,00 0
3 5 ,0 00
3 0,0 00
2 5 ,0 00
2 0,0 00
1 5 ,0 00
1 0,0 00
5 ,0 00
0
20 0 1-0 2
20 0 2-0 3
20 03 -0 4
20 04 -0 5
20 0 5- 0 6
2 00 6- 0 7
2 00 7- 0 8
20 0 8- 0 9
2 00 9 -10
20 10- 11
20 11- 12
20 12- 13
20 13- 14
20 14- 15
20 15-1 6
20 16- 17
20 17- 18
2 01 8-1 9
20 19 -2 0
20 20 -21
20 21- 22
20 22- 23
20 23- 24
20 24- 25
20 25- 26
20 26- 27
20 27- 28
202 8- 29
20 29 -3 0
20 30 - 31
92
02
West Australians now have
access to a greater choice
of destinations, lower fares
and more convenience
than ever before.
93
03. LAND USE PLANNING
Perth Airport is one
of the most important
elements of public
transport infrastructure
in Western Australia.
03
03. LAND USE PLANNING
3.1 Land Use Plan The concept of a precinct within the context of the
The Perth Airport Land Use Plan primarily airport estate can be compared to the concept of a
safeguards the long-term airfield, terminal and suburb (or locality) within a Local government area.
aviation support configuration while also ensuring At this high-level, the precincts define the locational
an appropriate level of flexibility to respond to characteristic of a respective area but not the land
operational requirements, market developments uses or zones, in the same way that a suburb may
and business expectations. contain a range of land uses. Each precinct therefore
comprises land use zones.
The Perth Airport Land Use Plan ensures that:
aviation
land use,
requirements are prioritised in terms of The precincts of the airport estate and their
respective primary purposes are identified below.
the airfield and terminals, services in the precinct, and of the travelling public.
a range of industrial, business and commercial Airport North Precinct to develop an integrated
remnant vegetation and wetlands. integrating the environmental value of the area.
estate for airport planning, development and commercial developments. Over time, limited office,
communities.
96
03
AIRPORT
NORTH
AIRFIELD
AIRPORT
WEST
AIRPORT
CENTRAL
AIRPORT
SOUTH
PRECINCTS
AIRPORT NORTH
AIRPORT WEST
AIRPORT SOUTH
AIRPORT CENTRAL
AIRFIELD
97
03. LAND USE PLANNING
rescue services and covers approximately 759 Swamp, listed on the State Department of Aboriginal
hectares. There is sufficient land in the precinct to Affairs register of Aboriginal Heritage Sites for both
accommodate all required aircraft movement its archaeological and ethnographic importance.
infrastructure for the long-term configuration of Munday Swamp totals approximately 20 hectares,
Perth Airport. This includes the planned extensions approximately one hectare of which is open water.
of the main runways (03L/21R) and the cross runway Munday Swamp supports diverse vegetation,
(06/24), and the construction of the new runway invertebrate and vertebrate fauna, and is listed on
This precinct will continue to be used and developed to The new runway (03R/21L) will have some minor
support the required aviation activities and facilities impact to Munday Swamp. Any works affecting
integral to the day-to-day operations of Perth Airport. Munday Swamp will consider the importance of the
swamp to the Noongar people and will include close
The precinct is comprised of a mixture of vegetation
consultation with these stakeholders.
types and conditions. Approximately 25 per cent of
98
03
The precinct includes the following current and
planned future facilities:
Airport Central new international and domestic terminals,
changing needs of airlines and other car hire, taxi, bus and small charter vehicles
access facilities,
companies providing services in the
precinct, and of the travelling public. ground transport systems including:
the new principle entrance to the precinct, via
Tonkin Highway and Leach Highway Interchange,
the planned provision of the State rail public
transport services, and
3.2.2 Airport Central Precinct
future automated people mover (APM) system.
The Airport Central Precinct comprises:
commercial facilities such as commercial offices,
the air traffic control tower, administration, international air freight operations
access from Tonkin Highway, car parking, ground supporting services and utilities, including waste
and central energy plant facilities.
transport systems, car rental facilities, and
Contained within the south-west portion of the
office accommodation.
commercial developments including retail and
precinct is approximately 32 hectares of remnant
bushland. Vegetation condition within this area
The precinct, which totals approximately 405 hectares, ranges from very good to completely degraded. An
provides sufficient land to accommodate the occurrence of the Commonwealth and State listed
consolidation of all commercial air services into new flora species Macathuria keigheryi is also present.
facilities around the site of the existing International
Approximately 27 hectares of remnant bushland
Terminal (T1), and the envisaged ultimate
remains within the north-east portion of the precinct,
configuration of Perth Airport. This includes
with vegetation condition ranging from good to
development within the planning period of this
degraded. Records maintained by the DPaW indicate
Master Plan 2014 and beyond.
the potential presence of Threatened Ecological
Airport Central includes future development, Community Type SCP07: herb rich saline shrub lands
expansion and enhancement of existing and new in clay pans in the north-east of the Zone. SCP07
terminal buildings and associated facilities. Future forms a collective Commonwealth listing under the
use and development within the precinct will ensure EPBC Act for all clay pans on the Swan Coastal Plain.
provision of essential passenger services in
accordance with forecast demand.
99
03. LAND USE PLANNING
to develop an integrated mix of industrial, with direct apron frontage available for some sites.
100
03
Aviation Area, and the volume of passengers in
peak periods are not consistent with the intended
Airport West Precinct use when the General Aviation Area was
to provide a range of aviation support established. It is also not consistent with the
facilities and associated ground development plans that Perth Airport is
transport as well as complimentary progressively implementing, which are based on
non-aviation commercial developments. high volume passenger services operating from
Over time, limited office, retail and bulky suitable infrastructure in Airport Central. Not only
goods may be provided. are Perth Airports development plans based on
this premise, the State Governments arterial road
network plans (including the Gateway WA road
project currently under construction) are also
predicated on this assumption. For these reasons,
3.2.4 Airport West Precinct
new sub-leases and renewal of existing sub-leases
The Airport West Precinct, comprising 341 hectares, in the General Aviation Area will include limits on
will continue to provide aviation and aviation support the size of aircraft (in terms of passenger capacity)
facilities. As large-scale regular passenger transport and total number of passengers per hour.
services progressively transition into Airport Central,
Developments in Airport West will have due regard
it is envisaged that this precinct will continue to have
for the State Governments proposed station, to be
and include additional at-grade car parking facilities.
located in Redcliffe. Perth Airport will continue to
Over time limited office retail and bulky good
work with the City of Belmont and the State
developments may be constructed. There is scope for
Government to ensure that planning for the
retail development within Airport West to a scale
proposed transit oriented development around the
commensurate with a Neighbourhood Centre, as
station integrates with the future development of
defined under the States SPP 4.2 Activity Centres for
Airport West.
Perth and Peel. Additional retail development in
Given their airside/apron interface with the
excess of a neighbourhood centre scale may be
Airfield Precinct and the existing aircraft parking
warranted and/or justifiable where a retail needs
area, T3 and T4 within the Airport West Precinct
assessment has been undertaken jointly with the
will continue to be used for aviation-related
City of Belmont.
functions once the consolidation of all commercial
Within the southern portion of the precinct is
air services is completed.
approximately 52 hectares of remnant bushland
covering approximately 15 per cent of the Airport
West Precinct. The vegetation condition within this
area ranges from degraded to pristine. The precinct
supports one State listed flora species.
Within the Airport West Precinct the ongoing
needs of the General Aviation (GA) sector will be
accommodated. During the past seven years the
level of activity in the GA sector operating at Perth
Airport has grown significantly due to increased
FIFO demand. Perth Airport believes that the
largest aircraft type operating from the General
101
03. LAND USE PLANNING
102
03
Perth Airport recognises
the primacy of aviation
for the development and
operation of the airport.
103
03. LAND USE PLANNING
104
03
AIRPORT
NORTH
AIRFIELD
AIRPORT
WEST
AIRPORT
CENTRAL
AIRPORT
SOUTH
ZONES
AIRFIELD
TERMINAL
AIRPORT SERVICES
COMMERCIAL
105
03. LAND USE PLANNING
O B JE C TIVE S
Toaircraft
provide for safe, secure and efficient airfield operations 24 hours a day, seven days a week, including
take-off, landing and taxiing
Toaviation
accommodate provision of facilities that support safe and efficient airfield operations, such as
fire and rescue services and aircraft navigational aids
Toassociated
enable future expansion of the airports operations, including additional runways, taxiways and
aviation facilities
To integrate environmental outcomes in accordance with the EPBC Act Environmental Offset Policy (2012)
DISC R E TIO NAL USES
106
3.3.2 Terminal Zone
03
The Terminal Zone covering approximately 276 hectares is shown in yellow in Figure 3.2.
O B JE C TIVES
Toaircraft
provide for the operation, use and development of land for passenger and baggage processing and
aprons, terminal and ground transport interfaces, enabling the airport facilities to operate safely,
securely, efficiently and cost-effectively
Toadequately
provide quality facilities for airlines and passengers, including efficient terminal facilities with
located and sized commercial areas
To provide for flexible expansion of passenger terminal facilities and aircraft aprons to meet forecast
To provide terminals facilities with ample commercial and retail uses
demand
To integrate environmental outcomes in accordance with the EPBC Act Environmental Offset Policy (2012).
D ISC R E TIONAL USES
107
03. LAND USE PLANNING
O B JE C TIVE S
Togovernment
provide a range of aviation support activities, services and facilities for use by airlines, passengers,
agencies, freight businesses and transport providers
Toairport
provide integrated car parking, hotel accommodation, commercial and retail uses that support the
To integrate environmental outcomes in accordance with the EPBC Act Environmental Offset Policy (2012).
provide ground transport facilities and services for efficient access to the airport
DISC R E TIO NAL USES
108
3.3.4 Commercial Zone
03
The Airfield, Terminal and Airport Services zones comprise approximately 1,342 hectares of the airport estate.
The Commercial Zone comprises the balance of the airport estate, being an area of approximately 763 hectares,
is shown in blue in Figure 3.2.
O B JE C TIVES
Toeachenable an integrated mix of land uses for each Precinct, as per the primary purposes identified for
respective Precinct
Toboundary
enable appropriate land uses to provide a suitable integration and interface between the airport
and the surrounding areas,
To integrate environmental outcomes in accordance with the EPBC Act Environmental Offset Policy (2012).
provide employment generating development opportunities, and
D ISC R E TIONAL USES
Note: ^not desirable uses will be minimised within the immediate pedestrian area surrounding the proposed rail station located in Redcliffe.
Within the Commercial Zone, permitted uses for the adjoining Airport Services Zone, Terminal Zone and Airfield
Zone which are not identified in the above list of Commercial Zone uses may be considered if required for airport
operations.
109
03. LAND USE PLANNING
110
3.5 Changes from the Master Plan 2009
03
Where recognised values are impacted by
The Perth Airport Land Use Plan contained within development, following consideration of alternative
this Master Plan 2014 has evolved from the land-use options, and regulatory authorities require the
plan as shown in the Master Plan 2009, with the provision of environmental offsets, Perth Airport will
111
3.5.1 Commercial Zone Changes The whole of Commercial Precinct 6 and the
balance of Commercial Precinct 1 now form the
The Perth Airport Land Use Plan and Commercial
Precincts Plan of the Master Plan 2009 describe five Commercial Zone located in the Airport West
Commercial Precincts 1, 2, 3, 4 and 6. The Master Plan The whole of Commercial Precincts 2 and 4 now
form the Commercial Zone located in Airport
2014 now refers to the Commercial Zones, located in
the Airport North, Airport West and Airport South South.
Commercial Zone located in the Airport North the airport estate for aviation purposes and for its
112
03
AIRFIELD PRECINCT
TERMINAL PRECINCTS
COMMERCIAL PRECINCTS
CONSERVATION AREAS
ZONES
AIRFIELD
TERMINAL
AIRPORT SERVICES
COMMERCIAL
AIRPORT
NORTH
AIRPORT
CENTRAL
AIRFIELD AIRPORT
SOUTH
AIRPORT
WEST
Figure 3.3 Comparison of the Perth Airport Master Plan 2009 and 2014 Land Use Plans
Source: Perth Airport Pty Ltd
113
3.6 Pre-existing Interests at the Perth estate (gas: Dampier to Bunbury Natural Gas Pipeline
Airport Estate and the Parmelia Gas Pipeline; potable water:
There are a number of pre-existing interests that Canning Trunk Main) or into the airport estate
provide for access and use of land within the airport (fuel: aviation fuel). The gas mains, the water main
estate by external parties. These are in the form of and the Telstra fibre optic route are major assets
licences, leases and easements over the airport which provide services of economic importance to
management of Perth Airport was transferred from Future developments on the airport estate will
the Commonwealth to Westralia Airports Corporation recognise the existence of these interests and Perth
on 2 July 1997. A list of these pre-existing interests, Airport will liaise with the owners and operators of
that are still current and have not been renegotiated these services to ensure that their relevant needs
by Perth Airport Pty Ltd (or Westralia Airports are addressed as development occurs. Perth Airport
Corporation), can be found in Table 3.1. will also protect the rights of those parties as
The majority are commercial interests or provided for in the leases and licences, and abide by
Government authorities which provide services for the relevant regulations and legislation in relation to
Flight Base Services - Skippers Licence Ground Service Equipment Storage Area Airfield
Hawker Pacific Pty Ltd Licence Ground Service Equipment Storage Area Airfield
Helicopters Australia Pty Ltd Licence Ground Service Equipment Storage Area Airfield
National Jet Systems Lease Ground Service Equipment Storage Area Airfield
Parmelia Gas Pipeline Easement Pipeline High Pressure Gas Pipeline Airport North
114
NAME TYPE P U RP OS E
03 P RE C INC T LOC AT ION
Smart Group Australasia Pty Ltd Lease Commercial Operations Airport West
Toll Dnata Airport Services Pty Ltd Lease Air Freight Operations Airport West
Southbridge Holdings Pty Ltd Lease Airfreight Facility / Bond Store Airport Central
115
0 4 . AV I AT I O N D E V E L O P M E N T
It is vital to Australias
continuing prosperity that
Perth Airport preserves
and enhances its capacity
to grow commercial
aviation services.
04
0 4 . AV I AT I O N D E V E L O P M E N T
The Aviation Development Plan includes runways, taxiways which provide access from the runway to
infrastructure and terminal facilities, and takes into The two intersecting runways provide a variety of
consideration: operational options. The following runway modes are
allforeseeable
aircraft types and plans for the largest
aircraft (Airbus A380),
Runway 21
The selection of a runway to be used for aircraft
airline requirements to meet their corporate
objectives,
arrivals or departures is based on many
considerations including the weather, local airspace,
the customer experience throughout the
passengers time at Perth Airport, and
the surrounding communities and traffic demand.
Due to the nature of the resource sectors fly-in fly-out
the environmental and Aboriginal heritage values
across the Perth Airport estate.
(FIFO) workforce deployment and the need to time
many international flights to connect to other services
Perth Airport has accelerated aviation development
at hub airports, Perth Airport experiences significant
in response to strong growth, with approximately
peak periods at particular times during the day and
$160 million invested in the airfield and more than
night. In the early morning, there is a departures
$500 million invested in new terminal facilities over
peak that sees up to 40 aircraft departing each hour
the past five years.
for a two to three hour period. In the afternoon,
The existing airport layout is shown in Figure 4.1. there is an arrival peak which sees up to 26 aircraft
arriving each hour for a two to three hour period.
4.2 Existing Airfield Configuration
The runway selection also takes into consideration
The existing airfield layout consists of two intersecting the requirement for aircraft to depart or arrive
runways, associated taxiways and apron areas. during peak periods.
The main runway (03L/21R), with an orientation Noise abatement procedures (NAPs) are designed
running north-south, is currently 3,444 metres long to reduce the impact of aircraft noise on the
and 45 metres wide. The runway is a flexible community. They include procedures for runway use
pavement grooved runway and is located 1,000 and flight paths to reduce flights over residential
metres west of the Air Traffic Control tower, areas. NAPs are implemented by air traffic control
contained within a 300 metre-wide runway strip. but their use is not mandatory and is subject to
The cross runway (06/24), with an orientation weather conditions and aircraft requirements.
running northeast-southeast, is currently 2,163 The current NAPs for Perth Airport are available on
metres long and 45 metres wide, contained within a airservicesaustralia.com. Airservices conduct
300 metre-wide runway strip. regular reviews to check the effectiveness of NAPs
and to seek improvements.
118
04 GREAT EASTERN HIGHWAY BYPASS
12 KA
Y LA
HWA MU
ND
HIG
UE
N 6 AR
EN
TER OA
AV
EAS D
A
AN
T 11
NG
REA
BU
G
FAU 21 8
N TLE
RO
YA
VEN
24
UE
E
BREARLEY AVENU
)
m
45
X
3m
16
(2
2 4
0 6/
AY
N W
RU
D
IN
W
O SS
CR 5
06
DU
9
)
NR
m
EAT
X 45
HD
TERMINAL 1
7
RIV
RD
3m
E
IRD LADY
TERMINAL 2
(216
TERMINAL 3
/21R
SUGAR B
TERMINAL 4
03L
(UNDER CONSTRUCTION)
N
DRIVE
7 VOR/DME
MAI
HWAY
MILLER
8 AVIATION RESCUE
10 FIRE FIGHTING STATION
HIG
HORRIE
ELL ROA
D
10 TAXIWAY CHARLIE EXTENSION
03
11 FIRE TRAINING AREA
AIRSIDE FENCE
ABERNET
GLIDE PATH
TONK
CH
IN H
LEA
IGHW
AY
AD
RO
LE
DA
KEW
119
0 4 . AV I AT I O N D E V E L O P M E N T
Noise abatement procedures (NAPs) have formed The cross runway (06/24) is commonly only used for
the basis for Perths runway usage since 1980s. The arrivals from the south and southwest on Runway 06,
NAPs allocate the cross runway (06/24) as the least overflying the more densely populated areas of
preferred runway. Departures to the south-southwest Redcliffe when strong crosswinds reduce the use of
(runway 24) are minimised as there are densely the main runway (03L/21R) or when runway works
populated suburbs located southwest of Perth are being completed to the main runway (03L/21R).
Airport. Therefore, the cross runway (06/24) is
predominantly used for departures to the north and
northeast on Runway 06; and for arrivals from the
north and northeast on Runway 24.
Runways are named by a number between 01 A runway can normally be used in both
and 36, which is one-tenth of the magnetic directions, and is named for each of the
azimuth of the runways heading in degrees. directions. Therefore the main runway at
A runway numbered 21 is therefore orientated Perth Airport is named Runway 03/21,
to 210 degrees, a runway numbered 24 points which means that in one direction an
to 240 degrees. aircraft line ups and take-offs on Runway 03
pointing to 030 degrees (to the north) and
in the other direction an aircraft lines up
and takes off on Runway 21 pointing to
210 degrees (to the south).
The cross runway (06/24) also operates in
both directions, meaning an aircraft lines up
and takes off on Runway 24 pointing 240
degrees (to the south southwest) and in the
other direction the aircraft lines up and takes
off on runway 06 pointing to 060 degrees (to
the north northeast).
If there is more than one runway pointing in
the same direction (parallel runways), each
runway is identified by appending Left (L) and
N
Right (R).Therefore the new runway at Perth
0
Airport will be called Runway 03R/21L and the
270 90 existing runway becomes Runway 03L/21R.
180
120
4.2.1 Airfield Capacity Enhancement
04
minimising delays and improving airlines on time
In July 2012, Perth Airport and Airservices engaged performance. In its first year of operation, the
NATS (the UKs air navigation service provider) to Schedule Coordination System has reduced arrival
undertake a study in support of the Airfield Capacity and departure delay by approximately 60 per cent.
Enhancement (ACE) program. The study identified In addition to the Schedule Coordination System,
various measures to enhance the existing airfield and Perth Airport has responsibility for assessing and
airspace capacity, and performance. delivering six other key recommendations identified
The ACE program helps to address capacity issues as part of the ACE initiative, including:
and meet industry challenges by managing the improving taxiway layout to allow more efficient
movement of aircraft on the ground,
efficiency and impact of air traffic at Perth Airport.
The primary objective of ACE is to make the best use amending the surface and airborne traffic flows as
a result of Terminal 2 operations, to ensure
of the existing infrastructure in order to maximise
operational efficiency, by improvements to the efficiency is maintained,
processes and practices of air traffic controllers addressing airfield choke-points including
assessing the taxiway layout to improve
(ATC), airport operators and airlines.
effectiveness and support optimum traffic flow,
ACE focuses on three themes including:
Harmonisation: The steps taken to increase constructing a dedicated helicopter aiming point,
efficiency must be in harmony with current providing dual full-length runway entry points to
optimise departures, and
Australian standards and practices, while
providing sufficient room for the development of considering construction of rapid exit taxiways to
assist to reduce runway occupancy time (ROT)
local procedures,
(see 4.4.2.2).
Collaboration: Every movement matters and
every second counts. Over many movements, the Perth Airport has addressed these initiatives.
121
0 4 . AV I AT I O N D E V E L O P M E N T
4.3 Need for Additional Runway Infrastructure airfield and airspace capacity permits fewer arrivals
While the ACE initiative has delivered airfield and per hour than departures.
airspace efficiencies and contributed to a significant This impact is being felt by intrastate, interstate and
reduction in delays and congestion, it has not international airlines, and there remains substantial
addressed the fundamental issue of demand evidence that, if the capacity existed, airlines would
exceeding supply at certain times in the day. prefer to schedule more services in peak periods. For
Due to the nature of the resource sectors FIFO workforce example, in the winter 2013 season under the Schedule
deployment, Perth Airport experiences significant peak Coordination System, airlines requested 88 slots in the
periods of departures and arrivals demand. With peak morning departures hours while the declared
approximately 80 per cent of Perth Airports aircraft number of slots available was 78. Figure 4.3 shows
movements being departures and only 20 per cent winter 2013 departures slot demand for Wednesday,
arrivals in the morning peak. FIFO is very aircraft which is typically the busiest day of the week.
movement intensive and peaky because resource The demand for arrivals slot filings for the winter
sector companies require their services to operate in 2013 season also exceeded capacity in the morning
narrow windows. As a result, in preparation for the and afternoon peaks as shown in Figure 4.4. In the
significant number of morning departures, there are rolling interval at 09:30, demand exceeds supply by
166 aircraft parked overnight at Perth Airport. 12 slots. (It should be noted that requests for slots
As a result of the departures waves that feed the exceeding capacity are for new services, not
Airport, there are also large arrivals waves which When the departures and arrivals demands are
build when those aircraft return to Perth and combined it is evident that demand exceeds capacity
combine with arriving interstate and international during peak periods of the day. This is particularly
services. These arrivals peaks are spread over a wider evident on the Wednesday, which is typically the busiest
time period than the departures peaks, as current day of the week, as shown in Figure 4.5.
Number
Of Slots
45
TIME OF DAY (LOCAL) - ROLLING HOUR DEPARTURE CAPACITY
40
35
30
25
20
15
10
0
00:00
00:30
01:00
01:30
02:00
0 2: 3 0
03:00
03:30
04:00
04:30
05:00
05:30
06:00
06:30
07:00
07:30
0 8: 0 0
08:30
09:00
09:30
10:00
10:30
11:00
11 : 3 0
12 : 0 0
1 2: 3 0
13:00
13:30
14 : 0 0
14:30
15:00
15 : 3 0
16 : 0 0
16:30
17:00
17 : 3 0
1 8: 0 0
18:30
19 : 0 0
19:30
20:00
20:30
21 : 0 0
21 : 3 0
22 : 0 0
2 2: 3 0
23:00
23 : 3 0
of Slots
Number
Of Slots
Number
00:00 00: 00
00:30 00: 3 0
0 1: 0 0 01: 00
01:30 01: 3 0
0 2: 0 0 02 : 00
02:30 02 : 3 0
ARRIVALS
0 3: 0 0 03 : 00
03:30 03 : 3 0
04:00 04: 00
04:30 04: 3 0
0 5: 0 0 05: 00
05:30 05: 3 0
06:00 06 : 00
DEPARTURES
06:30 06 : 3 0
0 7: 0 0 07: 00
07:30 07: 3 0
08:00 08 : 00
TIME OF DAY (LOCAL) - ROLLING HOUR
ARRIVALS CAPACITY
Figure 4.4 Wednesday arrival slot demand winter 2013 season
11 : 3 0 11: 3 0
1 2: 0 0 12 : 00
12 : 3 0 12 : 3 0
Figure 4.5 Wednesday total runway slot demand winter 2013 season
ARRIVALS CAPACITY
1 3: 0 0 13 : 00
13:30 13 : 3 0
14 : 0 0 14: 00
14 : 3 0 14: 3 0
1 5: 0 0 15: 00
15:30 15: 3 0
TIMES WHEN DEMAND EXCEEDS CAPACITY FOR ARRIVALS AND FOR DEPARTURES
16 : 0 0 16 : 00
16 : 3 0 16 : 3 0
DEPARTURES CAPACITY
1 7: 0 0 17: 00
17:30 17: 3 0
18 : 0 0 18 : 00
W E D N E S DAY A R R I VA L SLOT DEMA N D WIN T ER 2013 SEASO N
18:30 18 : 3 0
123
0 4 . AV I AT I O N D E V E L O P M E N T
124
4.4.1.1 Main Runway (03L/21R)
04
4.4.1.2 Cross Runway (06/24)
24
24
21R 21R
06
06
21L 21L
03L 03L
03R 03R
The ultimate length of this runway is planned to be The ultimate length of this runway is planned to be
3,800 metres. This extended length can accommodate 3,000 metres and the extension could be required
large aircraft at maximum take-off weight on within the planning period of this Master Plan,
ultra-long haul flights from Perth to London in depending on the timing of the development of the
summer conditions (protecting the expectation that new runway (03R/21L). With suitable noise
future aircraft types will have this range). The timing abatement procedures, the extended runway could
of any runway extension will depend on demand for accommodate all aircraft types, including Code F.
ultra-long haul flights and aircraft technology, which The extension of this runway would allow capacity for
is likely to be beyond the 20-year planning period. In arrivals on runway 24 and may be considered if the
a parallel runway configuration, the designation of development of the new runway (03R/21L) is delayed.
this runway will be 03L/21R. In 1999, a deed of agreement between the City of
Bayswater and Perth Airport was developed in
relation to any future extension to the cross runway
(06/24). The deed reaffirms a commitment that the
proposal to extend the cross runway (06/24) to the
northeast will include the adoption of strict and
explicit use procedures, such as take-offs to, and
landing from, the southwest, will only occur:
inin emergencies,
through
extreme weather conditions, or
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The noise abatement procedures and current runway 1980s by the then Department of Aviation, and land
approach (06) and take-off paths (24) for aircraft was acquired for its future development; its
greater than 20,000 kilograms would be maintained in location is unchanged.
the event of the extension of the cross runway The new runway (03R/21L) is Perth Airports preferred
(06/24). next runway development to cater for the demand
Once the new runway (03R/21L) is constructed, profile. Subject to a final investment decision by
investigations will analyse the future viability of the Perth Airports Board of Directors, and following
cross runway. This is because the Concept of extensive public consultation and approval process in
Operations for the parallel runway system has accordance with the Act, the new runway (03R/21L) is
suggested that using the cross runway (06/24) expected to be operational by the end of the decade,
during peak periods would have a detrimental impact subject to actual demand during the period.
on runway capacity. This is discussed further in the The runway will require the approval of the Civil
Section 4.4.1.3. Aviation Safety Authority and its use will require the
establishment of appropriate civil and military
4.4.1.3 New Runway (03R/21L)
airspace arrangements which will involve
Commonwealth civil and military aviation agencies.
24
21R
In 2013, NATS were engaged to support Perth Airport
and Airservices in developing a Concept of
Operations (CONOPS) for a three-runway system. The
impacts on the airspace in the Perth basin (including
06
The new runway (03R/21L), with an orientation The CONOPS study provided a high-level view of the
running north-south, will be parallel to the existing optimal operation of Perth Airport in terms of ground
main runway and initially be 2,700 metres long and movements and airspace design, focusing on the
45 metres wide. The runway will be contained within handling of arrivals, departures and missed approach
a 300 metre-wide runway strip. The new runway scenarios. The CONOPS considered the particulars of
(03R/21L) will be equipped with High Intensity operations at Perth Airport including the fleet mix,
Approach Lighting (HIAL) in both directions to destinations, and origins and apron locations to
support precision approaches. The new runway maximise efficiency and capacity.
126
The CONOPS has focused on day of opening when
04
arrivals and compass departures. A terminal
airlines are located in both Airport Central and the arrival means that aircraft will arrive proximate to
existing T3 and T4 area, while also ensuring that it the terminal that they operate from. For example,
meets the long-term needs of the airport after full an aircraft operating at T3 or T4 will land on the
consolidation has occurred. Key points in relation to main runway (03L/21R). Compass Departures
the technical studies undertaken noted that: means that the runway is allocated according to
S
N
21R
21L
03L
W
03R
S N
128
04 GREAT EASTERN HIGHWAY BYPASS
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0 4 . AV I AT I O N D E V E L O P M E N T
During the period of the Master Plan 2009, aircraft which have direct access to T3.
parking areas were significantly expanded to There has been further apron expansion at T1
accommodate the rapid movement growth with an including the development of the first A380 aircraft
average of one aircraft parking position built per parking position which opened in late 2013. The apron
month for the past seven years. In December 2013, servicing the new T1 Domestic Pier was completed in
there were around 105 aircraft parking positions 2013. Once the new T1 Domestic pier is completed in
located proximate to the terminals, in addition there 2015 the 12 parking positions will accommodate a
are over 60 parking positions located within leased range of aircraft types.
apron areas which are controlled by various tenants. Further extensive apron works will be undertaken
The current extent of apron areas is shown in Figure 4.1. to accommodate future growth and to complete
The T2 apron was operational in 2009 and was used consolidation of passenger services into Airport Central.
as remote parking until the opening of T2 in March A recent study completed by Airbiz (an independent
2013, where aircraft parking positions are now international specialist aviation consultancy)
accessed from the new terminal facility. The T2 determined the future apron demand for Perth
apron can accommodate 36 aircraft parking Airport. The apron demand was forecast using the
positions, covers an area of 260,000 square metres, passenger busy hour forecasts. Unlike annual
and includes hydrant-refuelling facilities. 14 of the 36 forecasts, the busy hour takes into account the
aircraft parking bays are currently accessed from T2, peaking nature of traffic at Perth Airport. As
with the balance used for remote parking. The discussed in Section 2.5.2.2, the busy hour is
ultimate development of T2 enables 20 of the 36 calculated on the 95th percentile of passenger
aircraft parking bays to be accessed from T2. volumes over the planning year (see glossary for full
New apron developments proximate to T4 have definition). Passenger volumes were converted into
catered for remote parking positions for the Qantas aircraft movements assuming a growth in average
Airways Group. A reconfiguration of the T3 apron in seats per aircraft of 0.5 per cent per annum.
September 2013 allowed for more efficient use of the Existing aircraft parking areas are shown in Figure 4.1
130
4.4.3.1 Terminal 1 International and Domestic Pier
04
T1 stand demand includes all international and domestic operations, including the international expansion and
Domestic Pier project that is currently under construction.
2013 Actual 5 1 6 1 1 2
2014 1 4 1 6 1 1 2
2020 1 6 1 8 1 1 1 3
2027 2 6 1 9 1 1 1 3
2034 3 7 1 11 2 1 1 4
2013 Actual 0 0 0 0 0 0
2014 3 3 6 2 4 6
2020 4 4 8 2 6 8
2027 4 5 9 3 6 9
2034 5 5 10 3 7 10
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0 4 . AV I AT I O N D E V E L O P M E N T
4.4.3.2 Terminal 2
T2 stand demand caters for domestic operations, both intrastate and interstate.
2013 Actual 14 14 14 14
2014 15 15 15 15
2020 20 20 20 20
2027 23 23 23 23
2034 25 25 25 25
2013 Actual 8 13 21 6 22 28
2014 8 18 26 6 17 23
2020 6 21 27 5 10 15
2027
No stand demand in the precinct for the T3 and T4 Terminals after consolidation planned to occur
in the 2020s.
2034
132
4.4.3.4 Airport Central Precinct
04
Perth Airport expects that full consolidation into the Airport Central Precinct will take place in the early 2020s;
therefore Airport Central must also cater for the full stand demand.
It has been determined that by 2034 the following stands will be needed in Airport Central.
Code F 3 1 4
Code E 7 13 20
Code C 1 41 42
SUBTOTAL 11 55 66
Code F Non-active 2 1 3
Code E Non-active 1 10 11
Code C Non-active 1 53 54
SUBTOTAL 4 64 68
It is noted that Airport Central stand demands anticipated that the consolidation of operations will result in some
efficiencies in the stand use.
To accommodate this stand demand, extensive works will be required, including the construction of additional
aircraft parking positions as shown in Figure 4.7.
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0 4 . AV I AT I O N D E V E L O P M E N T
S
AY waiting times for arriving passengers. An additional
AST
NW
AT E
RU
GRE
ARL
EY A
VE aerobridge also became operational in February 2014.
BRE
TON
SUGARBIRD
KIN
HW
Y
GROGAN RD area and access via new escalators to level 1, and
HUDSWELL RD
4.5.2 Airport Central Precinct
Previously referred to as the International Terminal
Precinct, the Airport Central Precinct now caters for
HORRIE MILLER DR
134
Major investments to expand and enhance T1
04
4.5.3 Proposed Terminal Development Plan
commenced in 2012. The first of the projects is an The significant growth in aviation services, the
$80 million transformation of the international revised forecasts and the anticipated full
arrivals area. The existing terminal building has been consolidation of all commercial air services to Airport
extended nearly 60 metres to the east to create a Central by the early 2020s, subject to airline
new first-floor duty free store and arrivals consultation, has had a profound impact on terminal
Immigration point, twice the size of the previous area development plans at Perth Airport.
on the ground floor. The relocation of the arrivals
Perth Airport has developed a long-term vision beyond
immigration area and the extended terminal
the full consolidation of all commercial services into
footprint has enabled the baggage reclaim,
Airport Central. The principles upon which the
Biosecurity and Customs areas to double in size on
long-term vision is based on include:
the ground floor. These works are being progressively
brought into service, with the new duty free store and responding to the forecast traffic growth and step
change in demand as airlines relocate,
arrivals Immigration point opening in late 2013 and
the final stages being completed during 2014. ensuring that the precinct has sufficient aircraft
parking apron area for the long term demand,
The second significant project, which is underway at
the western end of T1, is the construction of the
maintaining a 250 metres to 300 metres
minimum landside precinct width to cater for
$338 million Domestic Pier and expansion of the landside infrastructure, including roads,
international departures areas. This new Domestic
Pier will provide up to 12 new aerobridge serviced
balancing the runways and apron to each other, as
far as possible, to reduce taxiing distances, reduce
gates for Virgin Australias domestic operations. fuel usage, and increase runway capacity,
A new domestic check-in and baggage reclaim area,
and the security screening point will be
maintaining safe, efficient and free flowing ground
movement of aircraft on taxiway and apron areas,
accommodated in a two level extension.
The international departures expansion element of
clustering terminals around an inner precinct as
far as practicable to ensure efficiency and
the works will deliver a level 1 departures lounge connectivity, particularly in reference to a future
serving two A380-capable gates, additional check-in rail station,
counters for international airlines and an additional
second floor lounge area.
maintaining terminal piers as close as possible to
90 degrees to taxiways for maximum efficiency
The then Commonwealth Minister for Infrastructure of apron operations,
and Transport approved the T1 Expansion MDP in providing multiple front doors to divide ground
traffic into manageable flows and maintain
November 2011.
reasonable terminal sizes,
In late 2013, work commenced on remodelling the
international departures facilities on the first floor of adopting terminal layouts that optimise potential
and commercial performance, and explore the
the terminal. This project will deliver significantly
efficiencies of swing gates between international
expanded security screening and departures
and domestic operations,
immigration areas, both of which have been designed
to accommodate the latest passenger processing providing necessary car parking proximate to
each terminal,
technology. The landside retail and dining area is
being remodelled delivering a substantially improved locating car rental facilities proximate to the
terminals until traffic levels and space availability
landside retail offering.
trigger the need for remote parking facilities,
135
0 4 . AV I AT I O N D E V E L O P M E N T
136
04
AR TI STI C I M PR E SS I O N S O F T H E CO N C E PT F O R T HE N EW IN T ERN AT IO N A L P IER
137
0 4 . AV I AT I O N D E V E L O P M E N T
works to further improve the two terminals, intrastate and interstate domestic services,
138
04
T2 is designed and built
with the ability to expand
as demand required.
139
0 4 . AV I AT I O N D E V E L O P M E N T
4.6 Aviation Support The current General Aviation Area in Airport West
Perth Airport caters for the needs of more than 30 caters for a variety of aviation support services
airlines which rely on the services of aviation support including airline catering and aircraft maintenance.
operators to provide in-flight catering, ground Aviation support operators will continue to be located
equipment, fuel and air freight facilities. Current The Southern Aviation Support Area, previously
tenants on the airport estate include: referred to as the Southern Aviation Support
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04
GREAT EASTERN HIGHWAY BYPASS
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GENERAL MU
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SOUTHERN
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03
TERMINAL 1
TERMINAL 2
HY ROAD
TERMINAL 3
TERMINAL 4
ABERNET
WIND SOCK
HIG
CH
LEA
141
0 4 . AV I AT I O N D E V E L O P M E N T
142
04
143
0 4 . AV I AT I O N D E V E L O P M E N T
Perth Airport recognises the importance of the aiming point was provided for Helicopters Australia,
general aviation and charter sectors to the tourism, within the General Aviation Area. Helicopters would
business and resources economy. In recognition of approach the aiming point, unless otherwise directed
this, Perth Airport will continue to maintain and by Air Traffic Control (ATC), before proceeding to the
expand the General Aviation Area in a manner relevant location. Some ad-hoc helicopter
which supports this specific small aircraft focused movements (typically VIP transport) operate directly
comprises numerous leased facilities from which departure of Helicopters Australia from Perth Airport
non Regular Passenger Transport (RPT) charter in late 2013. Airservices agreed that the limited
services operate. Up until mid-2013, the larger ad-hoc helicopter movements could be managed by
companies operating from this area were Skippers, ATC. The need for further helicopter facilities on the
Cobham Aviation Services Australia (Cobham) and airfield will be investigated should helicopter
Network Aviation. Interspersed within the General movements at the airport increase.
Aviation Area are aircraft maintenance and other Perth Airport will continue to support General
aviation support services companies. Aviation and helicopter operations, in the current
During the past five years, the level of activity in the General Aviation Area. However, large passenger
General Aviation Area has increased significantly, due terminals are not considered to be consistent with
mainly to the demand for charter services by the the intended use of the General Aviation Area or the
resource sectors FIFO workforce deployment model. overall development plan for Perth Airport.
Perth Airport has responded to this growth by In 2008, a new freight apron was constructed to the
completing the construction of T2 and also provided south of T3 close to the freight and logistic tenants
upgrades to airside infrastructure and terminal on Boud Avenue and Ross Drive. The apron was
facilities at T3. These investments provide facilities further expanded in 2009 to accommodate up to
that are suitable for charter and regular passenger nine Code C aircraft.
144
04
145
0 4 . AV I AT I O N D E V E L O P M E N T
Airport rescue and fire-fighting. The community will be consulted, where the
application of future technologies significantly
The existing Air Traffic Control tower is located
between the main runway (03L/21R) and the site of changes the level of impact to the community.
the new runway (03R/21L). With an eye level of
4.8.1.1. Required Navigation
65 metres above ground level, the tower affords
Performance Procedures
controllers a good view of all parts of the airfield
movement area. Required Navigation Performance (RNP) approaches
are a relatively new area navigation procedure that
The operational requirement to maintain the line of
rely on satellite based technology. The procedure
sight for the control tower to the ends of the runways
uses satellite navigation, coupled with the
imposes limits on the height of developments in the
performance characteristics of an aircrafts autopilot
building areas to the south of the tower.
system, to allow crew to fly aircraft along a precise
Airservices has indicated that a new Air Traffic flight path with high level of accuracy.
Control Tower may be required outside the planning
RNP has the potential to increase airspace capacity
period of this Master Plan 2014, and Perth Airport will
and offers safety benefits with precision and
work with Airservices to determine a suitable location
accuracy. It also provides flexibility that allows for an
within Airport Central.
extremely narrow corridor, including curved
In 2012, Airservices opened a new fire station located approaches, resulting in improved efficiency,
adjacent to the Runway 21 threshold. This Category 9 capacity and environmental performance. These
facility provides a domestic response vehicle for first flexible flight paths allow for aircraft to be directed
aid, motor vehicle accidents, fire alarms and special around obstacles or restricted areas such as noise
service calls. Prior to the first scheduled A380 aircraft sensitive locations, while keeping the most direct
operating at Perth, Airservices will be upgrading the routing possible to minimise fuel burn.
station to Category 10 response capacity.
Commonly referred to in Australia as Smart Tracking,
The planned new runway (03R/21L) will require RNP is undergoing trials at seventeen airports
relocation, upgrades, and new Airservices around Australia; and it is planned to be introduced at
infrastructure, including an additional fire station. Perth Airport in 2015.
As part of the planning for the new runway (03R/21L),
Perth Airport will continue to work with Airservices to
determine appropriate locations for this infrastructure.
146
4.8.1.2 Point Merge System
04
4.8.1.4 Advanced Surface Movement
Point Merge is an emerging technology that has the Guidance and Control System
potential to increase capacity and reduce the Advanced Surface Movement Guidance and Control
emission of noise and greenhouse gases, while System (A-SMGCS) is a system that provides guidance
providing an added margin of safety. The concept is and surveillance for the control of aircraft and vehicles
based on a redesigned airspace structure where on the airfield to maximise capacity in low visibility
arriving aircraft join into an arc concentric around a conditions while maintaining safety. A-SMGCS is
common merge point. Aircraft descend from the arc currently being implemented at Perth Airport.
to the merge point and then onto the final approach
in a continuous decent, theoretically reducing or
eliminating the need for levelling-off.
Perth Airport will work with Airservices and industry
partners to understand whether this could be applied
to Perth airspace and whether it will achieve the
suggested benefits of reducing aircraft fuel burn,
CO2 emissions and aircraft noise.
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0 5 . N O N - AV I AT I O N D E V E L O P M E N T P L A N
The Perth Airport plays a
significant role in providing
high-quality commercial,
industrial and logistics
facilities for the continued
growth and development of
the Perths economy.
05
0 5 . N O N - AV I AT I O N D E V E L O P M E N T P L A N
The five-year Non-Aviation Development Plan and commercial land supply in Perth, the airport
supports the development of land not required for estate provides the increasingly rare opportunity for
aviation purposes and takes into consideration: large vacant land parcels proximate to the Perth CBD,
demand from industries that see a benefit to their many companies need access to passenger and
freight air services, particularly those servicing
operations in being located on the Perth Airport
estate, clients in regional Western Australia, and
proximity and connectivity to the CBD and the airport estate is located in close proximity to
other transport modes, including the Kewdale rail
regional road network,
location in relation to freight hubs, freight facility, major highway networks and via
existing
estate,
large vacant land parcels on the airport those roads, to the Port of Fremantle.
Perth Airport has also experienced demand from
Perth Airport has experienced ongoing demand for integration of conservation as a land use in relevant
non-aviation developments, predominantly warehouse precincts, and the consideration of onsite and offsite
150
5.2 Precinct Planning
05
The precinct planning process is used to set a
Consistent with the Master Plan 2014 and Perth framework that ensures aviation requirements are
Airports Integrated Planning Framework (Section 2), prioritised in terms of land use, is responsive to
Perth Airport has developed indicative precinct customer needs, provides innovation and is
plans for each precinct across the estate. These sustainable. The process is regularly reviewed to
precinct plans are guided by Preliminary Draft Master ensure that precinct plans are meeting the needs of
Plan 2014 and take into account : the aviation and non-aviation markets and Perth
activity forecasts (aviation and non-aviation approval for development to commence and further
environmental impacts,
community impacts,
151
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5.3.1 Airport North Precinct Also within the past five years, Perth Airport has
The Airport North Precinct will predominantly be issued development approvals for:
developed for an integrated mix of industrial, the Wridgeway office and warehouse
development of approximately 7,500 square
commercial, warehouse, showroom, storage and
logistics land uses, representing an opportunity for metres of floorspace, and
a major metropolitan logistics centre servicing both the Daimler office and warehouse facility of
approximately 10,000 square metres.
airport and other needs. This centre will take
advantage of the large flat sites available and major Development within this precinct has occurred at a
road freight access. The precinct also presents an rate of approximately 10,000 to 15,000 square metres
opportunity for aviation-related development, with of predominantly warehouse floorspace every year
direct apron frontage available for some sites. for the past five years.
152
05
Airport North
Precinct
to develop an integrated mix of industrial,
commercial, warehouse, showroom,
storage and logistics land uses while
integrating the environmental value of
the area.
153
0 5 . N O N - AV I AT I O N D E V E L O P M E N T P L A N
154
05
155
0 5 . N O N - AV I AT I O N D E V E L O P M E N T P L A N
5.3.3 Airport South Precinct A Major Development Plan for the Kewpoint Office
The Airport South Precinct will continue to be Building was approved by the then Minister for
developed to provide a range of aviation and Infrastructure and Transport on 4 February 2013,
non-aviation uses, with a focus on logistics and which provides for the development of
156
05
Airport South
Precinct
to provide for a range of aviation and
non-aviation uses, with a focus towards
accommodating logistics and
distribution facilities while managing the
environmental value of the area.
157
5.4 Impacts of Non-Aviation Development 5.5 Consistency with State and Local
Non-aviation development on the airport estate is Government Planning Schemes
complementary to the airports operations. Any As discussed in Section 2.4, Perth Airport is identified
future development will preserve and protect the as a specialised centre under the State Government
primary function of current and future aviation Planning framework and specific planning policies for
requirements. Interim developments may be Perth. The WAPCs Central Metropolitan Perth
considered in areas set aside for aviation with Sub-regional Strategy states the following with
suitable break clauses incorporated into the leases respect to Perth Airport and non-aviation
and they will be relatively low capital-intensity uses development of the airport estate:
such as vehicle storage and sheds. Perth Airport has the potential to capitalise on
Non-aviation development at Perth Airport fulfils an already high levels of activity and access by creating
important role supporting the economic growth a consolidated business and commercial hub. The
noting its context within State and Local planning creation of additional industrial land to complement
frameworks. As detailed in Section 1.4, the total the Welshpool-Kewdale industrial centre will
(direct and indirect) number of non-aviation related generate important employment opportunities
full-time employees at airport estate is estimated at for catchments in the eastern metropolitan area.
approximately 5,230, contributing approximately Planning is underway for access upgrades to major
$690 million to GRP annually. In 2019, the total road connections and to extend the metropolitan
number of non-aviation related full time employees is rail network to service the area, which is currently
forecast to be approximately 7,860, contributing underserviced by public transport.
approximately $1.1 billion to GRP annually, increasing Furthermore, the WAPCs Economic and Employment
to approximately 20,020 employees, and contributing Lands Strategy identifies that Perth Airport has the
approximately $3.01 billion to GRP annually in 2034. capacity to provide a significant amount of
commercial land which leverages the considerable
ECONOM I C CO N T R I BU T I O N O F N O N -AV I AT IO N adjacent infrastructure and services.
D EV E LO PM E N T AT PE R T H A I R PO R T
The non-aviation development of the Commercial
2034 Zones at Perth Airport is consistent with this
specialised centre designation. The airport estate
2019
creates a consolidated business and commercial hub
that caters to companies seeking access to
2014
FULL-TIME
NON-AVIATION
passenger and freight air services. These companies
EMPLOYEES
$ 69Om
CONTRIBUTION
contribution to grp
$1.10b
CONTRIBUTION
$ 3.01b
CONTRIBUTION
TO GRP TO GRP TO GRP
158
Each precincts has defined zones which control the
05
discretionary uses. These zones, as defined in Section
5, have taken into account the adjoining State and
Local government planning frameworks and scheme
provisions and sought to compliment and support
these to the fullest extent possible. As such there are
no specific developments proposed in this Draft
Master Plan 2014 that are likely to adversely impact
on the local or regional economy or conflict with
surrounding local government town planning
schemes.
159
06. GROUND TRANSPORT PLAN
Perth Airport is
working hard to ensure
road infrastructure
provides easy access
for all customers.
06
06. GROUND TRANSPORT PLAN
the efficient operation of Perth Airport. The journey integration of the Forrestfield Airport-Link project
into the transport and built form planning,
to and from the airport often creates the first and
last impression for people visiting Western the preference to reduce the confluence of
passenger vehicle and freight vehicle traffic,
Australia.
Perth Airport is surrounded by a number of major integration of the airports ground transport
network into the wider local and statewide
arterial roads that provide transport links within
networks, and
Perth and to the regional areas. As shown in Figure
6.1, Perth Airport is bounded by Great Eastern providing a safe, secure and sustainable solution.
Highway to the north and Tonkin Highway to the west, The key agencies involved include:
with Roe Highway running just outside Perth Airports the State Government Department of Transport,
which sets policy and strategic direction for
Eastern boundary. Leach Highway connects to Tonkin
Highway and provides access from Perth Airport to transport throughout Western Australia,
Fremantle. Orrong, Abernethy and Kewdale roads the State Government Department of Planning
which develops planning policies related to land
provide key arterial links between the highways and
surrounding suburbs. use and the transport network,
The ground transport plan is focussed on the the Public Transport Authority which manages
and operates public transport with Perth and the
developments which will occur in the next five
regions,
year period. Refer to Figure 6.12.
The development and implementation of the Ground Main Roads WA, who is responsible for planning
and construction of the major State roads to the
Transport Plan is based on a core principle of seeking
airport,
to provide multiple options and streamline the
efficiency and customer experience for people Local governments, who are responsible for the
planning and construction of local and regional
coming and going to the Airport. This is achieved
roads adjacent to and connecting to Perth Airport,
through integrated planning and adopting a
collaborative approach with the State and Local Perth Airport, which is responsible for the
planning and construction of internal roads within
governments in ensuring that the road, rail, shared
the airport estate, and
path and public transport network and services are
developed and operated to provide a suitable level the Commonwealth Minister of Infrastructure and
Regional Development who is responsible for the
of service.
approval of the Ground Transport Plan, as part of
The key factors informing the Ground Transport Plan the Master Plan 2014. As well as the approval of
and access to Perth Airport are: any subsequent Major Development Plan prior to
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)45m
RIVE
163m X
3L/21R (2
RD
TON
RD LADY
KIN
NWAY 0
HIG
SUGAR BI
HW
MAIN RU
AY
GROGAN ROAD
IVE
DR
MILLER
HORRIE
HUDSW
ELL ROA
D
03
HY ROAD
ABERNET
AY
IGHW
EH
RO
DUBS CLOS
E
TON
K IN H TERMINAL 1
IGHW
AY TERMINAL 2
TERMINAL 3
AY
AB
HW
ER AD TERMINAL 4
HIG
NE
TH RO
ALE
CH
AIRSIDE FENCE
YR
LEA
Figure 6.1 Existing road network on and around Perth Airport (2014)
Source: Perth Airport Pty Ltd
163
06. GROUND TRANSPORT PLAN
164
06
165
06. GROUND TRANSPORT PLAN
Perth Airports close proximity to the CBD enables construction of Airport Drive connecting the new
interchange of Leach Highway and Tonkin Highway
good off-peak access via the arterial road network.
During morning and evening peak periods, the road through to both the T1 and T2 terminals, and
network surrounding Perth Airport facilitates construction of a roundabout connecting the new
off-ramp with Dunreath Drive and servicing
significant volumes of traffic and a number of
intersections are currently operating beyond their Airport West.
capacity. The resulting congestion is primarily due to The Gateway WA project includes:
a mix of the regional freight network task and the
metropolitan commuter peak periods, and is largely
aTonkin
major freeway-to-freeway interchange at
Highway/Leach Highway, including a new
unrelated to airport travel. primary access road to Airport Central (currently
The peak periods for passengers using the Perth the location of the International Terminal (Terminal
Access Roads Gateway WA MDP, which covers the acknowledged that over time the traffic generated by
components located within the airport estate the industrial and commercial development in the
166
06
PERTH AIRPORT
REDCLIFFE
Dunreath Drive
NI
HI
GH
W
AY
CLOVERDALE
Interchange at Access to
Tonkin Highway/ airport terminals
Leach Highway
LER DRIVE
Interchange at
Leach Highway/ Interchange at
HORRIE MIL
A
Abernethy Road
BE
on-ramp
AY
D
RN A
W
ET RO
H
IG
H LE TO
H
Y A N
H
RO D KIN
C
W
A
A HIG
KE
LE
D HW
AY
AY
W
GH
HI
E
RO
Upgraded
interchange at
Tonkin Highway/
Roe Highway FORRESTFIELD
Kewdale
improvements
QUEENS PARK
167
06. GROUND TRANSPORT PLAN
OV ERV I EW O F T H E G AT E WAY WA PR OJ E C T
P ROJE C T
Tonkin Highway,
Leach Highway
and Airport Drive
Interchange
The Tonkin Highway, Leach
Highway and Airport Drive
Interchange is a major freeway-
to-freeway interchange connecting
into Airport Central via a new
Airport Drive.
This interchange is the access
point for Airport Central and will
become the primary access point
for all passenger terminal-related
traffic upon full consolidation
in the early 2020s.
P R OJE C T
Tonkin Highway,
Horrie Miller and
Kewdale Road
Interchange
The Tonkin Highway, Horrie
Miller and Kewdale Road
Interchange is a grade-
separated interchange. Tonkin
Highway will operate as a
through-flow freeway at this
intersection with access to
Horrie Miller Drive and Kewdale
Road controlled by traffic
signals. This intersection will
be the primary access point
for Airport South.
168
06
P R OJE C T
P ROJE C T
P R OJE C T
Tonkin Highway
and Dunreath
Drive Interchange
The Tonkin Highway and
Dunreath Drive Interchange is
a new grade-separated
interchange. Tonkin Highway
will operate as a through-flow
freeway at this intersection.
This intersection will be the
primary access point for
Airport West.
169
06. GROUND TRANSPORT PLAN
170
Clarkson
06
Midland
Bayswater Airport
Perth
Central
Forrestfield
Thornlie
Fremantle
Armadale
Mandurah
AIRPORT CENTRAL
STATION
171
06. GROUND TRANSPORT PLAN
The Forrestfield-Airport Link project is proposed to developed and apply to the development phase and
be delivered by the State Government. To enable the ongoing operations of the Forrestfield-Airport
construction and operations of the infrastructure Link project to prevent adverse noise, vibration,
into the future, there will be commercial negotiations electromagnetic and settlement impacts caused by
between the State government and Perth Airport to the Forrestfield-Airport Link project on any Perth
provide appropriate tenure arrangements for the Airport airfield or terminal infrastructure.
To avoid adverse impacts to the operation and 1996 (Cth) and a Section 18 Approval under the
safety of airfield and terminal infrastructure, the Aboriginal Heritage Act 1972 (WA). These processes
Forrestfield-Airport Link will be built in its entirety as will require public consultation, including
underground infrastructure in the form of tunnelled presentation of detailed information relating to the
rail lines and underground rail station(s) within the impacts and benefits of the project.
airport estate.
Source: PTA.
172
6.5 On Airport Traffic
06
Perth Airport is committed to working with the
The Ground Transport Plan must cater for all State and Local governments to develop sustainable
activities on the airport estate including: transport options which work towards achieving
predominant mode of access to and from Perth specialised centre and in the Economic and
Airport is road-based transport, both public and Employment Lands Strategy for non-heavy industrial
(primarily) private. As shown in Figure 6.6, road development. As outlined in Section 5, non-aviation
based transport is expected to remain the commercial developments will be progressed in the
predominant mode for the next five years and following precincts:
The projected passenger travel modes to and from Airport West, and
and 2027-2034 are shown below in Figure 6.6 (see A significant consideration for the planning of ground
173
TOTAL T RAF F IC
AV IAT ION- RE L AT E D
MILLI ON PASSENGERS
YE A R V E H IC L E T RAF F IC
PER ANNUM ( MPH)
AI RPORT DRIV E H ORRIE MIL L E R DRIV E (V E H IC L E S P E R DAY )
( VEHI CLES P E R DAY ) (V E H IC L E S P E R DAY )
Table 6.1 Aviation related vehicle traffic using Airport Drive and Horrie Miller Drive
Source: Main Roads-Gateway WA and Perth Airport Pty Ltd
4%
20 %
20%
0 . 58 % 2%
3 . 6 8%
3. 26%
3. 66%
69. 08%
7 3.74%
2 0 2 7- 2 0 3 4
10 %
PR I VA TE CA R
20%
I N TER TER MI N A L B US
CHA R TER / CON N ECT B US
TA XI /SCV/CA R R EN TA L/ VA LET
TR A N SPER TH B US
1.99% 6 5 .47 % TR A N SPER TH TR A I N
2 . 54 %
Figure 6.6 Projected passenger travel modes to and from Perth Airport
Note: (a) Private vehicles using short and long-term car parking and pickup/drop off. (b) Small Charter Vehicle. Source: Arup. Projected rail patronage figure as advised by PTA.
174
6.6 Airport Central Precinct
06
During 2014, Perth Airport commenced construction
The primary access to the Airport Central Precinct is of a new road, Airport Drive, which will connect to the
currently via Horrie Miller Drive. As outlined in Section Tonkin Highway, Leach Highway Interchange. Initially,
4, all commercial air services are projected to be Airport Drive will be located to the west of, and run
consolidated into Airport Central in the early 2020s. parallel to, Horrie Miller Drive, until it connects with
Consolidation of all commercial air services to Airport Horrie Miller Drive north of the existing Grogan Road
Central will dramatically alter where and how vehicles roundabout. Sugarbird Lady Road will continue to
and people access Perth Airport. Once completed, the provide access solely to T2 and facilities adjacent to
new Tonkin Highway, Leach Highway and Airport Drive the terminal.
Interchange will be the primary access for commercial Long term modelling undertaken has identified that
passenger terminal-related traffic. with the consolidation of commercial passenger
With the consolidation of airport activities and services to Airport Central traffic volumes will
growth in passenger demand, vehicle traffic volumes approach 100,000 vehicles per day during the
associated with the relocation of air services will planning period on the principle access road. To avoid
experience a step change in demand. Aviation- congestion and ensure free flow to future terminals
related traffic in Airport Central is projected to within Airport Central, the proposed internal road
increase from 13,500 vehicles per day in 2011 to network will be reconfigured to provide self-
69,000 vehicles per day in 2021 following terminal contained circulating roads for each terminal as
consolidation, and to 91,000 vehicles per day by 2031 shown as a concept in Figure 6.7. This will allow traffic
l 2
Termina
Terminal 1
New Ter
minal
175
6.6.1 Automated People Mover (APM) The APM will enhance the airport experience for
Within the planning period of this Master Plan 2014, passengers, visitors and employees, while providing
an automated people mover is planned for Airport excellent comfort and convenience. Benchmarking
Central to transfer passengers and employees studies have shown that the use of APMs for such
between the terminals, transport modes and other purposes at large airports contributes to a superior
176
06
GREAT EASTERN HIGHWAY BYPASS
Airport Central
HW
AY PrecinctKA
IG AM L
RNH to provide integrated
UN passenger terminal
UE
STE DA
VEN
A RO transport and
AA
REA
NG
BU
m)
X 45
163m
4 (2
6/2
AY 0
NW
IN D RU
DUN
SSW
CRO
REA
TON
TH D
K
IN H
06
RIVE
IGHW
m)
3m X 45
AY
21L
21R (216
RD
RD LADY
L/
NWAY 03
SUGAR BI
MAIN RU
GROGAN RD
RIVE
ILLER D
M
m)
HORRIE
0m X 45
HUDSW
ELL RD
(270
03R/21L
03L
NWAY
NEW RU
HY ROAD
GATEWAY WA
PROPOSED ROADS
DUBS CLOS
03R E
TON TERMINAL 1
KIN H
IGH TERMINAL 2
WA
Y
TERMINAL 3
AY
TERMINAL 4
HW
AD
HIG
RO
AIRSIDE FENCE
CH
LE
LEA
DA
KEW
Figure 6.8 Five year ground transport plan concept for Airport Central
Source: Gateway WA Alliance and Perth Airport Pty Ltd
177
6.7 Airport West Precinct The internal road network in Airport West will be
Airport West Precinct currently supports the majority modified to meet the needs of the aviation-related
of domestic commercial air services using T3 and T4 traffic until full consolidation. As the precinct uses
and includes some office commercial buildings. Perth change, the roads will be modified to maintain an
178
06
GREAT EASTERN HIGHWAY BYPASS
A RO
TE transport as well as complimentary
AA
AD
REA
AN
NG
G
BU
TH D
K
IN H
06
RIVE
IGHW
m)
3m X 45
AY
21L
21R (216
RD
RD LADY
L/
NWAY 03
SUGAR BI
MAIN RU
GROGAN RD
RIVE
ILLER D
M
HORRIE
m)
0m X 45
HUDSW
ELL RD
(270
03R/21L
03L
NWAY
NEW RU
HY ROAD
GATEWAY WA
PROPOSED ROADS
DUBS CLOS
03R E
TON TERMINAL 1
KIN H
IGH TERMINAL 2
WA
Y
TERMINAL 3
AY
TERMINAL 4
HW
AD
HIG
RO
AIRSIDE FENCE
CH
LE
LEA
DA
KEW
Figure 6.9 Five year ground transport plan concept for Airport West
Source: Gateway WA Alliance and Perth Airport Pty Ltd
179
6.8 Airport North Precinct Access to the precinct will be further improved by the
The Airport North Precinct currently supports planned Lloyd Street southbound extension from
industrial and mixed-use businesses and is serviced Midland by the City of Swan which will intersect with
by Kalamunda and Abernethy roads, both of which the Great Eastern Highway Bypass at Abernethy Road
form part of the metropolitan regional road freight to ultimately form a diamond interchange in line with
undeveloped. Perth Airport is planning to commence infrastructure for this precinct is the location of the
developments in this area within the next five years residential areas of Hazelmere and High Wycombe,
complemented by two additional access points off access points as approved by the local government
Kalamunda Road that will be required for the or Main Roads Western Australia, there will be no
long-term development of the Precinct. additional direct lot access from Kalamunda or
Abernethy Roads, which are designated as Other
Regional Roads in the Metropolitan Region Scheme,
without prior approval.
180
06
GREAT EASTERN HIGHWAY BYPASS
Y KA
LA
WA MU
HIGH ND
AR
ERN OA
UE
T
EAS
VEN
D
AA
T
REA
AN
NG
G
BU
FAU 21R
N TLE
RO
YA 24
VEN
BREARLE UE
Y AVENU
E
m)
X 45
163m
4 (2
6/2
AY 0
NW
IN D RU
DUN
SSW
CRO
REA
TON
TH D
K
IN H
06
RIVE
IGHW
m)
3m X 45
AY
21L
21R (216
RD
RD LADY
L/
NWAY 03
SUGAR BI
MAIN RU
GROGAN RD
RIVE
ILLER D
M
m)
HORRIE
0m X 45
HUDSW
ELL RD
(270
03R/21L
03L
NWAY
NEW RU
HY ROAD
GATEWAY WA
to developTOan
N integrated mix of industrial,
TERMINAL 1
KIN
HIG
commercial, warehouse,
HW
A
showroom, storage TERMINAL 2
Y
TERMINAL 3
and logistics land uses while integrating the
AY
TERMINAL 4
environmental value of the area.
HW
AD
HIG
RO
AIRSIDE FENCE
CH
LE
LEA
DA
KEW
Figure 6.10 Five year ground transport plan concept for Airport North
Source: Gateway WA Alliance and Perth Airport Pty Ltd
181
6.9 Airport South Precinct Perth Airport is working with the State Government
The Airport South Precinct is primarily accessed via and the Shire of Kalamunda towards an agreement
Horrie Miller Drive off the intersection with Tonkin for an Abernethy Road access strategy, to ensure
Highway and Kewdale Road, with secondary access that continued and coordinated access is provided to
via Grogan Road which connects off Abernethy Road. the airport estate. In the long term, road connectivity
between Abernethy Road to Airport Central is an
Horrie Miller Drive currently provides access for both
important consideration. The design and
the terminal and passenger-related traffic in addition
construction of the new runway (03R/21L) will either
to non-aviation commercial developments located
provide for continuation of a connection from
within Airport South. In accordance with the
Abernethy Road to Airport South, or make provision
Development Agreement between the State
for its future re-establishment.
Government and Perth Airport, upon the opening of
Airport Drive, Horrie Miller Drive will primarily service
traffic accessing Airport South and it is expected that
Airport Drive will principally be used by passenger-
related traffic.
In the eastern portion of Airport South, Grogan Road,
Hudswell Road and Dubs Close will continue to
provide freight vehicle access from Abernethy Road.
182
06
GREAT EASTERN HIGHWAY BYPASS
Airport South
H WA
Y PrecinctKALA
HIG UN of aviation and
to provide for a range
M
RN D
STE
UE
AR
VEN
EA OA a focus towards
AA
GR
NG
BU
m)
X 45
163m
4 (2
6/2
AY 0
NW
IN D RU
DUN
SSW
CRO
REA
TON
TH D
K
IN H
06
RIVE
IGHW
m)
3m X 45
AY
21L
21R (216
RD
RD LADY
L/
NWAY 03
SUGAR BI
MAIN RU
GROGAN RD
RIVE
ILLER D
M
m)
HORRIE
0m X 45
HUDSW
ELL RD
(270
03R/21L
03L
NWAY
NEW RU
HY ROAD
GATEWAY WA
PROPOSED ROADS
DUBS CLOS
03R E
TON TERMINAL 1
KIN H
IGH TERMINAL 2
WA
Y
TERMINAL 3
AY
TERMINAL 4
HW
AD
HIG
RO
AIRSIDE FENCE
CH
LE
LEA
DA
KEW
Figure 6.11 Five year ground transport plan concept for Airport South
Source: Gateway WA Alliance and Perth Airport Pty Ltd
183
06. GROUND TRANSPORT PLAN
Y KA
LA
WA MU
HIGH AIRPORT ND
AR
ERN NORTH OA
UE
T
EAS
VEN
D
AA
T
REA
AN
NG
G
BU
21R
FAU
N TLE
RO
YA
24
VEN
BREARLE UE AIRFIELD
Y AVENU
E
m)
X 45
163m
4 (2
AIRPORT NW
AY 0
6/2
WEST IN D RU
AIRPORT
DUN
SSW
CRO
CENTRAL
REA
TON
TH D
K
IN H
06
RIVE
IGHW
m)
3m X 45
AY
21L
21R (216
RD
RD LADY
L/
NWAY 03
SUGAR BI
MAIN RU
GROGAN RD
RIVE
ILLER D
M
m)
HORRIE
0m X 45
HUDSW
ELL RD
(270
03R/21L
03L
NWAY
AIRPORT
NEW RU
SOUTH
HY ROAD
ABERNET
DUBS CLOS
03R E
TON PROPOSED RAIL STATIONS
KIN H
IGH
WA PROPOSED RAIL ALIGNMENT
Y
PROPOSED ACCESS POINTS
AY
GATEWAY WA
HW
AD
HIG
RO
PROPOSED ROADS
CH
LE
LEA
DA
KEW
Figure 6.12 Perth Airport estate five year ground transport plan concept
Source: Gateway WA Alliance and Perth Airport Pty Ltd
184
6.10 Car Parking
06
It is likely that the number of multi-storey buildings
During the past five years, the number of car parking will increase over time to meet demand and that the
bays has been significantly expanded, while also amount of new at-grade car parking is expected to
improving the standard of facilities provided across diminish over time. Multi-storey car parks will
the airport. Car parking options currently at Perth service T1, the new domestic pier, T2 and terminal(s)
long term.
short term, and (non-premium) long-term parking to be located
airport estate, as shown in Figure 6.12. to the terminals, and it is expected that these will be
provided within the multi-storey car parks. In the
Passenger growth, new and improved car parking
long term, traffic levels and demand for car parking
facilities, and the ongoing promotion of car parking
may trigger relocation of car rental pick-up and
have driven an increase in car park usage,
drop-off facilities to a location closer to the Gateway
particularly for long-term parking.
WA interchanges, at which point they may also be
It is expected that by 2034 around 35,000 car
serviced by the APM system.
parking bays will be required across the airport
estate. This requirement is based on the current
projections of mode share. Increased use of the Pick-up
FAUNTLEROY AVE & drop-off
Tax
AT E
Pick-up
i ran
& drop-off
The Airport Central Precinct development plans
k
area
GRE
Taxi rank
VE
EY A
ARL Taxi &
BRE
include a combination of car parking facilities. Car Pick-up
& drop-off
area
bus
pick-up
area
HW
Y
GROGAN RD
185
06. GROUND TRANSPORT PLAN
The Airport West development plans include the 6.11 Bus Service and Facilities
continuation of at-grade car parks within the T3 and T4 are currently serviced by a public bus
precinct. It is also expected that at-grade car parking service that connects Perth Airport to the Perth
will expand in the area along Dunreath Drive. Central Business District (CBD). Route 37 operates
After consolidation of passenger services to Airport through the suburb of Belmont and has a journey
Central, it is expected that the demand for car time of approximately 45 minutes between the
parking proximate to T3 and T4 will be reduced. airport and the Perth CBD. Commencing in March
The extent to which existing car parks are 2014, Route 40 runs from T3 and T4 along the Great
decommissioned will depend on: Eastern Highway to the Perth Busport, with a journey
as Airport West develops,
activities that will ultimately be located in this area time of approximately 45 minutes.
There are currently no public transport services to
the impact that the rail link has on the private car
travel mode share, and
Airport Central. Access is by private vehicle, taxi,
shuttle bus services or small charter vehicle. Perth
the demand for car park sites for car parking from
Airport Central.
Airport is working with the PTA to provide a new
public bus service (Route 930) with a direct, limited
Perth Airport will continue to develop and provide a stops from the Perth CBD. This is expected to be in
range of car parking products to meet passenger, operation when Virgin Australias domestic services
visitor and employee needs and preferences. This relocate to Airport Central in 2015.
range of car parking products will continue to include
short term, premium long term, and long-term car
parking bays.
186
06
ean
swater
Current Transport Network to Airport
+
/
Terminals T3 and T4
send
S
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