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P E R T H A I R P O R T M AST E R P L A N 2 O 1 4

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

Copyright in this document vests in Perth Airport


Pty Ltd. No person may reproduce any part of this
document in any form or by any means whether
electronic, mechanical, photocopying, recording
or otherwise, nor store in a retrieval system or
transmit this document either in part or in full,
without the prior written consent of Perth Airport
Pty Ltd. Enquiries regarding copyright should be
addressed to Perth Airport.
CONTENTS

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

Table 2.5 Comparison of Perth Airport, State Government


and BITRE passenger forecasts 91

Table 3.1 Pre-existing interests at the Perth Airport estate 115

Table 4.1 T1 International stand demand 131

Table 4.2 T1 Domestic Pier stand demand 131

Table 4.3 T2 stand demand 132

Table 4.4 T3 and T4 stand demand 132

Table 4.5 Airport Central Precinct stand demand by 2034 133

Table 5.1 Non-aviation developments constructed in


Airport North over the past five years 152

Table 5.2 Non-aviation developments constructed or


currently under construction in Airport West over
the past five years 154

Table 5.3 Non-aviation developments constructed


in Airport South over the past five years 156

Table 6.1 Aviation related vehicle traffic using Airport Drive


and Horrie Miller Drive 174

Table 7.1 Aircraft noise management roles


and responsibilities 198

Table 7.2 2018 ANEC aircraft movement data 205

Table 7.3 2022 ANEC aircraft movement data 207

Table 7.4 2059 ANEC aircraft movement data 208

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

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Figure 7.5 2022 ANEC arrivals and departures
flight path diagram 210

Figure 7.6 2059 ANEC arrivals and departures


flight path diagram 211

Figure 7.7 2012 N65 contour 214

Figure 7.8 Ultimate N65 contour 215

Figure 7.9 Perth Airport long-term Obstacle


Limitation Surface (OLS) 218

Figure 7.10 Perth Airport long-term Procedures


for Air Navigation Services - Aircraft Operations
surfaces (PANS-OPS) 219

Figure 7.11 Perth Airport light control zones 222

Figure 8.1 Perth Airport estate water


catchment boundaries 227

Figure 8.2 Existing water supply network 233

Figure 8.3 Existing sewerage system 235

Figure 8.4 Existing power supply network 237

Figure 9.1 Environmental Management Framework 244

Figure 9.2 Groundwater and surface water


monitoring sites 254

Figure 9.3 Vegetation condition plan from surveys conducted


2007 and 2012 259

Figure 9.4 Vegetation complex/type plan 260

Figure 9.5 Declared Rare Flora (DRF) management area 261

Figure 9.6 Vegetation community types from surveys


conducted 2007 and 2012  262

Figure 9.7 Threatened Ecological Communities (TEC) 263

Figure 9.8 Black Cockatoo foraging habitat 264

Figure 9.9 Wetlands on the Perth Airport 265

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

resource sector. Perth Airport plays a crucial role for


the resource sector which deploys much of its
workforce on a fly-in and fly-out (FIFO) basis using
Perth Airport.
The aviation requirements of resource companies
are unusual, with dependence on narrow periods of
the day to operate air services and the need for large
numbers of smaller aircraft. Perth Airport has
responded to these particular needs by rapidly
expanding airfield infrastructure, building a new
$121 million terminal designed for the particular
requirements of resource FIFO activity and bringing
forward planning for a new runway.
During the past five years there has also been
Safe, reliable, convenient and remarkable growth in international air services.
The rate of international growth at Perth has been
affordable air services are vital to
higher than all other Australian capital city airports.
the economic, cultural and social With a 55 per cent increase in the number of
development of our state. international aircraft seats servicing Perth during the

I am pleased to present Perth Airports Master past five years Western Australians now have access

Plan 2014. to a greater choice of destinations, lower fares and


more convenience than ever before. And we have
Since the Commonwealth Government privatised
taken these opportunities; Western Australians have
Perth Airport in 1997, our company has worked
a higher propensity to travel internationally than all
closely with airlines, tenants, Governments and
other Australians (on average more than one trip per
communities to grow Perth Airport to reliably fulfill
WA resident each year).
its critical role for Western Australia.
The land at Perth Airport has also proven to be
In the past five years Western Australia and Perth
important to support many companies who have
Airport have experienced significant change. Our
needed larger lots of industrial land to develop their
state and population have grown rapidly and so too
facilities, particularly for those in the freight industry,
has our demand for commercial aviation services.
those supporting airlines and those servicing the
Six years ago, to support this growth and to improve
resource sector. The co-location of Perth Airport, the
customer service, Perth Airport embarked on an
States main rail freight hub and the Kewdale
historic redevelopment program.
industrial precinct, with connections to the Port of
In the past six years we have completed or
Fremantle, reflects good urban planning with
commenced over $1 billion of capital works, including
economic efficiency and environmental benefits.
92 projects each valued at over $5 million. On average,
The location of Perth Airport, just a 40 minute drive
we have constructed one new aircraft parking
from most of the citys population, offers convenience
position each month for the past seven years to
to the travelling public and for those who work within
cater for the demand.
the airport precinct. However it also presents
The growth of Western Australia during this period
challenges to ensure that the airport is able to
has been substantially based on the major
continue to grow to meet the communitys needs
investments that have occurred in the States
and, at the same time, the airport must not

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

Perth Airport operates 24 hours T HE KEY O B JECT IVES FO R T HIS


a day, seven days a week, and is MAST ER P LA N A RE TO :

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

tourism and leisure, as well as commercial development

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.

Terminal 1 International Departures Upgrade ($41M)


The new International Departures Upgrade
includes expanded outbound Immigration and
security screening areas, and a completely new
retail and dining experience. This project is
scheduled for completion 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).

related: the Airfield Precinct for aircraft operations


and Airport Central Precinct for passenger Airport North

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

environmental offsets policy wherever clearing of major road freight access.

remnant vegetation is required. This will see Perth


Airport South
Airport committing to secure environmental
protection on site, through appropriate caveats, or Airport South will continue to provide a range of
offsite on freehold land purchased and transferred at aviation and non-aviation uses, with a focus towards
no cost to the State Department of Parks and Wildlife accommodating logistics and distribution facilities
to manage as part of their conservation estate of while managing the environmental value of the area.
behalf of all Western Australians.
Airport West
Airfield Airport West will provide a range of aviation support
The Airfield Precinct includes enough land for all facilities and associated ground transport
required aircraft movement infrastructure for the infrastructure. As large-scale regular passenger
long-term configuration of Perth Airport. transport services progressively transition into
Airport Central, it is envisaged that the Airport West
This includes the planned extensions of the main
Precinct will continue to have and include
runways (03L/21R) and the cross runway (06/24), and
additional at-grade car parking facilities. Over time
the construction of the new parallel runway
limited office retail and bulky good developments
(03R/21L). As well as runways, this precinct includes
may be constructed. The precinct will also support
taxiways, navigation aids and future facilities for
continued development of General Aviation facilities.
aviation fire-fighting and rescue services.
Development in Airport West will have due regard
Airport Central for the State Governments proposed rail station

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

Looking after the environment Exciting commercial development


The Master Plan 2014 includes the new opportunities
Environmental Strategy which outlines a strategic While Perth Airports primary function is the
approach to Perth Airports environment and operation of Western Australias principle centre of
incorporates various sustainability practices. The aviation, the Perth Airport estate plays a significant
Environment Strategy addresses a number of areas role in providing high-quality commercial, industrial
that have the potential to be affected by Perth Airport. and logistics facilities for the continued growth and
These include soil, water, biodiversity (flora, fauna development of the States economy.
and wetlands), air quality, and Aboriginal heritage. Over the past five years, Perth Airport has
Perth Airport believes that careful planning, adoption undertaken significant investment in commercial
of technology and continuing close engagement with and industrial property development and currently
our surrounding local communities will result in the has more than 120 individual tenants contributing
sustainable development of the airport. to the employment of 5,200 direct and indirect
Over the next five years, key environmental activities full-time employees.
will include: Because Perth Airport is a prime location for

principles in our built form design,


continuing to adopt sustainable-development transport, logistics and resource sector-related
companies there has been a significant increase in

where required, and after considering alternative


options, utilising the Commonwealth Governments
non-aviation-related companies moving into
purpose-built facilities on the airport estate.
Environmental Offsets Policy to achieve State Government policies recognise Perth Airport
environmentally equivalent outcomes when Perth as a specialised centre with the potential to provide
Airports development includes land clearing, a range of complementary land uses; the State
strategies, and
further development of waste-reduction Economic and Employment Lands Strategy (EELS)
identifies the ability for Perth Airport to provide
ctoontinuing engagement with the Noongar people
identify means through which Perth Airport can
around 300 hectares of additional commercial land
for future infrastructure developments with
acknowledge shared indigenous culture and connectivity to the regional road network, rail freight
heritage objectives. and port services.

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,

as the journey to and from the airport creates a aLeach


cycling path along Tonkin Highway and
Highway,
lasting impression in peoples minds.
Perth Airport is already surrounded by a number of Roe Highway interchange to a partial freeway
upgrading of the existing Tonkin Highway/

highways that provide major transport links within


to freeway interchange, and
Perth and to Western Australias regional areas but
there is still room for improvement, especially when it upgrading Tonkin Highway between Great Eastern
Highway and Roe Highway to six lanes.
comes to providing for the airports future expansion.
Rail
Transport Mode Share
Perth Airport welcomes and supports the State
As part of providing a balanced transport solution,
Governments confirmation of the proposed
Perth Airport is committed to working with the
Forrestfield-Airport Link which will extend through and
State and Local governments to develop sustainable
service Perth Airport passengers and employees.
transport options which work towards achieving
The rail link will provide an alternative to the current
network wide mode share targets.
car-based access to the Airport. Perth Airport is

Gateway WA working with the Public Transport Authority (PTA) to


improve services to the Airport and to seamlessly link
In 2008, the Commonwealth and State governments
the rail stations with the surrounding airport facilities.
announced the Gateway WA project to tackle traffic
congestion around Perth Airport, and in the Kewdale Within the Commonwealth controlled land of Perth

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.

aa new interchange at Leach Highway/Abernethy Road,

Abernethy Road,
new on-ramp to Tonkin Highway from

21
EXECUTIVE SUMMARY

Public Transport It is also acknowledged that SCVs provide an


The State Government, through the Public Transport important transport service. Perth Airport will work
Authority (PTA), is working to improve public with the SCV companies to ensure appropriate
transport options and accessibility to the Airport. facilities are built, including development of quality
undercover facilities over the period of the Draft
Terminals 3 and 4 are currently serviced by public bus
Master Plan 2014.
services that connect Perth Airport to the city but
there are currently no public transport services to
Car Parking
Airport Central. However, it is expected that a public
bus service will commence once Virgin Australia Perth Airport recognises that good quality accessible

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

protecting communication, navigation and relative to a location.

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

Keeping in touch with our community


Perth Airports responsibilities to local communities
extend far beyond providing commercial air services.
As a responsible corporate citizen, Perth Airport
seeks to:

effectively manage the impact of its operations on


the environment,

recognise the heritage values of the airport estate


and respect the Traditional Custodians of the land,
the Noongar community, on which Perth Airport
operates,

keep community members informed about Perth


Airports operations and how development of
Perth Airport might affect communities, and

provide tangible support to organisations, families


and groups who are seeking to improve their local
communities.
Perth Airport therefore believes it is important that
representatives of local communities are consulted to
ensure that community needs and concerns are taken
into account. The groups we participate in include:

Perth Airports Municipalities Group,

Perth Airport Community Forum (previously


Planning Coordination Forum,

referred to as the Perth Airport Community


Aviation Consultation Group),

Perth Airport Aircraft Noise Management


Technical Working Group,

Perth
and
Airport Environmental Consultative Group,

Perth Airport Major Tenants Environment Forum.

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

Figure 1.1 Location of Perth Airport

29
01. INTRODUCTION

1.2 Ownership of Perth Airport


In 1997, the operation and management of Perth
Perth Airport estimates that
Airport was transferred from the Commonwealth of
Australia to Westralia Airports Corporation (WAC) approximately 80 per cent
under a 50-year lease with a 49-year option for of its shares are held for
extension. In 2011, WAC changed its trading name to the benefit of Australian
Perth Airport Pty Ltd. superannuants and
Although the day-to-day management of Australian Australian citizens.
capital city airports was privatised in the 1990s, the
Commonwealth Government continues to play an
important regulatory and oversight role through the
Airports Act 1996 (the Act) and associated
1.2.1 Perth Airport Lease
regulations. This statutory regime ensures that the
Perth Airport is the lessee of the 155 lots of land that
public interest is protected.
comprise the approximately 2,105 hectares which
Perth Airport is operated by Perth Airport Pty Ltd, a
make up the airport estate. The airport estate
wholly-owned subsidiary of Perth Airport Development
boundary is shown in Figure 1.2.
Group Pty Ltd (PADG). The shareholders of PADG, as
An essential term of the lease is that the lessee must
at October 2014, are shown in Table 1.1
comply with all legislation relating to the Airport site,
including the Act. Perth Airports substantial program
PERCEN TAGE
SHA R E HO LDER
OWNERS H IP of investment in aviation infrastructure is consistent
with the companys obligations to expand the airports
Utilities of Australia Pty Ltd ATF Utilities
38.3 per cent capacity to meet demand, while providing acceptable
Trust of Australia (UTA)
levels of service to airlines and passengers.
The Northern Trust Company (TNTC)
in its capacity as custodian for The lease not only requires that Perth Airport
Future Fund Investment Company No.3 Pty 29.7 per cent operates the airport estate as an airport it also allows
Ltd (FFIC3), a wholly owned subsidiary of non-aviation development that supports the
The Future Fund Board of Guardians (FFBG)
economic viability of Perth Airport.
Utilities of Australia Pty Ltd ATF
17.3 per cent Although there have been no lease boundary
Perth Airport Property Fund (PAPF)
changes since the Master Plan 2009, Perth Airport
The Private Capital Group Pty Ltd as is in the process of minor land acquisition, disposal
4.3 per cent
trustee of the Infrastructure Fund
and some minor land swaps with State and Local
AustralianSuper Pty Ltd 5.0 per cent governments in consultation with the
Commonwealth Department of Infrastructure and
Citicorp Nominees Pty Ltd as custodian
for Commonwealth Bank Officers Regional Development (DoIRD).
Superannuation Corporation Pty Ltd 3.2 per cent The New Access Roads Gateway WA Major
as trustee for Commonwealth Bank
Development Plan also outlines the land-swap
Group Super
involved in the delivery of the Gateway WA project.
Sunsuper Pty Ltd 2.2 per cent

Table 1.1 Shareholders of Perth Airport Development


Group Pty Ltd as at October 2014
Source: Perth Airport Pty Ltd

30
01

Figure 1.2 Aerial photograph of Perth Airport estate 2014


Source: Perth Airport Pty Ltd

31
01. INTRODUCTION

T H E H I STO RY O F P ERT H A IRP O RT IN P HOTOS

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

meeting places and camping sites of the Noongar runway (03R/21L).

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

1.3.4 Post Privatisation 1.3.5.1 Aviation Development


In 1997, control of Perth Airport was transferred to In May 2008, Perth Airport released its Vision for the
Westralia Airports Corporation (WAC) under a Future which described that, through a staged major
50-year plus 49-year option leasehold as part of the redevelopment, all commercial air services would be
first phase in the privatisation of Australian airports. consolidated in new facilities around the site of the
The Commonwealth Minister for Transport and existing International Terminal (T1). This is referred to
Regional Services approved the Perth Airport as the Airport Central Precinct, as shown in Figure 1.4.
Environment Strategy in August 1998 and the Perth During FY11, Perth Airport fully committed to the first
Airport Master Plan 1999 in 1999. A revised Master stage of the consolidation plan with its privately
Plan 2004 was approved on 10 August 2004. funded $1 billion capital investment program. All
The current Perth Airport Environment Strategy projects in this first stage of redevelopment are now
2009-2014 was approved on 15 September 2009 and either completed or under construction. The major
the current Perth Airport Master Plan 2009 was projects in this program are summarised overleaf.
approved on 2 November 2009. To align the Master Perth Airport anticipates the final stage of consolidation
Plan and Environment Strategy, the Commonwealth of all commercial air services will occur early 2020s,
Minister for Infrastructure and Regional Development when new facilities are constructed in Airport Central
approved an extension of the Environment Strategy for Qantas Airways Group operations.
2009-2014 under Section 86A of the Act.

1.3.5 Airport Development


Perth Airport has made significant investments in
both aviation and non-aviation-related development
over the past six years, as shown in Figure 1.3.

PE R T H A I R PO R T CA P ITA L EX P EN DIT U RE SIN CE 2009

$M
300

AVIATION NON AVIATION

250

200

150

100

50

0
FY09 FY10 FY11 FY12 FY13 FY14

Figure 1.3 Perth Airport capital expenditure since 2009


Source: Perth Airport Pty Ltd

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

New Domestic Terminal


(T2)
T2, which opened in March 2013 next to T1,
marked the first stage of consolidation
when Alliance Airlines, Virgin Australia
Regional Airlines (formerly Skywest) and
Tigerair relocated from Terminal 3 (T3)
into T2.
T2 has a gross floor area of approximately
21,500 square metres and aircraft parking
for up to 36 aircraft.
VALU E

$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

TOTAL AV IAT ION


INV E ST ME NT OV E R
T H E L AST 5 Y E ARS
IN E XC E SS OF

$1 Billion

37
01. INTRODUCTION

1.3.5.2 Non-Aviation Development recently resulted in significant growth in non-aviation

Perth Airport has undertaken significant investment related business.

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.

NON-AV I ATI O N D E V E LO PM E N TS O N PE R T H A I RP O RT ESTAT E

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

T4 Domestic Apron Reconfiguration

Completion of Dunreath Drive - linking T3 and T4 with the Airport Central Precinct

Rio Tinto Echo 1 Office Building

Kewpoint/Worldlink Warehouse2

Patricks Autocare Warehouse

Awesome Aviation Hangar2

Maroomba Airlines Terminal and Hangar

Manhiem Fowles Vehicle Storage Facility2

P R OJE C TS COMPLETED I N 2011

Terminal 1 (T1) Extension of Existing General Service Equipment area

General Aviation subdivision Taxilane Romeo

Main Runway 03L/21R Resurfacing

Gate 1 Airside facility

T3 Extension of Car Rental Storage area

Sugarbird Lady Drive Upgrades

Domestic Terminal Precinct Existing Car Parks Extension

Public Viewing Area

SCF Containers International Pty Ltd Facility

Kleinig Avenue/Fauntleroy Avenue/Bungana Street Roundabout Intersection

New Aviation Rescue and Fire-Fighting Station2

T1 Apron Works and Standoff Area

T1 Finishes replacements

T1 Arrivals Stage 1 - Inbound Processing Refurbishment

General Aviation Parking bays - Taxiway Romeo

T1 Forecourt works

Horrie Miller Drive Whitlam Road and Colquhoun Resurfacing

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

P R OJE C TS COMPLETED I N 2012

Tonkin Highway/Dunreath Drive Signalised Interchange

New Perimeter Security Solution

Domestic Long Term Parking Expansion

Horrie Miller Drive Landscaping Improvements

T3/T4 Forecourt Development

Airfield Taxiway Improvements

T3 Virgin Australia Lounge Expansion

Taxiway Romeo Apron

T1 Relocation of Taxi Rank, Bus Bays and Car Rental Parking

Taxiway Whiskey rebuild

Airflite Hangar, Workshop, Offices and Apron2

P R OJE C TS COMPLETED I N 2013

Terminal 2 (T2)

T1 Long Term Car Park G Park and Ride Facility

Taxiway Romeo Apron

T3 Apron Reconfiguration

T3 Arrivals Baggage Reclaim Upgrade

T3 Arrivals Walkway Extension

Rio Tinto Echo 2 Office Building

Roy Hill Headquarters Building2

Rand Office and Warehouse2

Fairland View 3 x Office and Warehouses2

Taxiway Resurfacing Program

T4 Stand-Off parking positions and 700 Bays

Co-generation Facility

T4 Qantas Lounge Expansion2

40
WO R KS IN PROGRESS I N 2014
01
Domestic Pier Extension of T1

T1 International Arrivals Expansion

T1 International Departures Expansion

T1 International Departures Upgrade - Level 1

Gateway WA Abernethy Road Link to Tonkin Highway1

Gateway WA Horrie Miller Drive/Tonkin Highway Interchange1

Gateway WA Leach Highway/Tonkin Highway Interchange1

Gateway WA Dunreath Drive/Tonkin Highway Interchange1

Airport Drive construction

Siemens Office/Warehouse

Australian Federal Police Building

T1 Forecourt Roads

T1 Short Term Parking Expansion

T2 Bus and Taxi Facilities

General Aviation Terminal Car Park Expansion

T3 Departures Area Expansion

T3 Security Screening Area Reconfiguration and Expansion

Bravo Office Building

Munday Power station

T3 Phase 2 Expansion

A380 Fillets and Blast Protection

Construction of Taxiway Charlie Extension

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

Perth Airport provides numerous economic, social of flights.

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

Figure 1.6 Perth Airport International services, October 2014


Source: Perth Airport Pty Ltd

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

international access to multiple global hub airports.


interstate domestic travel, and balanced against the broader community and

economic benefits that arises from these operations.


Perth Airports commitment to aircraft noise
Maintaining operational flexibility is critical to
supporting Western Australias economy. Perth management is outlined in Section 7.

Airport is part of a national and global aviation


1.4.2 Economic Impact of Perth Airport
network and, as such, flight times and schedules
Perth Airport is a major centre of employment in the
are not directly controlled locally. The viability of
Perth metropolitan region, and currently employs
many of Perths international air services depend
(directly and indirectly) an estimated 12,570 aviation-
on linking with connecting networks through hub
related full-time employees who contribute $1.92
airports, such as Dubai and Singapore. Any
billion to the gross regional product (GRP). The
restrictions on the operations of Perth Airport would
number of non-aviation related full-time employees
lead to a significant loss of air services, which may
is estimated at 5,230, and they add approximately
result in a reduction of service levels and a possible
$690 million to the GRP. Perth Airports direct
increase in the cost of flying for community members
contribution of economic activity to the Western
and businesses.
Australian economy is about 0.6 per cent of gross
International aircraft seats are the lifeblood of the
state product (GSP).
States international tourism business and the many
jobs directly and indirectly generated by that
ANNUAL
industry. The reduced level of international air AV IAT ION AND FULL TIME
ADDING
NON-AV IAT ION EMPLOYMENT
VALUE TO GRP

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

Table 1.4 Current annual tourism enabled economic


impact of Perth Airport
Source: ACIL Allen Consultancy, 2014

The effectiveness and success of the Western


Australian resource sector, which represents
40.7 per cent of Australian Annual National
768,500
Income, is critically dependent on the fly-in fly-out international
visitors to WA
(FIFO) system of employment resourcing.
Many FIFO flights take resource-sector workers from
their homes in Perth and interstate to their place of
work at times determined by their employers. The
Chamber of Minerals and Energy Western Australia $ 2.27
(CMEWA) estimates the number of direct employees billion
tourism
in the Western Australian resource sector was dollars
approximately 143,000 at May 2013. CMEWA also
estimates that FIFO workers account for 55 per cent
of the resource sector workforce in Western

45
01. INTRODUCTION

1.4.2.1 Future Economic Impact prices. The total number of non-aviation related

Taking into consideration the developments full-time employees is forecast to be approximately

proposed in the first five years of the Draft Master 20,020, contributing to the GRP approximately $3.01

Plan 2014 it is forecast that by 2019 the total (i.e. billion.

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

tourism enabled by Perth Airport is forecast to


Aviation
generate approximately 82,400 full-time 16,000 $2.59 billion
(direct and indirect)
employees, adding value to the GRP of
approximately $8.78 billion per year. Non-aviation
7,860 $1.1 billion
(direct and indirect)
Taking into consideration the proposed
developments over the 20 years of the Draft Master Total 23,860 $3.69 billion
Plan 2014, it is forecast that by 2034, the total (direct
Table 1.5 2019 Annual economic impact of Perth Airport
and indirect) number of aviation-related full-time
Source: ACIL Allen Consultancy, 2014
employees will be approximately 22,200, accounting
for approximately $4.03 billion of GRP at 2011/12

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,

Perth Airport The commencement of services to mainland


The physical isolation of Perth, the size of Western China by China Southern Airlines, and
Australia and proximity to South-East Asia place
Perth Airport in the unique position of being a major Qatar Airways starting new daily services to Doha.
In addition to those services, new services in FY14
contributor to the lives of Western Australians. Perth
and FY15 that have been announced or commenced
people rely on air transport more than most other
include:
Australians, they travel by air more frequently and
over longer distances for work, education, recreation, Scoot launching five services per week to
Singapore in December 2013,
health and to visit friends and relatives.
Without aviation, personal travel beyond about Two seasonal Qantas services per week to
Auckland in December 2013 and January 2014,
300 kilometres would become more difficult. People
would travel less, and part of the time away would be Air New Zealand launching twice weekly seasonal
services to Christchurch from December 2013 to
unproductive, travelling for long periods in cars, buses
April 2014, and
or trains. This would reduce the amount of personal
connectivity with friends and relatives; the ability to Etihad commencing daily services to Abu Dhabi in
July 2014.
attend important family events; and the opportunity
for holidays, as well as cultural and sports trips.
The development of the unique whole-of-state FIFO
method of employment and services sourcing by the
resource sector has largely been driven by the fact
that Western Australia remains primarily a single-city
State. The bulk of high-level services (including
health, education, retail and recreational services)
are located within the Perth metropolitan area. The
unique feature of State development in a premier
metropolitan city facilitates the development of
major facilities enjoyed by Perths residents and
enables a large workforce to service diverse and
remote operations around the State.

47
01. INTRODUCTION

PERCENTAGE
2012/ 13 2007/08
CHANGE

PORT AI RLI NE SEATS FLIGHTS SEATS FLIGHTS SEATS FLIGHTS

Auckland Air New Zealand 100,570 347 71,108 303 41% 15%

Bangkok / Phuket Thai Airways 106,007 349 82,675 261 28% 34%

Brunei Royal Brunei - - 48,164 245

Cocos / Christmas Island Virgin Australia 25,476 204 - -

National Jet - - 9,446 124

Denpasar Indonesia AirAsia 196,380 1,091 - -

Jetstar 137,583 775 - -

Garuda 126,615 783 96,459 620 31% 26%

Virgin Australia 83,196 462 - -

Ozjet - - 8,394 81

Qantas - - 27,888 166

Doha Qatar Airways 82,198 277 - -

Dubai Emirates 296,100 921 239,241 732 24% 26%

Guangzhou China Southern Airlines 42,830 157 - -

Hong Kong Cathay Pacific 136,617 515 76,554 246 78% 109%

Qantas 32,570 110 42,041 157 -23% -30%

Jakarta Jetstar 21,912 122 - -

Garuda 486 3 20,657 206 -98% -99%

Qantas - - 24,696 147

Johannesburg South African Airways 94,732 359 68,602 268 38% 34%

Qantas - - 2,700 6

Kota Kinabalu Malaysian Airlines 4,688 29 - -

Kuala Lumpur Air Asia X 176,503 461 - -

Malaysian Airlines 149,345 522 139,357 481 7% 9%

Manila Philippine Airlines 2,496 16 - -

Mauritius Air Mauritius 32,450 118 31,386 104 3% 13%

Phuket Virgin Australia 44,820 249 - -

Singapore Singapore Airlines 364,414 1,313 334,442 1,036 9% 27%

Qantas 170,964 619 224,570 729 -24% -15%

Jetstar 71,573 398 - -

Tigerair 68,760 382 69,120 384 -1% -1%

Tokyo Qantas - - 37,149 157

Total 2,569,285 10,582 1,654,649 6,453 55% 64%

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.

remainders are charter and general aviation flights.


1.4.3.2 Connectivity with the rest of Australia
There has been significant growth in regional
Perth Airport is the largest airport on the west coast
aviation at Perth Airport over the past decade as
of Australia and the key port of entry and departure
shown in Table 1.8.
for anyone arriving or departing from the State.
TOTAL PERTH Reflecting this, domestic passengers make up the
NUMBER OF PERCENTAGE
AIRPORT
YEAR WA REGIONAL OF TOTAL
PASSENGERS
PASSENGERS PASSENGERS
majority of passengers through Perth Airport.
(MILLION)
After a period of rapid growth in total airport
2003 5.4 211,000 3.9 passenger numbers during the past five years,
domestic passenger numbers have remained a
2008 9.2 500,000 5.4
constant proportion of passengers at around
72 per cent in FY13. In absolute terms, the number of
2012 12.6 628,000 4.9
domestic passengers has risen from 7.1 million in
Table 1.8 Regional aviation passenger growth at Perth Airport
FY09 to 9.9 million in FY13, representing an average
Source: ACIL Allen Consultancy, 2014
annual increase of 8.3 per cent.
Due to the remote location of many of Western
Given the vast distances to other Australian States,
Australias resource developments, aviation plays an
interstate air services are the only efficient
essential role in helping resource companies to attract
passenger transport mode. In terms of population
and maintain staff who are prepared to be employed
increase in Western Australia, interstate migration
on a FIFO basis. The remote location of many resource
continues to provide an important contribution to
developments means that, without aviation, many of
Western Australias population growth.
these developments may become unviable.
Based on data from the State Department of
Regional Development, population growth in regional
Western Australia was high at around 2.7 per cent
per annum over the five years to 2012.
The number of people living in regional Western
Australia is expected to continue to grow at these
levels. Perth Airport is vital for people living in these
communities to gain access to medical care,
education, legal and government services, and a
range of cultural, sporting and recreational activities.
Many people also combine these activities with
maintaining contact with friends and family in Perth,

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

past five years. nature of Western Australias economy with its


strong global connections.

PR O PE N S I T Y FO R IN T ERN AT IO N A L T RAVEL

R E S I D EN T PASSEN GER MOVEMEN TS


MILLIONS OF PEOPLE

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

were born outside Australia compared to 26 per cent


for the Australian population as a whole. This trend is
even more pronounced for Perth where 37 per cent
were born outside of Australia.
In 2008|09 over 44,000 people migrated to Western
Australia. This number slowed in 2009|10, as a result
of the more modest economic growth, to just under
29,000, but rebounded in 2011|12 to 47,000. This
high rate of migration is due to the need for skilled
employees to boost Western Australias workforce
and reflects a lifestyle choice, particularly for those
joining family and friends already living in Australia.
Air transport provides the only practical means of
transport by which residents can stay connected with
families, friends and cultures in their place of origin.
It is not only social and cultural ties that encourage
overseas travel, Western Australias proximity to
South-East Asia means that countries such as
Indonesia, Thailand and Malaysia have become
2011|12
popular holiday destinations. 47,000
migrations
to Western
1.4.3 Community Benefits of Perth Airport Australia
Perth Airport is committed to the communities in = 1000

which it operates and the Airport supports a wide


range of activities that assist community groups,
not-for-profit organisations as well as larger charity
organisations.
Perth Airports Community Partnership Program is a
grass roots program that provides funding for
initiatives with a focus on Youth and Education,
Community and Culture, and the Environment. In
FY13, Perth Airport provided over $130,000 in
funding through the Community Partnership
program, in addition to over $400,000 to other
charity groups.

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

Airport infrastructure plans cannot be developed in outlined in Section 11.

isolation from those undertaken by other authorities


2.3 Commonwealth Policy and Regulatory
with responsibility for land-use planning in
Framework
metropolitan Perth, and which provide services that
During the Federal election campaign in 2013, the
directly impact the airports effectiveness.
now Coalition government released their Policy for
Close and effective cooperation between Perth
Aviation. The Policy contains a number of
Airport and other authorities and infrastructure
initiatives including:
providers is critical because:

Perth Airports operations impact surrounding establishing a formal Aviation Industry


Consultative Council to meet regularly with the
communities including the natural environment,
Minister,
and

community needs is affected by the land use


the capacity of Perth Airport to meet the establishing a high-level external review of
aviation safety and regulation in Australia,

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,

2.2 Master Plan Process supporting regional aviation by introducing a new


and better targeted En-route Rebate Scheme,
The Master Plan is a high-level planning document
with a planning period of 20 years. For the first time, recognising the importance of Australian
airports to the economy,
the Master Plan 2014 also incorporates

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

2.3.3 Regulatory Framework provide for the development of additional uses of


the airport site,
Perth Airport is governed by Commonwealth
legislation and the key legislation applicable to airport indicate to the public the intended uses of the
airport site,
planning, land use and development control comprises:

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

Airports (Protection of Airspace) Regulations


Airports (Building Control) Regulations 1996, airport site are compatible with the areas

1996, surrounding the airport,

ensure that all operations at the airport are

Airports (Environment Protection) Regulations


1997 (AEP Regulations),
undertaken in accordance with relevant
environmental legislation and standards,

Environment Protection and Biodiversity establish a framework for assessing compliance at


the airport with relevant environmental legislation
Conservation Act 1999 (EPBC Act),

Environmental Protection and Biodiversity and standards, and

Conservation Regulations 2000, promote the continual improvement of

Civil Aviation Act 1988, environmental management at the airport.

Civil Aviation Safety Regulations 1998,


Civil Aviation Regulations 1988, Section 71(2) of the Act requires that a Final Master

Aboriginal and Torres Strait Islander Heritage Plan include the following:

Protection Act 1984, and a) the airport-lessee companys development


objectives for the airport,

Native Title Act 1993. b) the airport-lessee companys assessment of the


future needs of civil aviation users of the airport, and
2.3.4 Airports Act 1996 other users of the airport, for services and facilities
The Airports Act 1996 (the Act) is the principal relating to the airport,
statute regulating the ownership, management and c) the airport-lessee companys intentions for land
operation of the leased Federal airports. Part 5 and use and related development of the airport site,
Part 6 of the Act prescribes controls over land use where the uses and developments embrace airside,
planning, including environment management and landside, surface access and land planning/zoning
building at airports. aspects,
Under Section 70 (1) of the Act, each airport is d) an Australian Noise Exposure Forecast (in
required to produce a Final Master Plan. The Final accordance with regulations, if any, made for the
Master Plan is one that has been submitted to the purpose of this paragraph) for the areas
Minister as a Draft Master Plan and approved. Prior surrounding the airport,
to submitting a Draft Master Plan to the Minister, the da) flight paths (in accordance with regulations, if any,
airport is required to take into account public made for the purpose of this paragraph) at the airport,
comments. Subsequent developments at the airport e) the airport-lessee companys plans, developed
must be consistent with the Final Master Plan. following consultations with the airlines that use the
airport and local government bodies in the vicinity
Section 70 of the Act states that the purposes of a
of the airport, for managing aircraft noise intrusion
Final Master Plan for an airport are to:
in areas forecast to be subject to exposure above
establish the strategic direction for efficient and
economic development at the airport over the
the significant ANEF levels,
f ) the airport-lessee companys assessment of
planning period of the plan,
environmental issues that might reasonably

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

world heritage sites, environmental impact assessments, and how the

wetlands of international importance (often called


national heritage places, Commonwealth Department of Environment

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

nationally threatened species and ecological


communities,
seeks to provide flexibility in delivering these.
The policy aims to improve environmental

migratory species, outcomes through the consistent application of

Commonwealth marine areas, best practice offset principles, providing more

a water resource in relation to a coal seam gas or


the Great Barrier Reef Marine Park, certainty and transparency, and encouraging

major coal mine development, and advanced planning of offsets.

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.

if it appears that State or Territory laws have not


2.4 State Policy and Regulatory Framework
provided effective protection.
Perth Airport is governed by Commonwealth
2.3.7 The Native Title Act 1993 legislation. However, in the absence of relevant

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

The Airports Regulations 1997 which provides land


use, planning and building controls for federally
of planning matters. The planning policies and
strategies developed by the WAPC set the strategic

leased airports, context in which the MRS operates.

The Airports (Building Control) Regulations 1996


which establishes a system for approving
The land use plan presented in Section 3 has been
prepared taking into account, and is consistent with,
appropriate building activities on the airport site, the State Planning Framework, which identifies Perth

The Airports (Protection of Airspace) Regulations


1996 which provides for the planning, protection
Airport as a specialised centre, as described in
Section 2.4.4.
and management of Prescribed Airspace, and The specific commercial and industrial

Regulations 1997 which details the process for


The Airports (Environment Protection) developments envisaged at Perth Airport
complement the existing and future land uses in the

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.

Aviation Strategy would be the first for the State and


2.4.3 State Planning Strategy 2050 (2014)
is understood by Perth Airport to have been prepared
in conjunction with key State government agencies The State Planning Strategy 2050, prepared by the

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.

sectors to ensure adequate services continue to


meet the needs of the State of Western Australia.
The Draft Western Australian State Aviation Strategy
confirms the status of Perth Airport as the sole and

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

metropolitan region. levels of activity and access by creating a


consolidated business and commercial hub. It states:
In Directions 2031, Perth Airport is identified as a
Perth Airport has the potential to capitalise on
specialised centre and recognised as critical to
already high levels of activity and access by creating a
supporting the growth in the Western Australian
consolidated business and commercial hub. The
resource sector, as well as providing Western
creation of additional industrial land to complement
Australias primary link to the rest of Australia and
the Welshpool-Kewdale industrial centre will
the world. Directions 2031 provides for significant
generate important employment opportunities for
growth in the resident population and workforce of
catchments in the eastern metropolitan area. Planning
the Perth Metropolitan Region, which will support
is underway for access upgrades to major road
the growth of the Airport as a specialised centre and
connections and to extend the metropolitan rail
employment hub.
network to service the area, which is currently
underserviced by public transport.

Directions 2031 and 2.4.6 Economic and Employment Lands


Beyond is the highest Strategy: non-heavy industrial (2012)

level spatial framework The Economic and Employment Lands Strategy:


non-heavy industrial, is prepared and administered
and strategic plan for
by the WAPC and responds to the recognised
the Perth and Peel shortfall of industrial land supply in Perth. The
metropolitan region. strategy identifies that Perth Airport has the capacity
to provide 300 hectares of industrial and commercial
land. This includes large sites which leverage the
considerable adjacent infrastructure such as
2.4.5 Central Metropolitan Perth connectivity to the regional road network, rail
Sub-regional Strategy (2010) freight, and power, water and sewerage services.

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.

The Central Metropolitan Perth Sub-regional


Strategy, based on the outcomes sought by
Directions 2031, sets employment and housing
targets for the central sub-region, investigates
opportunities for the delivery of the targets and sets

61
02. PLANNING CONTEXT

2.4.7 State Planning Policy 4.2


Activity Centres for Perth and Peel
The Activity Centres policy is a State planning policy Draft State Planning
for the planning and development of activity centres Policy 5.1 identifies
throughout the Perth and Peel metropolitan region. that Perth Airport is
It is concerned with the distribution, function, broad
fundamental to the
land use and urban design criteria of activity
continued development
centres, and coordinating land use and
infrastructure planning. Other purposes of the policy of the Perth Metropolitan
include: Region and the State
the integration of activity centres with public
transport,
as a whole.

ensuring activity centres contain a range of


activities to promote community benefits through
infrastructure,
2.4.8 Draft State Planning Policy 5.1
efficiency and economic benefits of business
clusters, and
Land Use Planning in the Vicinity of
Perth Airport (October 2011)
lower transport energy use and associated carbon
emissions.
The Draft State Planning Policy 5.1 applies to land in
proximity to Perth Airport which is, or may be in the
The policy also reflects WAPCs intention to
future, affected by aircraft noise, and states:
encourage and consolidate residential and
Perth Airport is fundamental to the continued
commercial development in activity centres, so
development of the Perth Metropolitan Region and
that they contribute to a balanced network. Under
the State as a whole. Investment in airport
the policy, Perth Airport is identified as a
infrastructure and the economic opportunities
specialised centre, with primary functions of
associated with the operation of the airport are now
aviation and logistic services. A specialised centre
recognised as an important, and perhaps critical
provides opportunities for the development of
element, in the prosperity of a city such as Perth.
complementary activities, particularly knowledge-
Accordingly, the airport and its ongoing
based businesses. A range of land uses that
development need to be recognised in the planning
complement the primary function of these centres
of the region, and its operation protected as far as
will be encouraged on a scale that will not detract
practicable from development with the potential to
from other centres in the hierarchy.
prejudice its performance. One of the main issues to
be addressed in the planning of areas in the vicinity
of the airport is aircraft noise, which is the focus of
this policy.
The role of this policy is to provide guidance to Local
governments in the vicinity of Perth Airport and
WAPC when considering developments on land
adjacent to the airport.

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

P ERT H A IRP O RT ESTAT 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
(2
/ 24
06
AY
NW
RU
D
IN
SW
OS
CR
TO
NK
IN
HIG

06
HW
AY

)m
X 45
3m
(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

2.4.12 Local Government 2.4.12.1 City of Belmont Local Planning


Perth Airport is located predominantly within the City Scheme No. 15
of Belmont, however sections of the Perth Airport The City of Belmont Local Planning Scheme No. 15
estate are also within the City of Swan and the Shire (LPS 15) has Industrial and Residential zones
of Kalamunda. The airport estate in the context of the adjacent to the airport estate including the major
Local government boundaries is shown in Figure 2.1 Kewdale industrial area, and the residential
(see over page). suburbs of Cloverdale and Redcliffe.
In order to provide compatible land uses and develop Under LPS 15, approximately 33 per cent of the City
appropriate surface access arrangements, Perth of Belmont is reserved for Public Purposes, which
Airport ensures that planning for the airport estate predominantly covers the Airport, 22 per cent is
has due regard to the planning frameworks of zoned Residential and 7 per cent zoned Industrial.
adjoining local authorities. To achieve this outcome Since the early 1990s, substantial redevelopment of
Perth Airport works with the neighbouring Local the residential zoned area has occurred. However
governments through the Planning Coordination there are further opportunities for redevelopment in
Forum. Further, Perth Airport will investigate, where the area of Rivervale known as the Springs and also
practical, undertaking initiatives such as joint Development Area 6, which is the residential area of
visioning and development concept projects for areas Redcliffe immediately to the west of the airport estate.
on the boundary of the airport estate which share Local Planning Policy No. 14 Development Area 6
common features such as communities of interest, Vision (LPP 14) was adopted by the City of Belmont
environment or transport networks. Council at its meeting on the 17 December 2013.
The Local Planning Schemes of Local governments City of Belmont is currently reviewing the LPP 14 to
must be consistent with the MRS and State reflect the project definition plan for the Forrestfield-
Planning Policies. Airport Link as adopted by the State Government.
Perth Airport will work with the City of Belmont and
the State Government to ensure that the revised plan
leverages from the opportunities that a transit
oriented development provides.

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.

PE R T H A I R PO R T IN T EGRAT ED P LA N N IN G FRA MEWO RK

Planning Development Master


Delivery
Considerations and Planning Planning

EXTERNAL PERTH AIRPORT


D E V E LO P M E N T P L A N S Approval and
Perth Airport
Relevant Ultimate Implementation
Commonwealth and Land Use Plan Master Plan Framework
State legislation
Precinct Plans
Commonwealth,
State & Local Infrastructure and
Government planning Services Plan
policies and framework
Terminal Plan
Aviation industry Perth Airport
stakeholders Aviation Development Plan Statutory
Master Plan
INTERNAL Non-Aviation
Perth Airport Strategic Business Plan

Development Plan
Development Objectives
Ground Transport Plan
Environment Policy
Environment Strategy
Sustainability Strategy

Celebrating Aboriginal
culture at Perth Airport

Commercial and
property strategy

Forecasts and scenarios

Stakeholder Engagement

Figure 2.3 Perth Airport Integrated Planning Framework


Source: Perth Airport Pty Ltd

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

development objectives which evolve from the Master Plan 2014.

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.

airport business providing great customer service.


The following corporate objectives guide Perth
Airports management:

ensuring our facilities and services are safe and


secure for all,

helping our airline and other business partners


develop their businesses,

meeting the needs of our customers,

conducting
astute manner,
our business in a commercially

providing
employment,
our employees with satisfying

conducting operations in an ecologically


sustainable manner,

identifying and managing risk,

Western Australia, and


facilitating travel, trade and industry in

ensuring we are a responsible and caring


corporate citizen.

70
02

Perth Airports vision is


to operate an
outstanding airport
business providing great
customer service.

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

Deliver aviation services that


airlines, members of the public
and business enterprises need,
at a reasonable cost.
To achieve this objective we will ensure the facilities:

have sufficient capacity to allow new airlines to


provide services from the airport and enable
existing airlines to expand their route network
and frequency without constraint,

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,

addresses all sources of risk to


employees of Perth Airport and the
O B JE C TIVE
employees of all other companies
Bring land not required for and contractors who use facilities
long-term aviation services provided by Perth Airport,
into productive use to support
economic development and
complies with applicable Australian
aviation safety and security
employment creation in legislation which is based on
Western Australia. international standards,

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

Ensure the airports development and operations respect the


strong bond that exists between the Noongar people and the land
that comprises the Perth Airport estate.
To achieve this objective we will ensure that the planning, design, construction and operation of facilities are:

consistent with Perth Airports Aboriginal heritage and engagement policy framework,

undertaken in close consultation with representatives of the Noongar people,

based on thorough assessment that identifies sites of Aboriginal heritage significance.


respectful of the wishes of the Noongar people, and


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

To achieve this objective we will


customers, and
ensure the facilities planning, design,
construction and operation: inregulatory
a stable, predictable and supportive economic
environment.
takes into account the needs of
surrounding communities,

identifies and protects environmental


values onsite or provides offsite
OB JE C T IV E

offsets where considered appropriate,


Ensure the ongoing integrity of other
critical infrastructure that may be
effectively addresses all sources of
environmental impact, including impacted by airport development.
aircraft noise, To achieve this objective we will:
undertaken by Airservices and airlines
supports the initiatives being
consult with entities responsible for critical
infrastructure including, road access, power, water,
to minimise aircraft emissions, drainage, telecommunications, aviation fuel lines,
and water efficiency, and waste
incorporates better practice energy underground storage tanks and gas pipelines, and

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

2.5.2 Planning Approach departments and agencies, Local governments,

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

that future development planning adequately environmental impacts of development and

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

environmental impacts. Developments within the improvement in environmental management.

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

the Commonwealth and State government section 2.5.3 Planning Criteria.


74
02
It is the actual growth
in traffic demand and
commercial needs of
Perth Airports customers
that will influence the
actual timing of the
developments.

75
02. PLANNING CONTEXT

Figure 2.4 Perth Airport Airfield Layout Master Plan 1985


Source: Commonwealth Department of Aviation

Figure 2.5 Perth Airport Airfield Layout Master Plan 1999


Source: Westralia Airports Corporation (now Perth Airport Pty Ltd)

76
02

Figure 2.6 Perth Airport Airfield Layout Master Plan 2004


Source: Westralia Airports Corporation (now Perth Airport Pty Ltd)

Figure 2.7 Perth Airport Airfield Layout Master Plan 2009


Source: Westralia Airports Corporation (now Perth Airport Pty Ltd)

77
02. PLANNING CONTEXT

2.5.3 Planning Criteria 2.5.3.2 Terminals


This Master Plan 2014 is underpinned by a number of The International Air Transport Association (IATA)
key planning criteria relevant to land use planning, publication Airport Development Reference Manual
infrastructure development and airport operations. (ADRM) is a guide for planning new, or extending
existing, airport facilities. The ADRM is an important
2.5.3.1 Runway, Taxiway and Aprons source of best industry practice with regard to the
Australias Civil Aviation Safety Authority (CASA) is planning and design of airports. It is used by Perth
responsible under the Civil Aviation Act 1988 for Airport, in conjunction with numerous other planning
developing and disseminating appropriate aviation tools and techniques, including simulation, customer
safety standards. Perth Airport, as the airport surveys, industry benchmarking and extensive
operator, is responsible for the safety of the stakeholder consultation, to inform the design of the
aerodrome in accordance with Civil Aviation Safety passenger terminal buildings.
Regulations (CASR) Part 139 Aerodromes. These Design standards and levels of service are
regulations are supported by a Manual of Standards fundamental components of terminal planning. They
Part 139 Aerodromes (MOS 139), which prescribes represent value judgments about the desirable
the technical standards for aerodromes used in air passenger experience which can change over time
transport operations. The specifications contained in and vary between passenger groups and individual
MOS 139 are largely the same as the International travellers. The actual level of service, as opposed to
Civil Aviation Organization (ICAO) standards, noting the design level of service, is also heavily influenced
that there are some differences. by resource allocation on the day.
The ICAO and MOS adopt a code system, known as The size of a terminal building, including the number
the aerodrome reference code. The code comprises of aircraft gates, is based on the forecast number of
of a code number and a code letter. The code number passengers, aircraft movements and visitors during
is based on the aircraft reference field length and the the design busy hour, and takes into account the
code letter is based on the aircraft wingspan and the desired level of service. The design busy hour
outer main gear wheel span. passenger forecasts represent demand that is
The reference code provides a method of grouping unconstrained by infrastructure restrictions.
aircraft with different characteristics which behave Customer service is critical to the success of Perth
similarly when landing, taking off, taxiing and parking. Airport, and Perth Airport is committed to continuing to
The planning of runways, aprons and taxiways is improve the level of customer experience. To do this, a
largely based on the aerodrome reference code. The complete understanding of the views and experiences
reference code then corresponds to a critical aircraft of Perth Airport customers is required. This is
which is the most demanding aircraft type for the achieved by independent passenger surveys and
airports infrastructure. For Perth Airport this is a quality monitoring programs, such as the Airports
Code 4F aircraft which represents an Airbus A380. Council Internationals Airports Service Quality (ASQ)
Infrastructure such as apron and aircraft parking Monitoring Program. The ASQ Monitoring Program is
positions also consider the most common aircraft undertaken each quarter at Perth Airport. ASQ
that use the facilities, and then balance the need for focuses on seven key areas which define the
the infrastructure and costs to meet the needs of a passenger experience through Perth Airports
range of aircraft types. managed terminals.

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.

security screening, Perth Airport is confident that the new facilities

wayfinding, which are being progressively opened will provide a

airport facilities, and relaxed, enjoyable and efficient airport experience.

the airport environment. 2.5.3.3 Ground Transport


Ground transport infrastructure planning is informed
Passenger survey results and the ASQ program are
important sources of information to support terminal by simulation modelling, including a SATURN model,

improvements. which applies both aviation and non-aviation traffic.


This modelling is calibrated to the MRWA ROM model
In 2013, Perth Airport established a dedicated
and considers passenger profiles and surveyed
customer experience team to embed a customer
transport mode splits. These inputs are tested
focused approach in all activities at Perth Airport,
against the peak hourly volumes of annual tenth-
including developing customer service standards for
busiest day. The design and construction of the road
customer touch points throughout the airport.
layouts meet appropriate Australian standards.

CO MP O N E NT DEVELOPMENT TRI GGERS

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

2.5.3.4 Environmental Management strong commodity prices and Australian dollar,

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

operation of the airport estate. This is achieved


through integrated planning, developing solutions, increasing by 17.6 per cent from 2011 to 2013.

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.

this Master Plan 2014 outlines the use of both


2.6.2 Recent Performance
onsite and offsite environmental offsets. Offsets
Perth Airport has experienced strong passenger
will be considered after alternative options have
growth in all aviation markets since the approval
been explored.
of the Master Plan 2009 much stronger than
Perth Airport incorporates sustainability principles into
anticipated in that Master Plan, as shown in Figure 2.8.
planning and development in several ways including:
In the year ending 30 June 2013, international and
the integration of environment and sustainability
into planning processes to enable early
domestic passenger movements increased by
7.8 per cent and 8.3 per cent respectively, with total
identification of opportunities and constraints,
passenger movements increasing 8.2 per cent to
the consideration of building management and
resource conservation opportunities during the
13.7 million, which was the highest growth among
Australias large airports for the seventh
planning and design phases of development, and
consecutive year.
application of ongoing review and assessment of
compliance of environmental outcomes. Intrastate passenger growth has outstripped
interstate growth over the past five years, resulting in
2.6 Development Considerations intrastate passengers becoming a higher percentage
The planning and development of Perth Airport is of total domestic passengers. With many substantial
underpinned by a number of development resource sector construction projects either
considerations which influence the infrastructure complete or finishing in the next one to two years,
that is built and when it is delivered. intrastate passenger growth is forecast to plateau as
Development considerations include forecast of will its share of total domestic passengers. Based on
passenger and aircraft movements annually and, in public information available from the resource sector,
peak periods, air freight volumes and the level of there will be insufficient new projects to offset the
service expected by different airlines. reduction in workforce (and therefore FIFO
passengers) during the next five years.
2.6.1 Industry Trends
Figure 2.9 shows the increasing share of the total
Over the past decade, Perth aviation markets have domestic passenger numbers that intrastate
experienced unprecedented growth. This growth has passengers have comprised over the last five years.
been underpinned by:
Since June 2013, there has been a marked slowing in
substantially contributed to by investment in the
the strong Western Australian economy,
domestic passenger numbers as shown in Figure 2.10.
This has been principally caused by a shift from
resource sector,
construction to production.

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

I N T R ASTAT E V E R S U S I N T E R STAT E PASSEN GER N U MB ERS OVER T HE PAST FIVE YEA RS

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

Y E A R O N Y E A R PASS E N G ER GROWT H CO MPA RISO N AT P ERT H A IRP O RT

%
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

2.6.3 Industry Outlook As such, economic and traffic growth is now at a

Three major economic uncertainties exist for airline turning point. It is unlikely that new projects entering

traffic at Perth Airport: the development pipeline will be of sufficient scale to

Chinas long term prospects remain positive but


uncertainty remains in the short to medium term.
offset the decline in demand from completed projects.
Tourism Futures International (TFI), a research-
A slowdown in China would have an impact on the oriented company specialising in aviation, travel and
Australian and Western Australian economies tourism forecasting, produces Perth Airport
directly through the resource sector, and to a forecasts and industry outlooks. TFI expects a
lesser extent through reduced travel, slowing in air traffic growth over the next few years

resource sector and the move from construction


The inevitable deceleration of investment in the due to a range of economic indicators including:

aa decline in the Australian dollar,


to production and facilities management, sees the
oil prices remaining relatively high,
rise in costs,
Australian economy in a transition phase, and
fares increasing,
The Global Financial Crisis (GFC) has left the north
reduced low-cost carrier (LCC) stimulation with
Atlantic economies in a difficult debt position
undermining confidence and economic recovery.
LCC market share forecast to grow but at a slower
The State economy has grown significantly on the rate compared to initial years,

back of the strong resource sector. However, a range apopulation


slowing in the rate of growth of the working age
the high trip intensive component,
of credible public and private sector forecasters and
the National Accounts released by the Australian variability in the economy.
a slowing of resource investment stimulus, and

Bureau of Statistics in March 2014 suggest that


growth in the Western Australian economy is slowing.

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

increased capacity over 2013 to 2020, Airbus alternative destinations,


A380s, Boeing 787 and Airbus A350 deliveries,
the supply of airline services, frequency, reliability,

continuing expansion of LCCs across Asia, quality of service,


however, the LCC business model is continuing to
evolve, so fewer LCCs will be of the pure form
the promotion of tourism by governments, airlines
and industry bodies,
(that is, single aircraft type, no frills included in
consumer tastes and available time for travel, and
airfare, only point-to-point services and
secondary airports focus),
as the terrorist attacks of September 11 2001 and
one-off factors and shocks that impact travel such

development of new hubs in the Middle East,


north-east Asia and China, and in particular new
those in Bali in 2002 and 2005; and the collapse of
an airline, such as Ansett in 2001.
city pairs within Asia, and between Asia and
Europe, and North America, 2.7.1 Review of Previous Master Plan
Forecasts
the increasingly liberal aviation regulatory
environment in the Association of Southeast The forecasts contained in the Master Plan 2009
Asian Nations, regions and elsewhere in Asia, underestimated passenger growth for the past

continuing use of airline alliances albeit with


different models, and
five-year period.
The forecasts contained in the Master Plan 2009

the cost of airfares and travel, with longer haul


routes disproportionately impacted by high oil
were developed by TFI and were based on the
economic forecasts at the time and the anticipated
prices and carbon policies. impact of the GFC. At the time it was considered that:

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

2.7.2 Use of Forecasts in Perth Airport based on a number of elements, including:


Planning The segmentation of Perths international and
domestic markets to assess the significance of
Passenger forecasts are one important consideration
in Perth Airport planning. traffic drivers,

Passenger forecasts are also combined with aircraft AAirport


review of the traffic history available for Perth
and an assessment of statistical trends
load factors and airline fleet-mix assumptions to
which include:
develop forecasts of passenger aircraft movements.
Development of seasonal indices and time series
General aviation aircraft movement forecasts are
forecasts for all items forecast. This is often
based on trend analysis in the industry sectors with
found to provide a useful shorter term view of
which these operators contract. Freight and
future traffic behaviour.
passenger aircraft movement forecasts are combined
Development of a quarterly indicators model
to produce the total aircraft movements forecast.
that shows the movements in leading indicators
Aircraft movement forecasts, including type and
relative to traffic. Indicators include stock market
operational time of day, are also a key input into noise
performance, company profits, average weekly
exposure forecasting.
earnings, and business and consumer confidence.
However, annual forecasts only give a high-level Analysis of Perths traffic responses to previous
overview of projected growth patterns and do not economic downturns and other traffic shocks.
trigger infrastructure investments. Forecast demand Analysis of the general aviation and business
in peak periods, when compared to the capacity of environment and current airline schedules.
each individual element of the airports infrastructure This assists with developing assumptions and
(for example roads, check-in, security screening, identifying qualitative factors that might
departures lounge size, aircraft parking positions influence traffic outcomes.
and runway capacity) informs the timing of specific
developments. Models linking drivers and aircraft traffic:
Macro models linking economic indicators (as
The capacity of airport infrastructure needs to outlined in 2.6.3) and traffic which are developed
provide the targeted levels of efficiency and at the aggregate airport level and are explained
customer service in peak demand periods. further in Section 2.7.4.
Therefore, a critical element of airport planning is Micro models based on extensive statistical
the combination of activity forecasts with future analysis and published studies which are generally
airline schedule assumptions to forecast peak hour based on a market and/or travel purpose (for
demand for each element of airport infrastructure. example, European holiday) or routes.
Given the volatility in aircraft movements and Final model outcomes are based on an iterative
passenger numbers and forecasts. Perth Airport will process between the modelling approaches
provide regular updates of aircraft movements and listed above and are constantly being tested and
passenger number trends to the Planning updated, and
Coordination Forum (PCF) to ensure key stakeholders
remain informed and engaged.
Aandreview of official tourism forecasts in Australia
elsewhere.
In preparing passenger forecasts, Perth Airport
2.7.3 2014 Forecasting Methodology
develops scenarios for high, central and low
While many factors have an impact on air service
passenger and aircraft movement growth. The low,
demand, only some of these factors can be reliably
central and high forecasts have been provided in this
measured and their impacts included in the
Master Plan 2014.
forecasting models. Perth Airport forecasts are
84
02
Passenger forecasts
are an important
considerations in
Perth Airport planning.

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.

shown in Table 2.2.

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 %

IN TE R N ATIONAL AND DOMESTI C

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.

Total annual aircraft movements are forecast to grow


from 151,300 in 2013 to 222,700 movements in 2034.
This is shown in Table 2.2.

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

less than 1 per cent of total aircraft movements. Figure 2.13.

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.

of RPT air services growth.

PE R T H A I R PO R T A IR FREIGHT TO N N AGE FO RECAST

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

Perth Airport - TFI, Table 2.5. Activity forecasts in the 10 to 20-year

Commonwealth Government - Bureau of


Western Australia Government - GHD, and horizon have little relevance to infrastructure

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.

ANNUAL PASS E NGE RS IN 2 02 2 COMP OU ND ANNUAL AV E RAGE


(MIL L ION) GROWT H RAT E 2 01 2 TO 2 02 2

Perth Airport Central 18.467 3.7%

Perth Airport High 21.408 4.8%

WA Government - GHD 18.538 4.4%

BITRE 18.601 4.5%

Table 2.4 Comparison of Perth Airport, State Government and BITRE passenger forecasts
Source: TFI (2014), GHD (2013), BITRE (2012)

ANNUAL PASS E NGE RS IN 2 03 1 (MIL L ION)

Perth Airport Central 26.0

Perth Airport High 29.8

WA Government - GHD 30.1

BITRE (low) 28.6

BITRE (high) 48.7

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.

STAT E G OV E RN MEN T PASSEN GER FO RECASTS

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

Figure 2.14 BITRE high, low and base forecasts


Source: Data from BITRE (2013) supplied by WA State Government

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.

non-aviation developments are complementary


to the delivery of aviation services,
Figure 3.1 shows the Perth Airport precincts:

land use zoning is consistent with surrounding


land uses, and
Airfield Precinct to provide for and protect the
ultimate aviation capacity of the airport, including

where required and after consideration of


alternative options, a combination of onsite and
the development of all runways, taxiways and
associated aviation infrastructure, while managing
offsite environmental offsets (in accordance with the environmental and cultural values of the area.
Commonwealth and State regulations and
policies) will be applied to enable development of Airport Central Precinct to provide integrated
land, consistent with the Master Plan 2014. passenger terminal and associated ground transport
The Perth Airport estate comprises 2,105 hectares of and commercial facilities that meet the changing
land including: needs of airlines and other companies providing

the airfield and terminals, services in the precinct, and of the travelling public.

roads and infrastructure services,


aviation support and related commercial facilities,

a range of industrial, business and commercial Airport North Precinct to develop an integrated

activities, and mix of industrial, commercial, warehouse,


showroom, storage and logistics land uses while

remnant vegetation and wetlands. integrating the environmental value of the area.

3.2 Precincts Airport West Precinct to provide a range of


The use of precincts in the Perth Airport Land Use aviation support facilities and associated ground
Plan represents the high-level division of the airport transport as well as complimentary non-aviation

estate for airport planning, development and commercial developments. Over time, limited office,

identification purposes. retail and bulky goods may be provided.

Precincts have differing objectives and character


Airport South Precinct to provide for a range of
based on the following:-
aviation and non-aviation uses, with a focus towards
Communities of interest,
accommodating logistics and distribution facilities
Contiguous land uses,
while managing the environmental value of the area.
Interfaces with neighbouring land uses and
Access points and available transport and

communities.

96
03
AIRPORT
NORTH

AIRFIELD
AIRPORT
WEST

AIRPORT
CENTRAL

AIRPORT
SOUTH

PRECINCTS

AIRPORT NORTH
AIRPORT WEST
AIRPORT SOUTH
AIRPORT CENTRAL
AIRFIELD

Figure 3.1 Perth Airport Precincts


Source: Perth Airport Pty Ltd

97
03. LAND USE PLANNING

the Airfield Precinct is vegetated, totalling


approximately 184 hectares. The vegetation
Airfield Precinct condition ranges from degraded in some areas to
to provide for and protect the ultimate pristine in others. Vegetation type in the northern
aviation capacity of the airport, including portion of the precinct differs significantly to that in
the development of all runways, taxiways the south, mainly due to variable soil conditions.
and associated aviation infrastructure, Records maintained by the State Department of
while managing the environmental and Parks and Wildlife (DPaW) indicate the potential
cultural values of the area. presence of Threatened Ecological Community Type
SCP07: herb-rich saline shrub lands in clay pans.
SCP07 forms a collective Federal listing under the
EPBC Act for all clay pans on the Swan Coastal Plain.

3.2.1 Airfield Precinct The south of the precinct supports two


Commonwealth listed flora species; Conospermum
The Airfield Precinct comprises all infrastructure
undulatum and Macathuria keigheryi, in addition to
required for the current and future movement of
three State listed species.
aircraft, including runways, taxiways, navigation aids
and future facilities for aviation fire-fighting and Also occupying an area within the precinct is Munday

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

(03R/21L), as outlined in detail in Section 4. the Commonwealth Directory of Important Wetlands.

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,

Precinct new aprons for aircraft parking,

to provide integrated passenger terminal pick-up and associated access roads,


terminal forecourt roads for passenger drop-off/

and associated ground transport and


commercial facilities that meet the staff, short-term and long-term car parking facilities,

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,

aviation support facilities including aircraft


terminal facilities, retail and hotel accommodation,

refuelling and maintenance, air traffic control tower,

office accommodation for airlines, airport


aviation support facilities, including flight catering,

aprons for aircraft parking,

the air traffic control tower, administration, international air freight operations

ground transport interfaces such as principle road


freight handling, and fuel storage, and

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

logistics centre servicing both airport and other


needs. This centre will take advantage of the large
Airport North flat sites that are available. The precinct also presents

Precinct an opportunity for aviation related development,

to develop an integrated mix of industrial, with direct apron frontage available for some sites.

commercial, warehouse, showroom, Located within the precinct is approximately


storage and logistics land uses while 124 hectares of remnant bushland with vegetation
integrating the environmental value of condition ranging from degraded to pristine. Records
the area. maintained by the DPaW indicate the potential
presence of Threatened Ecological Community (TEC)
Type SCP07; herb rich saline shrublands in clay pans.
SCP07 forms a collective Federal listing under the
EPBC Act for all clay pans on the Swan Coastal Plain.
3.2.3 Airport North Precinct
Records also indicate the potential presence of State
The Airport North Precinct, comprising approximately
listed TECs 20A; Banksia attenuata woodland over
363 hectares, will predominantly be developed for an
species rich dense shrublands and 20B; Banksia
integrated mix of industrial, commercial, warehouse,
attenuata and/or Eucalyptus marginata woodlands of
showroom, storage and logistics land uses,
the eastern side of the Swan Coastal Plain.
representing an opportunity for a major metropolitan

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

3.2.5 Airport South Precinct


The Airport South Precinct, covering approximately
Airport South 237 hectares, will continue to be developed to provide
Precinct a range of aviation and non-aviation uses, with a
to provide for a range of aviation and focus on logistics and distribution facilities, while
non-aviation uses, with a focus towards
managing the environmental value of the area.
accommodating logistics and distribution
facilities while managing the Contained within the central portion of the precinct is
environmental value of the area. approximately 30 hectares of remnant bushland
covering approximately 13 per cent of Airport South.
Vegetation condition ranges from excellent to
completely degraded. This area supports the
Commonwealth listed flora species Macathuria
keigheryi, in addition to two State listed species.

102
03
Perth Airport recognises
the primacy of aviation
for the development and
operation of the airport.

103
03. LAND USE PLANNING

3.3 Land Use Zones


The five precincts as described in Section 3.2
contain the following land use zones: Perth Airport is
committed to working
Airfield Zone,

Airport Services Zone, and


Terminal Zone, closely with the
Commercial Zone. State Government
and the adjoining
In accordance with Section 71(2)(c) of the Act and
Local governments
Regulation 5.02(1) of the Airports Regulations 1997,
the land uses for each of the zones identified have around the estate
generally been based on the land use definitions to minimise conflict
prepared by the State Department of Planning as and inappropriate
published in the WAPCs Model Scheme Text (MST).
developments.
The land use table identifies discretional uses and as
such, Perth Airport may approve the listed land use
at its discretion.
These land uses are generally based on the
definitions contained in the MST, with additional uses
included that are specific to Perth Airport; for
example aviation activity and aviation support
facilities. However, Perth Airport will apply these land
uses and interpret all definitions as required for the
operation and development of Perth Airport.

104
03
AIRPORT
NORTH

AIRFIELD
AIRPORT
WEST

AIRPORT
CENTRAL

AIRPORT
SOUTH

ZONES

AIRFIELD
TERMINAL
AIRPORT SERVICES
COMMERCIAL

Figure 3.2 Perth Airport Land Use Plan


Source: Perth Airport Pty Ltd

105
03. LAND USE PLANNING

3.3.1 Airfield Zone


The Airfield Zone covering approximately 759 hectares is shown in purple in Figure 3.2.

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

animal establishment helipad storage facilities*


aviation activity heliport navigational aids
aviation support facilities industry light * rental cars *
car park industry service * telecommunications
conservation motor vehicle, boat or caravan utilities and infrastructure
driving training and education* sales * warehouse *

Note: *Interim uses as discussed in Section 3.3.5.

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

aviation activity fast food/take away reception centre


aviation support facilities hotel restaurant
car park medical centre service station
child care premises navigational aids shop
conservation office warehouse *
consulting rooms passenger terminal utilities and infrastructure
convenience store place of worship
exhibition centre telecommunications

Note: * Interim uses as discussed in Section 3.2.5.

107
03. LAND USE PLANNING

3.3.3 Airport Services Zone


The Airport Services Zone covering approximately 307 hectares is shown in red in Figure 3.2.

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

ToTo provide an attractive and functional gateway to the airport

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

animal establishment general aviation and support passenger terminal


aviation activity facilities rental cars
aviation support facilities hotel service station
car park hostel serviced apartments
child care premises industry shop
conservation lunch bar storage facilities
consulting rooms medical centre telecommunications
convenience store motel transport depot
fast food/take away motor vehicle wash warehouse
fuel depot navigational aids utilities and infrastructure
office

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,

ToTo create a sense of balance of built form and landscape,

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

animal establishment industry - general^ rental cars


aviation support facilities industry light ^
restaurant
bulky goods/large format industry service^ service station
retail logistics centre serviced apartments
car park lunch bar shop
child care premises market shopping centre
community purpose medical centre showroom
conservation motel storage facilities
consulting rooms motor vehicle, boat or caravan tavern
convenience store sales trade display
driver training and education motor vehicle repair telecommunications
vocational training motor vehicle wash transport depot^
exhibition centre navigational aids utilities and infrastructure
fast food/take away office veterinary centre
funeral parlour place of worship warehouse^
hotel reception centre workshop^
hostel recreation private

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

3.3.5 Interim Use and Development of 3.4 Sensitive Developments


Airfield, Terminal and Airport Services Zones Section 71A of the Act requires the Master Plan
The ultimate development of Perth Airport will not 2014 to identify any proposed sensitive
occur within the statutory 20-year planning period of developments, defined as development, or
this Master Plan 2014. In the interim, land in the redevelopment that increases the capacity, of the
Airfield, Terminal and Airport Services Zones across following:
all precincts may be used and developed for non-
residential dwelling,
aviation uses that are consistent with uses permitted
community care facility,
in adjacent precincts. Commercial arrangements for
primary, secondary, tertiary or other education
pre-school,
the use of this land will ensure such uses will not
impact on, or limit future expansion of aeronautical
institution, or
operations, and the intended interim uses will be
consistent with the objectives of the Master Plan 2014.
hospital.
A sensitive development does not include the
In instances where interim commercial uses are following:
planned on land that may be required for aviation
anaccommodation
aviation education facility,
services in the long-term, appropriate break clauses
are incorporated in leases and only relatively low
aviation educationforfacility
students studying at an
at the airport,
capital intensity uses are undertaken, such as
vehicle storage and sheds.
aemergency
facility with the primary purpose of providing
medical treatment and which does not
have in-patient facilities, or
3.3.6 Consistency with State and Local
Planning Framework ain-house
facility with the primary purpose of providing
training to staff of an organisation
Part 5.02(2) of the Airports Regulations 1997 states: conducting operations at the airport.
an airport master plan must, in relation to the Sensitive developments are prohibited on
landside part of the airport, where possible describe Commonwealth leased airports, except in exceptional
proposals for land use and related planning, zoning circumstances, and require an airport to apply to the
or developments in an amount of detail equivalent to Minister for approval to prepare a draft Major
that required by, and using terminology (including Development Plan (MDP) for the proposed
definitions) consistent with that applying in, land use development. The Minister may approve the
planning zoning and development legislation in force preparation of the draft MDP only when satisfied
in the State or Territory in which the airport is that there are exceptional circumstances that
located. support its preparation.
In this regard, where possible, the land use zones in There are no proposals for sensitive developments in
the Perth Airport Land Use Plan have been developed this Master Plan 2014.
using terminology consistent with that of the WAPC
Model Scheme Text. The Perth Airport Land Use Plan
complements the three adjoining local planning
schemes of the City of Belmont, City of Swan and
Shire of Kalamunda.

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

following changes: determine whether onsite or offsite offsets most


appropriately satisfy the regulatory requirements
the integration of Conservation Precincts
(previously referred to as Precincts 5 and 7) into
and achieve environmental objectives. Perth Airport
is committed to suitable offsetting outcomes for the
relevant precincts, and
biodiversity value of currently uncleared land which
(previously referred to as Precincts 1 to 7), being:
the establishment of five distinct precincts
is required for the future development of the airport
estate. Where offsite offsets are proposed, these will
Airfield Precinct,
be undertaken in accordance with Commonwealth
Airport Central Precinct,
regulation and policy and secured through the
Airport North Precinct,
acquisition of suitable land and its transfer, in
Airport West Precinct, and
freehold, to the State Department of Parks and
Airport South Precinct.
Wildlife for their management and protection in
The integration of the previous Conservation
perpetuity. This method provides the community with
Precincts into the five new Precincts, provides a
certainty and security over the protection of
suitable level of management of areas with high
equivalent remnant conservation values, in lieu of
environmental value across the airport estate. This
developments at Perth Airport.
ensures that areas of high environmental value that
As described in Section 9.3.2, Perth Airport has
were outside the previous Conservation Precincts are
identified that there are no environmentally
considered in land use planning and development.
significant areas within the airport estate as defined
The Conservation Precincts (5 and 7) as defined in
by the Act. The Environment Strategy (Section 9.7)
the 2009 Master Plan represented a total area of
identifies areas on the airport estate that are
306 hectares. Of this, 221 hectares was recognised
recognised by Commonwealth and State legislation
as having high environmental value. This amount did
and policy for their natural attributes. Perth Airport is
not take into consideration the 195 hectares of high
committed to sustainable environmental outcomes
environmental value which are located outside of the
and the areas of recognised environmental value will
Conservation Precincts. The planning and processes,
be considered on a case-by-case basis during the
as set out in the Master Plan 2014, will ensure that all
airport planning and development approval
416 hectares of land defined as having high
processes subsequent to the approval of the Master
environmental value will be assessed prior to any
Plan 2014.
works or developments being considered.
Perth Airport will work with Commonwealth and
As shown in Figure 3.3, the impact of integration of
State departments to strategically consider listed
the former Conservation Precincts is contained
natural values. This will include:
within the Airport Central, Airport North, the Airport
South and Airfield Precincts. The integration of these agreement between Perth Airport, Commonwealth
and State departments on the extent of listed
precincts effectively means that the land will be
environmental values; the identification of the
assessed in accordance with the zones and uses
relationship between the agreed listed and
defined for each of the relevant precincts it is
potential strategic scale offsets; and
located within.
projects assessed under relevant legislation are
scaled appropriately.

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

separate Commercial Precincts, referred to as Precinct.

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.

Precincts. Portions of Conservation Precinct 5 and 7 now


form parts of the Commercial Zones located in the
The following references the Master Plan 2009
Airport South and Airport North Precincts,
commercial precincts with the location of the new
respectively.
Commercial Zone within the new precincts.

The whole of Commercial Precinct 3 and a


portion of Commercial Precinct 1 now form the
As discussed in Section 1.2.1, the Perth Airport lease
provides for the efficient economic development of

Commercial Zone located in the Airport North the airport estate for aviation purposes and for its

Precinct. development for additional complimentary uses.

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

estate which existed when the operation and Western Australia.

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

purposes related to international airport activities. the easements.

Others include utilities that pass through the airport

N A ME TYPE P U RP OS E P RE C INC T LOC AT ION

BP Australia Ltd Licence Fuel Hydrant Supply Lines Airfield

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

Airport North, Airfield


Dampier Bunbury Natural Gas Pipeline Easement High Pressure Gas Pipeline
and Airport South

Australian Gold Refinery Lease Commercial Operations Airport South

Actlabs Pacific Lease Laboratory Airport West

Airservices Lease Operations Centre And Office Airport West

Airservices Lease Navigation Equipment And Office Airport West

Airservices Lease Tyre Store Airport West

Australia Post Lease Post Processing Facility Airport West

114
NAME TYPE P U RP OS E
03 P RE C INC T LOC AT ION

Australian Air Express Lease Air Freight Operations Airport West

Flight Base Services Lease General Aviation Operations Airport West

Gogas Lease Gas Refuelling Facility Airport West

Hawker Pacific Lease Aviation Support Services Airport West

Helicopters Australia Pty Ltd Lease Helicopter Operation Airport West

National Jet Systems Lease General Aviation Operations Airport West

Qantas Airways Ltd Lease Domestic Flight Operations Airport West

Skywest Airlines Lease Office Accommodation Airport West

Smart Group Australasia Pty Ltd Lease Commercial Operations Airport West

Telstra Corporation Ltd Lease Communication Facilities Airport West

Toll Dnata Airport Services Pty Ltd Lease Air Freight Operations Airport West

WTH Pty Ltd Lease Hire Car Facility Airport West

Airport West and


Water Corporation Licence Water Pipe
Airport South

Airservices Lease Air Traffic Control Tower Airport Central

Australian Federal Police Lease Aviation Security Operations Airport Central

Department of Immigration Lease Immigration Operations Airport Central

Southbridge Holdings Pty Ltd Lease Airfreight Facility / Bond Store Airport Central

Travelex Ltd Lease Retail Operation Airport Central

Table 3.1 Pre-existing interests at the Perth Airport estate


Source: Perth Airport Pty Ltd

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

4.1 Introduction The runway system is supported by a network of

The Aviation Development Plan includes runways, taxiways which provide access from the runway to

taxiways, aircraft parking areas, navigation the passenger terminals.

infrastructure and terminal facilities, and takes into The two intersecting runways provide a variety of
consideration: operational options. The following runway modes are

maximising airport and airspace capacity in currently in use by Airservices:


ultimate airfield configuration,
Single runway operations on Runways 21, 24, 03, or

ensuring aircraft movements between runways 06,


and terminals deliver the most efficient taxiing,
lowest fuel burn and therefore the lowest
Arrivals on Runway 03; and Departures on Runway
03 and 06, and
environmental impact and costs,
Arrivals on Runway 21 and 24; and Departures on

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
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HWA MU
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HIG
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N 6 AR
EN

TER OA
AV

EAS D
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REA
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FAU 21 8
N TLE
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VEN

24
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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
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9
)
NR

m
EAT

X 45
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TERMINAL 1
7
RIV

RD
3m
E

IRD LADY

TERMINAL 2
(216

TERMINAL 3
/21R

SUGAR B

TERMINAL 4
03L

5 NEW DOMESTIC PIER


WAY

(UNDER CONSTRUCTION)
N

6 GENERAL AVIATION AREA


N RU

DRIVE

7 VOR/DME
MAI
HWAY

MILLER

8 AVIATION RESCUE
10 FIRE FIGHTING STATION
HIG

HORRIE

HUDSW 9 AIR TRAFFIC CONTROL TOWER


TONKIN

ELL ROA
D
10 TAXIWAY CHARLIE EXTENSION
03
11 FIRE TRAINING AREA

12 TERMINAL AREA RADAR

AIRCRAFT PARKING POSITION


HY ROAD

CURRENT RUNWAY, APRON & TAXIWAYS

AIRSIDE FENCE
ABERNET

HIGH INTENSITY APPROACH LIGHTING

GLIDE PATH

AERODROME REFERENCE POINT


DUBS CLOSE
WIND SOCK
AY
HW

PRECISION APPROACH PATH INDICATOR


HIG

TONK
CH

IN H
LEA

IGHW
AY
AD
RO
LE
DA
KEW

Figure 4.1 Existing aviation development layout (2014)


Source: Perth Airport Pty Ltd

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

Figure 4.2 Runway naming convention

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.

seconds add up to create additional capacity that


in turn can reduce delays. The benefits are shared
by all and can be achieved collaboratively, and

Performance management: Performance must


be monitored and measured in order to tactically
manage improvement in ATC and pilot
performance. By measuring performance, new
methods can be assessed and refined.
Based substantially on the NATS study outcomes,
Perth Airport, Airservices and airlines identified a
range of actions to increase the achievable number
of aircraft movements at Perth Airport.
Consistent with the ACE objectives, Perth Airport
introduced a non-regulated (airport managed)
Schedule Coordination System on 31 March 2013 to
balance demand and supply, and to achieve a higher
level of control in peak periods. The system has been
designed to ensure that demand is managed to allow
the runway to operate to its maximum efficiency,

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

resource sector in midweek mornings at Perth changes to existing ones.)

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.

W E D N E S DAY D E PA R T U R ES SLOT DEMA N D WIN T ER 2013 SEASO N

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

Figure 4.3 Wednesday departures slot demand winter 2013 season


Data sourced from Airport Coordination Australia
122
0
5
10
15
20
25
30
35
40
45
50
0
5
10
15
20
25
30
35

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

Data sourced from Airport Coordination Australia


08:30 08 : 3 0
09:00 09 : 00
09:30 09 : 3 0

Source: Data sourced from Airport Coordination Australia


10 : 0 0 10: 00
10:30 10: 3 0
1 1: 0 0 11: 00

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

W E D N E S DAY TOTA L R UN WAY SLOT DEMA N D WIN T ER 2013 SEASO N


19 : 0 0 19 : 00
19 : 3 0 19 : 3 0
20 : 0 0 2 0: 00
20:30 2 0: 3 0
2 1: 0 0 2 1: 00
21 : 3 0 2 1: 3 0
22: 0 0 2 2 : 00
22 : 3 0 22:30
2 3: 0 0 2 3 : 00
23:30 23:30
04

123
0 4 . AV I AT I O N D E V E L O P M E N T

As passenger and aircraft movement traffic 4.4.1 Runway


continues to grow, it is expected that demand for The runway configuration and characteristics, such
arrivals and departures in the peaks will continue to as runway length and width, are determined by a
grow as well. number of factors including:
It is important to note that the NATS ACE study
concluded that, while substantial unused afternoon
maximising
conditions,
useability in the majority of wind

arrivals capacity could be realised, the extent of


improvement in the midweek morning departures
providing adequate runway length to cater for
existing and future aircraft operating at maximum
peak that can be realised is expected to be much take-off weight in hot conditions,
more limited.
ICAO Annex 14 and other relevant international
conventions, and
Airservices also estimates that these initiatives
could result in small capacity increases but not balancing impact on surrounding communities.
enough to meet demand without major investments Like the previous four Master Plans, the Perth Airport
in airport infrastructure. Based on UK NATS analysis, Master Plan 2014 continues to contemplate three
comprehensive interaction with Airservices and material investments in additional runway
airlines and review of aircraft movement forecasts, infrastructure. This includes:
Perth Airport plans to complete construction of the
new runway (03R/21L) before the end of this decade,
extending the cross runway (06/24) to the
north-east to a total length of 3,000 metres,
subject to actual demand during the period. This will
follow an extensive planning, consultation and
extending the main runway (03L/21R) to the north
to a total length of 3,800 metres, and
approvals process.
constructing the new runway (03R/21L) to the
east of Airport Central to a proposed length of
4.4 Proposed Airfield Development Plan
2,700 metres.
The Airfield Development Plan ensures that the
A technical analysis, including simulation modelling,
long-term capacity of Perth Airport is safeguarded
using the Total Airspace and Airport Modeller, has
and that demand is met.
shown that the proposed long-term airfield layout
The proposed Airfield Development Plan covers could cater for in excess of 475,000 annual aircraft
runways, taxiways, aprons, aircraft parking positions movements. As discussed in Section 2, Perth Airport
and aviation support services. is forecast to grow to 222,700 aircraft movements
by 2034. Therefore, these runway developments are
expected to meet the aviation needs for the
planning period and beyond.
The future proposed airfield layout for 2034 is
shown in Figure 4.5. As described throughout this
section, the ultimate airfield layout will not be
completely developed by 2034, and further
expansion of runways, taxiway, aprons and
terminals will subsequently be required. These
expansions beyond the 2034 plan are provided
under the Perth Airport Land Use Plan shown in
Figure 3.1, and additional airside infrastructure will
be constructed to meet demand.

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

(03L/21R).the loss of the use of main runway

125
0 4 . AV I AT I O N D E V E L O P M E N T

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

21L Jandakot airport and the Pearce airspace) were


considered to ensure optimal utilisation in ground
movement and airspace.
NATS is highly credentialed to complete the CONOPS

03L following the detailed analysis they undertook during


the ACE project. NATS also has extensive
international experience in the technical planning for
03R additional runway infrastructure in some of the
worlds most complex environments.

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.

(03R/21L), to be located 1,000 metres east of the


Air Traffic Control tower with a flexible pavement
grooved surface, is provided for in the future
airport layouts shown in Figures 4.7. The proposed
location of the runway was determined in the late

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

airport in terms of ground movements and


CONOPS investigated optimal operation of the the direction that the aircraft is going. The main
runway (03L/21R) will generally cater for aircraft
airspace design, operating to destinations south and west. The new

Perth Airport and Airservices reached in-principle


agreement of the CONOPS,
runway (03R/21L) will general cater for aircraft
operating to destinations north and east,

planning and airspace modelling has sought to


identify a CONOPS which minimises potential
simulation modelling showed that the CONOPS
can deliver capacity uplift to around 60 arrivals
impacts on other civil and military airspace users during the peak arrival hour, 70 departures in the
in the Perth Basin, including RAAF Base Pearce peak departure hour and up to 100 movements
and Jandakot Airport, during a balanced arrival and departure hour.

the CONOPS recommended independent twin


as the runways are located 2,000 metres apart, These capacities can be achieved on day of
opening and after full airline consolidation into
Instrument Landing System (ILS) approach, Airport Central, and
which means that each runway will cater for both
arrivals and departures,
the use of the cross runway (06/24) during peak
periods would reduce the efficiency and the

CONOPS recommended that aircraft should be


allocated to the runways based on terminal
available runway capacity.

S
N

21R

21L

03L

W
03R

S N

Figure 4.6 Compass departures concept of operation


127
0 4 . AV I AT I O N D E V E L O P M E N T

4.4.2 Taxiways 4.4.2.2 Runway Entry and Exit Points


Further expansion of the existing taxiway system at To improve runway efficiency, dual runway entry points
Perth Airport is necessary within the 20 year and rapid exit taxiways (RETs) are planned for both the
planning period, in particular the construction of the main runway (03L/21R) and the new runway (03R/21L).
taxiway system to support the new runway (03R/21L). As highlighted in the ACE recommendations, dual
Likely taxiway expansions are summarised below. full length runway entry points and RETs will be
explored to optimise departures.
4.4.2.1 Parallel taxiways
RETs (or high-speed taxiways by definition) are
In line with the timing of the new runway (03R/21L), designed to expedite aircraft turning off the runway
an extensive parallel taxiway network will also be after landing, thus reducing runway occupancy times
required. From an air traffic control operational (ROT). By reducing the ROT, more aircraft land during
perspective and to maximise efficiency while this time. In 2013, as part of the ACE initiatives Perth
reducing delays, a dual taxiway system that is not Airport completed a feasibility study for RETs on the
compromised or blocked by aircraft pushing back, main runway (03L/21R) to improve capacity in the
aircraft under tow or vehicles is ideal. Dual parallel peak arrival afternoon period. Following consultation
taxiways are planned for the new runway (03R/21L). with airlines, it was determined that the
In the short to medium term the parallel taxiway constructions of the RETs would be delayed as the
closest to the runway will extend for its full length. benefits were outweighed by the timing of the new
The second parallel taxiway will be provided at partial runway (03R/21L), which is proposed to be constructed
lengths to accommodate areas of dense traffic and by the end of the decade, subject to actual demand
access to the apron and terminal areas. Bypass during the period.
taxiways connections will also be provided at various
The new runway (03R/21L) will include the
locations.
provision of RETs.
Dual access points to the runway entry points will
allow for more efficient sequencing of aircraft which
should improve runway capacity.

128
04 GREAT EASTERN HIGHWAY BYPASS

KA
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HWA MU
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HIG 11
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N AR
EN

TER 21R OA
AV

EAS D
A
AN

T
NG

REA 14
BU

G 5

24
FAU
N TLE 10
RO
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VEN
UE

E
BREARLEY AVENU m
)
45
X
0m
00
(3
4
/2
06
AY
NW
RU
I ND 1
SW
OS
CR

8
06

TERMINAL 1

TERMINAL 2
DU
NR

2 15 TERMINAL 3
EAT
HD

21L TERMINAL 4
)
RIV

RD

3
X 45
E

1 PROPOSED NEW INTERNATIONAL


IRD LADY

TERMINAL AND APRON


0m
(380

2 TERMINAL 2 EXPANSION
SUGAR B

3 NEW TERMINAL
/21R

13
4 NEW RUNWAY (03R/21L)
03L

6 4
5 EXTENSION TO CROSS RUNWAY (06/24)
WAY

6 EXTENSION TO AIRPORT CENTRAL


RUN

9 PRECINCT AIRCRAFT PARKING AREAS


IVE
M A IN

DR

7 PROPOSED LOCATION OF ARFFS STATION


IGHWAY

MILLER

8 TERMINAL 1 EXTENSION
m)
x 45

9 PROPOSED SOUTHERN AVIATION SUPPORT AREA


HORRIE
H

HUDSW
TONKIN

ELL ROA 10 PROPOSED NORTHERN AVIATION AREA


0m

D
(270

11 EXTENSION TO GENERAL AVIATION AREA


03L
12
/21L

12 FUTURE AVIATION FUEL SITE


03R

13 TERMINAL 2 APRON EXPANSION


WAY

14 SAFE GUARDING FUTURE EXTENSION


7
RUN

HY ROAD

15 SAFE GUARDING LONG TERM EXTENSION


NEW

AIRCRAFT PARKING POSITION


ABERNET

CURRENT RUNWAY, APRON & TAXIWAYS

PROPOSED AIRSIDE FENCE

HIGH INTENSITY APPROACH LIGHTING

GLIDE PATH
DUBS CLOSE
03R AERODROME REFERENCE POINT
AY
HW

WIND SOCK
HIG

TONK PRECISION APPROACH PATH INDICATOR


CH

IN H
LEA

IGHW
AY
AD
RO
LE
DA
KEW

Figure 4.7 2034 Aviation Development Plan


Source: Perth Airport Pty Ltd

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4.4.3 Aircraft Parking aprons with an increase in the number of positions

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

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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.

BASE SCENARIO AC T IV E STANDS B AS E S C E NARIO NON-AC T IV E STANDS


F IN A N C IA L YEAR
CODE F CODE E CODE C TOTA L CODE F CODE E CODE C TOTA L

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

Table 4.1 T1 International stand demand


Source: Airbiz July 2013
Note 1: Active stands are those used for actual passenger processing, being either contact stands (i.e. those served by an aerobridge or walk-up) or passengers can be
bussed to and from other locations.
Note 2: Non-active stands are those where aircraft not carrying out an immediate turnaround are towed and parked.

BASE SCENARIO AC T IV E STANDS B AS E S C E NARIO NON-AC T IV E STANDS


F IN A N C IA L YEAR
CODE F CODE E CODE C TOTA L CODE F CODE E CODE C TOTA L

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

Table 4.2 T1 Domestic Pier stand demand


Source: Airbiz July 2013

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4.4.3.2 Terminal 2
T2 stand demand caters for domestic operations, both intrastate and interstate.

ACTI VE STANDS NON-AC T IV E STANDS


F IN A N C IA L YEAR
CODE F CODE E CODE C TOTA L CODE F CODE E CODE C TOTA L

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

Table 4.3 T2 stand demand


Source: Airbiz July 2013

4.4.3.3 Terminal 3 and Terminal 4


T3 and T4 stand demand includes the intrastate and interstate operations from these terminals located in the
Airport West Precinct prior to consolidation which is planned to occur in the early 2020s.

ACTI VE STANDS NON-AC T IV E STANDS


F IN A N C IA L YEAR
CODE F CODE E CODE C TOTA L CODE F CODE E CODE C TOTA L

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

Table 4.4 T3 and T4 stand demand


Source: Airbiz July 2013 and Qantas 2014
Note 1: Non-active stand demand may increase above the numbers indicated in Table 4.4 as it is dependent on the terminal design in the Airport Central Precinct as T3
and T4 apron area could continue to be used for remote parking.
Note 2: Stand demand decreases in 2015 when Virgin Australia operations relocate to the new Domestic Pier.
Note 3: Forecasts include the Network Aviation activity.

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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.

AC TIVE STANDS I NTERNATI ONAL DOME ST IC TOTA L

Code F 3 1 4

Code E 7 13 20

Code C 1 41 42

SUBTOTAL 11 55 66

N O N -AC TIV E STANDS

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

TOTAL 15 119 134

Table 4.5 Airport Central Precinct stand demand by 2034


Source: Airbiz July 2013

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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4.5 Terminals 4.5.1 Airport West Precinct


The size of a terminal, including the number of There are currently two domestic passenger
aircraft gates, is based on the forecast number of terminals within the Airport West Precinct. Terminal
passengers, aircraft movements and visitors during 4 (T4) is leased to Qantas Airways Group until 2018.
the calculated busy hour, taking into account the Under the lease Qantas Airways Group has exclusive
adopted level of service (LoS) standard as outlined in access and retains operational control of the facility.
Section 2.5.3.2. The other terminal, which is linked to T4, is known as
There are currently four terminal which are located Terminal 3 (T3) and is wholly owned by Perth Airport.
in two precincts at Perth Airport. It is currently used by Virgin Australia and some
Qantas Airways Group services. When Virgin
Terminal 1 and Terminal 2 are located in
Airport Central.
Australia relocates from the facility, Qantas Airways
Group is expected to further expand operations into
Terminal 3 and Terminal 4 are located in
Airport West.
T3. (T4 was referred to as T2 in the Master Plan 2009.)
In 2013, a further major refurbishment of T3
commenced, including upgrades and improvements
FAUNTLEROY AVE
to the check-in and baggage claim area to create a
lighter, more contemporary space and to reduce
Y
HW
ERN

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

Further works currently underway include:

remodelling and enhancing the security screening


LADY DRIVE

TON
SUGARBIRD

KIN
HW
Y
GROGAN RD area and access via new escalators to level 1, and

expanding the departures lounge on level 1.


DUNREATH DR

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

both domestic and international operations. T1 caters


for all international air services. In 2015, T1 will also
Y
HW
LEA
CH TO ROE HWY
accommodate Virgin Australias domestic operations
in a new purpose built pier.
KEWDALE RD

The first stage of consolidation into this precinct

Figure 4.8 Current terminal location and numbering


involved the relocation of Alliance Airlines, Virgin
Source: Perth Airport Pty Ltd Australia Regional Airlines (formerly Skywest), and
Tigerair from T3 to T2, next to T1. Opening in March 2013,
T2 was designed to primarily meet the needs of
regional Western Australia, particularly the resource
sector, while also being capable of supporting
interstate services. T2 has a gross floor area of
approximately 21,500 square metres. T2 was referred
to as Terminal WA in the Master Plan 2009.

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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,

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introducing an automated people mover (APM)


system triggered by forecourt traffic levels, and
existing terminal building and the associated lounge
and gate structures through to a new mid-field
constructing remote multi-storey long term parking, structure. The detailed assessment identified that the
staff parking and consolidated car rental facilities, current structure could not be expanded to meet

the future rail station and feature passenger and


providing pedestrian linkages to each terminal to demand beyond 2020 and that any upgrades would
be sacrificial in order to develop further to meet
staff focused commercial facilities, and demand. In addition any future works would lead to

providing at least one hotel proximate to the


terminals and explore other commercial and
a loss of substantial gate access during the
construction period, likely to coincide with a period of
aviation services opportunities. higher demand than present. The preferred proposal
The precise timing of full consolidation will be is to construct a new 20,500 square metres
determined largely by the demand for terminal International Pier extending from the eastern end of
and apron capacity. Perth Airport anticipates full the existing T1.
consolidation of all commercial air services to This will be delivered in stages, with the first stage
Airport Central, including the relocation of the estimated be operational by the end of the decade
Qantas Airways Group, will occur in the early 2020s. with further expansion within the planning period of
Planning of new terminal facilities to support staged this Master Plan 2014. The new pier will have a long
consolidation is continuing in close consultation with term capacity of 14 wide-bodied gates,
airlines and other stakeholders. Key elements of the accommodating the forecast international
evolving indicative terminal development plans are passenger growth to the mid-2040s. The proposed
shown in Figure 4.5 and described below. International Pier will include:

aa new international departures area,


4.5.3.1 Terminal 1 - New International Pier
new airline lounges with capacity for direct
greatly expanded retail offering,
Based on current forecasts, the existing international boarding onto aircraft,
departures area, baggage system and associated
aircraft gates at T1 will not meet forecast service level new baggage system, and
expectations beyond 2020. While the projects that positions for wide-bodied aircraft.
new aerobridge-serviced aircraft parking
are currently underway at T1 will greatly improve the
departures and arrivals experience for international Perth Airport has recently completed concept plans
passengers, they will not address some of the for the T1 New International Pier and has begun
structural deficiencies of the existing terminal. consultation with international airlines about the
One example of the shortcomings of the existing project. Following airline consultation, Perth Airport
terminal is that the current departures area requires will proceed with the next phase of the project design
passengers to walk down flights of stairs to the expected to be completed in 2016.
aerobridge to board their aircraft. While an area of
additional lounge is currently being developed, it is
not feasible to expand the existing terminal
departures area to service future aerobridges and
ultimate demand.
To meet further demand and to create a high-quality
international airport experience, Perth Airport
considered a range of options from expanding the

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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

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4.5.3.2 T3-T4 Enhancements 4.5.3.3 New Terminal


When Virgin Australia relocates into Airport Central, The final stage of consolidation of all commercial air
all Qantas Group domestic services will remain in services will require construction of a new terminal in
Airport West. The Qantas Group is expected to use Airport Central. The new terminal is expected to be
both T3 and T4 until domestic and international located to the east of the current T1 building.
services are fully consolidated. Perth Airport expects Perth Airport is currently completing feasibility
this to take place in the early 2020s. assessments with the airlines to consider when and
To ensure that growth of the remaining domestic how this final stage of consolidation is best achieved.
airlines are supported with good levels of customer The new terminal is likely to include:
service until full consolidation further investment will
be undertaken in T3 and T4 in Airport West.
sufficient stand and apron capacity to facilitate a
balanced runway operation in its ultimate form,
This is likely to include:
capacity to serve multiple sectors including

works to further improve the two terminals, intrastate and interstate domestic services,

frontage to achieve a common pedestrian


redesign of the roads, forecourt and terminal
integrated ground transport infrastructure,

entrance point to the terminal area,


terminal layout which optimises operational
efficiencies and commercial performance,

further expansion to provide additional passenger


and airline lounge(s) and retail offerings,
passenger
and
and airline lounges and retail offerings,

interior improvements including flooring, ceiling,


lighting and toilet refurbishments, and
suitable access and connectivity to T1 and T2.
4.5.3.4 T2 Development and Enhancement
new signage and upgraded way finding. T2 was designed and built with the ability to expand
as demand required. During the planning period of
this Master Plan 2014, the terminal will be
progressively expanded to continue to meet demand.
This is likely to include:

expansion of the departures area including


additional seating areas, airline lounges, boarding
gates and retail offerings, and

additional baggage reclaim facilities.


4.5.3.5 T3-T4 Terminals Post Consolidation
It is expected that T3 and T4 located within Airport
West will continue to be used for aviation-related
functions once the consolidation of all commercial
air services is completed. It is expected that direct
freight aprons will continue in this area.

138
04
T2 is designed and built
with the ability to expand
as demand required.

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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

handling, aircraft maintenance as well as airport in the General Aviation Area.

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

three catering companies, Precinct, is ideally located to provide integrated

13 maintenance providers, and


five ground handling operators, services to passenger operations in Airport Central.

six air cargo terminal operators. This area is currently undeveloped.

The clearing of the Southern Aviation Support Area


It is difficult to accurately project further demand in readiness for aviation support facilities
and timing for development of new hangar facilities commenced in 2014. The Clearing of Southern
as airlines and maintenance repair overhaul (MRO) Aviation Support Precinct and Construction of
organisations typically have many options across Taxiway Charlie Extension MDP was approved by the
their network. Perth Airport is currently in Commonwealth Minister for Infrastructure and
discussions with a number of maintenance and Regional Development in February 2014. The
freight organisations to either relocate or develop Southern Aviation Support Area will provide a prime
purpose built facilities at Perth Airport. There is location for future development with airside
expected to be continuing demand for new aviation frontage and proximity to Airport Central, and this
support facilities including: project will facilitate the first stage of future

aircraft parking associated with aviation support


activities or for layover parking associated with
aviation support developments in the area.
The Airport North Area, with landside access from
adjacent terminal activities, Kalamunda Road (discussed in Section 6), will provide

by airline engineering or MRO service providers,


facilities for line or base maintenance of aircraft a suitable location for the development of aviation
support facilities that require access to the General

facilities for cargo terminal operators or


integrators for air freight transfer, consolidation
Aviation Area, T3 and T4, as well as to Airport Central.
Most of this area is currently undeveloped.
and interim storage,

in-flight catering facilities, and

ground support equipment.


facilities for the maintenance and storage of

Perth Airport has identified three key areas for aviation


support services as shown in Figure 4.9 and include:

General Aviation Area, within Airport West,

south of T2, within Airport Central, and


Southern Aviation Support Area, located to the

Northern Aviation Support Area, located to the


north of taxiway Whiskey and to the east of
Runway 24 threshold, within Airport North.

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04
GREAT EASTERN HIGHWAY BYPASS

AY KA
IG HW LA
GENERAL MU
NH ND
TER AVIATION AR
EAS
VE

AREA OA
AA

EAT D
AN

GR
NG

NORTHERN
BU

FAU 21 AVIATION
NTLE SUPPORT
RO AREA
YR
OA
24

D
BREARLE
Y AVENU
E
)
m
45
X
3m
16
(2
4
/2
06
AY
NW
RU
D
IN
DUN

SW
OS
CR
REA
TON

TH A
K
IN H

06
VEN
IGHW

UE
AY

RD
m)

RD LADY
X 45
3m
(2 16

SUGAR BI
21 R

GROGAN ROAD
03 L/
WAY
RU N
M A IN

IVE

SOUTHERN
DR

AVIATION
MILLER

SUPPORT
AREA HUDSW
HORRIE

ELL ROA
D
03
TERMINAL 1

TERMINAL 2
HY ROAD

TERMINAL 3

TERMINAL 4
ABERNET

AIRCRAFT PARKING POSITION

CURRENT RUNWAY, APRON & TAXIWAYS


DUBS CLOS
E AIRSIDE FENCE
TON
K IN H HIGH INTENSITY APPROACH LIGHTING
IGH
WA
Y GLIDE PATH

AERODROME REFERENCE POINT


AY
HW

WIND SOCK
HIG
CH
LEA

PRECISION APPROACH PATH INDICATOR

Figure 4.9 Location of aviation support services


Source: Perth Airport Pty Ltd

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4.6.1 Fuel Storage 4.6.11 Future Fuel Storage Development


Currently, Jet A-1 fuel is pumped from a depot at The estimated average daily fuel uplift at Perth
Kewdale via an underground pipeline to above- Airport in 2034 will be approximately 6,200 tonnes
ground tanks at the Joint User Hydrant Installation (7.7 million litres). This estimate was arrived at by
(JUHI) located to the south of T2. Fuel is pumped analysing:
from these tanks into the apron hydrant system for
the routes served by various aircraft types,
refuelling of aircraft on the aprons at all four
fuel burn rates.
the average flight times (hours), and
terminals. This pipeline is currently operating near
capacity and is expected to be upgraded during the

To guarantee security of supply at a major
planning period. international airport, aviation fuel storage of five to
Air BP and Shell have depots in Airport West at the seven days supply is typically provided. Therefore for
Joint Oil Supply Facility (JOSF). This depot has a Jet the purpose of future capacity planning and to allow
A-1 fuel hydrant to supply road transport vehicles the safeguarding of adequate land, the tonnage is
used for fuelling aircraft that do not have access to then multiplied by seven to accommodate seven days
hydrant points. AV-GAS is also supplied from this storage capacity.
depot for fuelling of piston engine aircraft. Air BP has identified plans to increase the capacity of
Currently, there is storage capacity for 6 million litres the existing Jet A-1 fuel pipeline and add to their
of fuel at Perth Airport. This corresponds to one day storage capacity within the existing JUHI facility.
of reserve fuel storage after a typical daily fuel use of As Airport Central grows, the current facility will need
approximately 3 million litres is deducted. to be relocated to a larger site at the southern end of
In the past five years, the JUHI facility has expanded the Southern Aviation Support Area to the west of
to meet demand. Horrie Miller Drive, within Airport Central. A JOSF
installation will continue to operate in Airport West
which will service T3 and T4 until all commercial air
services are relocated to Airport Central. There may
be a requirement for a satellite facility to service
General Aviation aircraft.
Assuming a ratio of total site area to tanks is 4:1, and
based on 10 million litre size tanks, some five
hectares is estimated to be required in 2034 for a
suitable fuel facility site. The proposed new fuel depot
is planned for a 6.5 hectare site located at the
southern end of the Southern Aviation Support Area.

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04

In the past five years fuel


facilities have expanded
to meet demand.

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4.7 General Aviation/Helicopters/Freight Until recently a temporary designated helicopter

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

aviation area. to the T1 apron so passengers can connect with


international flights.
The General Aviation Area is located adjacent and
to the north of T3 and T4 within Airport West and The helicopter aiming point was removed with the

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.

services. As such there is no requirement for


significant terminal or passenger processing facilities
in the General Aviation Area beyond that necessary
to support small scale regional and charter
movements.
Perth Airport will continue to work with General
Aviation Area operators to transition new operations
that are not suitable for the General Aviation Area
into existing and future common use terminals.

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04

During the past five years


the level of activity in the
General Aviation Area has
increased significantly.

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4.8 Air Navigation Facilities and Services 4.8.1 Future Technologies


Airservices is responsible for air traffic control, During the 20-year planning period, it is likely that
airport rescue and fire-fighting, and navigational Airservices will introduce new technologies that will
services at Perth Airport. further enhance safety, performance, economics and
Airservices has the following operational services efficiency of Perths air traffic and airspace. Some of
located on the airport estate: these future technologies include:

Air Traffic Control tower, Required Navigation Performance (RNP)

Terminal Control Unit, procedures,

Instrument Landing System (ILS),


Navigational and aircraft approach aids, including Point Merge System,

Ground Based Augmentation System (GBAS), and

Terminal surveillance radar, Control System (A-SMGCS).


Advanced Surface Movement Guidance and

En-route surveillance radar, and

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.

4.8.1.3 Ground Based Augmentation System


Ground Based Augmentation System (GBAS) is a
satellite-based precision approach and landing
system that relies on a ground station on or near an
airport to transmit locally relevant corrections,
integrity and approach data to aircraft in the terminal
area. GBAS provides aircraft with very precise
positioning guidance, both horizontal and vertical,
which is especially critical during the approach and
landing phase of flight.
GBAS is the future replacement for current precision
approach systems in Australia and is currently being
trialled at Sydney Airport. It is anticipated that GBAS
will replace the Instrument Landing System (ILS) at
Perth Airport within the planning period.

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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

5.1 Introduction Acknowledging the recognised shortfall of industrial

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,

compatibility with aviation activities including


aviation support facilities,
as recognised by the States Economic and
Employment Lands Strategy discussed in Section

complementary development with surrounding


land uses in consultation with government
2.4.5. Perth Airport continues to experience demand
for large warehouse developments, and from

authorities, transport dependent logistics companies who see the

demand for non-aviation facilities including office


accommodation,
airport estate as a logical place for their operations.
This reflects that:

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

the environmental and Aboriginal heritage values


across the airport estate, and
resource companies seeking to locate their remote
operations centres and other corporate and

the application of both onsite and offsite


environmental offsets, in accordance with
administration functions at Perth Airport.
Additional land available for future non-aviation
Commonwealth and State regulations, where development opportunities has been identified in
required and after considering alternative options. the Perth Airport Land Use Plan through the

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

and office floorspace. This has been driven by environmental offsets.

companies wanting to establish themselves within a


high-quality, highly accessible location, and those
seeking to expand their existing presence on the
airport estate.
Currently, approximately 225 hectares of non-aviation
development has occurred across the airport estate.
As the non-aviation development of the airport
estate continues, it is expected that other businesses
will seek to locate on the airport estate.

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

development objectives, Airport shareholders.

integration of areas of high environmental value,


land use plan and associated zones and uses, Approval of the Master Plan does not provide

activity forecasts (aviation and non-aviation approval for development to commence and further

related), and approvals are required. The development approval


process is outlined in Section 11.

integration with surrounding land uses. 5.3 Proposed Five-Year Non-Aviation


The process includes an assessment of:
Development Plan
constraints and opportunities,
The precinct plans inform Perth Airports Five-Year
aviation safety and security impacts,
Non-Aviation Development Plan for:
long-term vision planning,
benchmarking,
Airport North Precinct,
alternative concepts to establish preferred Airport West Precinct, and
location, Airport South Precinct.

environmental impacts,

community impacts,

utility and service requirements, and


opportunities for integrated transport,

staging and implementation plans.


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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

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.

5.3.1.1 Existing 5.3.1.2 Precinct Non-Aviation Five Year


The Airport North Precinct comprises approximately Development Plan
328 hectares of land available for non-aviation The portion of the precinct north of Kalamunda Road
development. As at 2014, approximately 105 hectares (which includes a range of industrial, warehouse,
of the commercial zone has been developed, with showroom, storage and logistics land uses) is almost
Table 5.1 highlighting the non-aviation developments fully developed. It is likely that this area will be built
constructed within the past five years: out within the next five years.
For the undeveloped portion of the precinct south
APPROX .
B UIL DIN G NATURE
AR E A of Kalamunda Road, development will commence
TE N A N T OF USE
( HECTARE S )
once the area is serviced by a new access roads off
Chevron Office and warehouse 8.0 Kalamunda Road, which is expected to occur prior
to 2019. It is anticipated that up to three access
The Reject Shop Office and warehouse 2.2
points will be required in the long term, as
Centurion Office and warehouse 3.8 discussed in Section 6. Within the next five years, it
is expected that this undeveloped portion will
Rand Office and warehouse 3.0
undergo rapid development, including both aviation

Fisher & Paykel, and non-aviation related developments, such as


Combined office and
Kumho Tyres and 3.0 industrial, logistics, office and commercial land uses
warehouse
Office Max at a rate of approximately 25,000 to, 35,000 square
metres per year once the access roads are
Table 5.1 Non-aviation developments constructed in
Airport North over the past five years constructed. After the initial rapid growth, the rate
Source: Perth Airport Pty Ltd of development is expected to slow to that consistent
with the Perth metropolitan regional average.
Within the next five years, the area in the vicinity of
the Great Eastern Highway Bypass boundary of the
airport estate will also commence development. It is
envisaged that commercial services and highway/
convenience retail land uses that desire high exposure
to passing vehicle traffic may be developed to provide
a suitable interface with the surrounding area with
access from Kalamunda Road as outlined in Section 6.8.

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.

Figure 5.1 Location of the Airport North Precinct


Source: Perth Airport Pty Ltd

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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

5.3.2 Airport West Precinct 5.3.2.2 Precinct Non-Aviation Five Year


The Airport West Precinct, comprising 341 hectares, Development Plan
will continue to provide a range of aviation support The rate of commercial development within this
facilities and associated ground transport precinct is dependent on the land required for
infrastructure. As large-scale regular passenger aviation purposes and the market for suburban office.
transport services progressively transition into Currently much of Airport West is used for at-grade car
Airport Central, it is envisaged that the precinct will parking. Following the consolidation of all commercial
also include an expanded office park. are services to Airport Central, there will continue to
be a need for at-grade car parking to support the
5.3.2.1 Existing
aviation operations across the airport estate.
The Airport West Precinct ultimately comprises
In the next five years it is expected that commercial
approximately 195 of land available for non-aviation
office developments will continue at a rate of
development, including at-grade car parking for
approximately 6,000 to 12,000 square metres
aviation purposes.
per annum.
Currently, the precinct consists largely of aviation
An extension of the office park development could
developments, including car parks. In 2014, only
see development of larger lot bulky good uses within
approximately 2.5 hectares of the commercial zone
the next five years. It is intended that this
had been developed for non-aviation purposes. Table
development would be focused around the planned
5.2 highlights commercial buildings that have been
new Dunreath Drive access to the airport from
constructed within the past five years or those that
Tonkin Highway, that forms part of the Gateway WA
are currently under construction.
project (discussed in Section 6).

B UIL DIN G NATURE


APPROX . There is also scope for retail development within
AR E A
TE N A N T OF USE
( HECTARE S ) Airport West to a scale commensurate with a
Neighbourhood Centre, as defined under the States
Rio Tinto Echo 1 Office 0.5
SPP 4.2 Activity Centres for Perth and Peel.
Rio Tinto Echo 2 Office 0.3 Additional retail development in excess of a
neighbourhood centre scale may be warranted
Rio Tinto Delta Office 1.2
and/or justifiable where a retail needs assessment
has been undertaken jointly with the City of Belmont.
Table 5.2 Non-aviation developments constructed
or currently under construction in Airport West over The State Governments planned introduction of a
the past five years rail station and associated public transport
Source: Perth Airport Pty Ltd
interchange and station facilities in Redcliffe (on
A Major Development Plan for the Bravo Office State-controlled land), adjacent to Airport West, by
Building was approved by the then Minister for 2020 may provide future opportunity for potential
Infrastructure and Transport on 25 June 2013, which development and activity that integrates with the
provides for the development of approximately 13,800 new public transport access. Perth Airport will work
square metres of commercial office floorspace. with the State and Local governments to ensure
This building is currently under construction. short to medium term planning aligns with a longer
The rate of development over the past five years term vision for this precinct.
has remained steady, with commercial office
developments undertaken by Perth Airport occurring
every 12 to 18 months.

154
05

Airport West Precinct


to provide a range of aviation support
facilities and associated ground
transport as well as complimentary non-
aviation commercial developments. Over
time, limited office, retail and bulky
goods may be provided.

Figure 5.2 Location of the Airport West Precinct


Source: Perth Airport Pty Ltd

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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

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

distribution facilities. approximately 11,700 square metres of commercial


office floorspace. This MDP approval remains current
5.3.3.1 Existing Environment but construction has not commenced.
The Airport South Precinct comprises approximately Also, within the past five years, Perth Airport has
237 hectares of land available for non-aviation issued development approvals for:
development.
Foodbank office and warehouse development of
approximately 6,500 square metres of floorspace,
As at 2014 approximately 115 hectares of the
commercial zone had been developed, with Table 5.3 and
highlighting buildings that have been constructed Siemens service centre office and warehouse
development of approximately 3,000 square
within the past five years:
metres of floorspace.
APPROX .
B UIL DIN G NATURE
AR E A
TE N A N T OF USE
( HECTARE S ) 5.3.3.2 Precinct Non-Aviation Five Year
Development Plan
Roy Hill Office 1.4
It is expected that for the next five years
Australian Federal developments will occur within the precinct at a rate
Office 1.0
Police
consistent with that experienced over the past five

Desmar Properties Office and warehouse 1.0


years, being approximately 10,000 to 15,000 square
metres of floorspace per annum.
Desmar Properties Office and warehouse 1.3
These developments are envisaged to be for a
Perth Mint Warehouse expansion 1.0 range of aviation-related and non-aviation
purposes, including industrial, warehouse, storage,
Table 5.3 Non-aviation developments constructed
distribution and logistics uses. This precinct may
in Airport South over the past five years
Source: Perth Airport Pty Ltd also be developed for office and accommodation,
subject to market demand for these uses proximate
to Airport Central. The industrial land uses are
expected to predominantly be located along the
eastern boundary of the airport estate, with a wider
range of uses as noted above to be developed in the
vicinity of Horrie Miller Drive adjacent to the
Airport Central Precinct.

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.

Figure 5.3 Location of the Airport South Precinct


Source: Perth Airport Pty Ltd

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

20,020 can also take advantage of the location of the airport


FULL-TIME estate which is in close proximity to other transport
NON-AVIATION
EMPLOYEES
modes, including the Kewdale rail freight facility,
FULL-TIME
NON-AVIATION
EMPLOYEES
7,860 major highway and regional road networks and, via
5,23O those roads, the Port of Fremantle.

$ 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.

5.6 Design Guidelines for Commercial Zone


Perth Airport has prepared Design Guidelines for the
airport estate, being precincts 1, 2 and 3, as described
in the Master Plan 2009. These Design Guidelines
now apply to portions of Airport North, Airport West
and Airport South and will be progressively updated
upon approval of this Master Plan. On completion, the
respective Precinct Design Guidelines will be made
available to the public via the Perth Airport website.
These Design Guidelines provide built form and site
development standards to encourage the
development of environmentally sensitive
contemporary buildings of a high design quality that
will add to the corporate image of the tenant, and the
overall vision of Perth Airport as a premier
commercial and industrial location.

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

6.1 Introduction Perth Airport that is generated by city activities

Ground transport planning is a critical component for unrelated to Perth Airport,

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

change over time,


the modes of transport used and how they will the construction of the road network.
Perth Airport will continue to work with State and
meeting
numbers,
the demands of forecast passenger
Local governments to ensure that the changing
demands of Perth Airport operations are reflected
the consolidation of all commercial air services
into Airport Central,
in their strategic network modelling and planning.
Perth Airport will also ensure that developments on
the anticipated level of commercial development
and associated employment on the airport estate,
the airport estate have due regard for the State and
Local infrastructure capacity.
the growth in traffic on the roads surrounding
162
06
GREAT EASTERN HIGHWAY BYPASS

Y
H WA KA
HIG LA MU
RN E ND
A STE AV
E NU
AR
TE NA OA
G REA BU
N GA D
FAU 21
N TLE
RO
YA
VEN
24

UE m)
X 45
BREARLE 163m
4 (2

OAD
Y AVENU 6/2
E AY 0

ETHY R
NW
D RU
WIN
OSS

ABERN
CR
DUN
REA

06
TH D

)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

OA WD PRIMARY REGIONAL ROADS


D KE OTHER REGIONAL ROADS
RAIL

Figure 6.1 Existing road network on and around Perth Airport (2014)
Source: Perth Airport Pty Ltd

163
06. GROUND TRANSPORT PLAN

6.2 State Planning 6.2.1.2 Draft Perth Airport Transport Master


The State government is both the regulator and Plan (2012)
operator of public transport services including bus The Perth Airport Transport Master Plan was
and rail for the Perth metropolitan area including commissioned by the Commonwealth Government
servicing Perth Airport. Additionally the State and has been prepared by the State Department of
Government is the regulator for taxi and small Transport in liaison with other government
charter operations which service Perth Airport. stakeholders. The plan recognises Perth Airport and
The State Government, as the lead and in conjunction the Kewdale Primary Freight hub as two of the most
with local governments, also sets the policy important transport hubs in metropolitan Perth and
framework to determine mode share targets for the Western Australia. The Plan contains
Perth metropolitan transport network. Commonwealth and State Government
infrastructure commitments, and the Gateway WA
Perth Airport is committed to working with the State
project was proposed as an outcome of the plan.
and Local governments in achieving their desired
targets for sustainable transport options and mode 6.2.1.3 Western Australian Regional Freight
share targets. Network Plan (WARFNP)
State and Local governments are responsible for The Western Australian Regional Freight Network
the road network that surrounds and provides Plan (WARFNP) identifies that the inner-metropolitan
access to Perth Airport. The Ground Transport Plan area and the growing Kewdale, Forrestfield, Perth
considers and incorporates the key State government Airport and Kwinana areas support Western
land-use and transport strategies which directly Australias freight activities, and that these areas will
impact Perth Airport. continue to represent convergence points for both
metropolitan and regional freight and logistics
6.2.1.1 Draft Public Transport Plan for
activities. The plan identifies the need for the State
Perth in 2031
Government to continue to implement the Gateway
The State Department of Transport document Draft
WA Project to ensure growth in regional traffic does
Public Transport Plan for Perth in 2031 provides
not constrain the freight performance of the Kewdale
direction for public transport planning for the Perth
and Forrestfield intermodal terminals, Perth Airport
area till 2031. The plan identifies the need to provide
and adjacent industrial precincts.
a rail service from Bayswater Station to Perth
Airport by 2031, with a bus rapid transit system 6.2.1.4 Eastern Metropolitan Regional
connecting the Airport stations to the Belmont Council (EMRC) Regional Integrated
Forum interchange. Transport Strategy Action Plan (RITS)
Perth Airport understands that the final document The Eastern Metropolitan Regional Council (EMRC)
will be updated to reflect the recent announcement Regional Integrated Transport Strategy Action Plan
that the rail line will be open in 2020 and extended (RITS) forms part of the land use and transport planning
beyond the Airport to a station at Forrestfield. for the eastern region of the Perth metropolitan area.
It translates the high-level, whole of metropolitan
area land use and transport planning undertaken by
the State Government, and applies it to the regional
network. This includes the roads that directly
integrate with and impact the Perth Airport estate.

164
06

Figure 6.2 Perth Airport in the context of metropolitan transport


Source: Perth Airport Pty Ltd

165
06. GROUND TRANSPORT PLAN

6.3 Gateway WA Project This includes:

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

Airport passenger terminals differ to the traditional 1) and Terminal 2,

metropolitan commuter peak periods. Although aTerminal


new interchange at Boud Avenue leading to
3 and 4,
commuter peak periods and Perth Airport peak
periods do not coincide, many passengers travelling aHorrie
new interchange at Tonkin Highway/
Miller Drive-Kewdale Road,
to and from the airport during metropolitan
commuter peaks suffer major inconvenience. aAbernethy
new interchange at Leach Highway/
Road,
The Commonwealth and State governments
recognised the impact that congestion was having on aAbernethy
new on-ramp to Tonking Highway from
Road,
traffic movement around Perth Airport and in the
Kewdale and Forrestfield industrial areas, as well as upgrading Leach Highway between Orrong Road
and Tonkin Highway to an expressway standard,
future freight transport in the area. In response to
and associated upgrades to local roads and
this congestion issue and as part of a Perth Airport
intersections in the Kewdale area,
Transport Master Plan review, in 2008 the State
Government proposed the Gateway WA project to aLeach
cycling path along Tonkin Highway and
Highway,
upgrade Tonkin Highway and its intersections with
the Roe, Leach and Great Eastern Highways and upgrading of the existing Tonkin Highway/
Roe Highway interchange to a partial freeway
Horrie Miller Drive, Kewdale and Abernethy roads.
to freeway interchange, and
The majority of the Gateway WA project works are
external to the airport estate. On 13 March 2013, upgrading Tonkin Highway between Great Eastern
Highway and Roe Highway to six lanes.
the then Commonwealth Minister for
Infrastructure and Transport approved The New Following the development of Gateway WA it is

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

boundary. Airport West and Airport South Precincts will add to


the commuter peaks. Perth Airport modelling
The Gateway WA project is substantially progressed
currently indicates this impact will not be significant
with the major interchanges for access to Perth
over the planning period. Perth Airport will continue
Airport programmed for completion by early 2017.
to assess the impact as the entire estate develops
Perth Airport is responsible for connecting the new
over time.
Gateway development into the internal road network.

166
06
PERTH AIRPORT
REDCLIFFE

BELMONT HIGH WYCOMBE


Interchange at
Tonkin Highway/
TO
NK

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

Abernethy Road Tonkin Highway/


Horrie Miller Drive/
Kewdale Road
KEWDALE

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

Figure 6.3 Gateway WA overall concept plan


Source: Gateway WA Alliance

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

Leach Highway and


Abernethy Road Interchange
The Leach Highway and Abernethy Road
Interchange is a grade-separated
interchange. Although this interchange does
not have any direct connection to Perth
Airport, it is a focal point of the regional
freight traffic that materially impacts the
road network around Perth Airport.

P ROJE C T

Tonkin Highway and Roe


Highway Interchange
The Tonkin Highway and Roe Highway
Interchange will be a partial freeway-to-
freeway interchange. This interchange
does not have any direct connection to
Perth Airport, however it is a focal point of
commuter traffic flows and the regional
freight traffic that materially impacts the
road network around Perth Airport.

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.

Source: Gateway WA Alliance

169
06. GROUND TRANSPORT PLAN

6.4 Rail 6.4.2.2 Proposed Stations


There is currently no rail service to Perth Airport. The State Government is investigating a series of
Perth Airport welcomed the announcement and stations on the proposed route. These include:
budget commitment by the State Government that it
Airport West / Redcliffe,
will develop the Forrestfield-Airport Link that will
Forrestfield.
Airport Central, and
extend through and include stations servicing Perth
Airport. The State Government has advised it plans to

The State Government is assessing the feasibility of a
have the rail service operational in 2020. rail station in the Airport West Precinct (on airport
land) or the Redcliffe area (on State controlled land).
6.4.1 Network Context
The off airport solution is currently the preferred
The Perth urban rail network is based on a hub-and- option. A station in this area would include a public
spoke model focused on the Perth Central station, transport interchange (providing links to local bus
located in the CBD and which radiates with five services) and as such would focus on general
separate passenger rail services, identified in metropolitan commuter passenger demand. The
Figure 6.4. station would also serve the current T3 and T4
The State Government has been investigating aviation needs and the general Airport West business
options to enhance the overall metropolitan rail park users.
network and concurrently service Perth Airport. The station is proposed to be located in the core of
These investigations have identified that the Midland the Airport Central Precinct and provide connectivity
line presents the most suitable line to provide the to the existing T1 and T2 terminal forecourts and
linkage to Perth Airport. ultimately to the New Terminal forecourt. Planning
for Airport Central has demonstrated that integrating
6.4.2 Proposed Routes and Stations
the rail station into the terminal and forecourt areas
Perth Airport and the State Government are working
is an important component in ensuring both an
to finalise the route and the preferred locations for
effective ground transport system and a high-quality
rail stations to be developed on the Commonwealth
passenger and visitor experience.
land controlled by Perth Airport.
The rail link will provide an alternative to the current
6.4.2.1 Proposed Routes car-based access to the airport. Perth Airport will
work with the PTA to improve services to the airport
In August 2014, the State Government approved the
and to seamlessly link the stations with the
alignment and timing of the proposed Forrestfield-
surrounding facilities. This will ensure that a high
Airport Link project. The principle of the routes is to
quality pedestrian experience is created for
provide a rail service connecting the Bayswater
transitioning between the rail stations and the
Station to a new station at Forrestfield via Perth
terminals. Should the Airport West Station be
Airport. The State Government have advised
constructed, the associated bus interchange will
construction will start in 2016 with completion
significantly improve the catchment for public
expected in 2020.
transport serving the area.

170
Clarkson
06
Midland

Bayswater Airport
Perth
Central
Forrestfield

Thornlie
Fremantle

Armadale

Mandurah

Figure 6.4 Perth rail network with proposed Forrestfield-Airport Link


Source PTA.

AIRPORT CENTRAL
STATION

Figure 6.5 Proposed corridor of Forrestfield-Airport Link


Source: PTA.
Note: Station locations to be finalised by the State Government.

171
06. GROUND TRANSPORT PLAN

6.4.3 Project Tenure Detailed assessments and conditions will be

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.

placement of the required infrastructure through


6.4.5 Rail Approval Process
either a sub-lease or licence, in accordance with
Within the Commonwealth controlled land of Perth
provisions under the Perth Airport lease with the
Airport, the Forrestfield-Airport Link project will
Commonwealth and the Airports Act 1996.
require the relevant approvals, including a Major
6.4.4 Proposed Infrastructure Form Development Plan approval under the Airports Act

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

passengers, network wide mode share targets. This may be

employees, progressed through the provision of new

commercial development, and infrastructure such as paths, shelters, end-of-trip

freight. facilities, and improved access to public transport.


As detailed in Section 2 of this Master Plan 2014,
Over 70 per cent of traffic on the airport estate is
directly related to aviation activities, and the Perth Airport is identified in Directions 2031 as a

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:

throughout the planning period. Airport North,

The projected passenger travel modes to and from Airport West, and

Perth Airport for the periods 2013-2019, 2020-2026 Airport South.

and 2027-2034 are shown below in Figure 6.6 (see A significant consideration for the planning of ground

over the page). transport is the current and future employment on


the airport estate and associated transport needs.
State and Local governments are planning for and
Currently there are over 17,800 full-time employees
identifying opportunities to balance the transport
on the airport estate in both aviation and non-
mode share, which is currently dominated by
aviation industries. It is anticipated that this will grow
car-based private vehicles in the Perth metropolitan
to approximately 23,860 full-time employees by 2019
area, towards more sustainable alternatives through
and 42,220 full-time employees by 2034. Appropriate
initiatives including:
transport infrastructure will be provided across the
investing in new infrastructure and services in
road, rail and public transport,
airport estate to meet employment demand.

encouraging travel demand management for


employees and contractors around key activity
centres, and

the provision of additional public transport


options for both aviation passengers, and
employees and contractors at Perth Airport.

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 )

2011 3 0 25,500 13,500

2015 6.5 35,000 15,000 27,500

2021 18 80,000 18,000 69,000

2031 26 98,000 21,000 91,000

Table 6.1 Aviation related vehicle traffic using Airport Drive and Horrie Miller Drive
Source: Main Roads-Gateway WA and Perth Airport Pty Ltd

PR OJ E C T E D PASS E N G E R T R AVEL MO DES TO A N D FRO M P ERT H A IRP O RT

2013-2019 2020- 2026

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

(refer to table 6.1). to be divided into manageable flows and segregated


for each terminal.

l 2
Termina
Terminal 1

New Ter
minal

Figure 6.7 Airport Central terminal access concept

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

facilities in the precinct. overall customer experience and avoids congestion.

The APM is expected to be required because the


number of vehicle movements in the vicinity of the
terminals in Airport Central will grow to a level at
which some modes will need to be dispersed within
the wider precinct to avoid congestion.

AR TI STI C I M PR E SS I O N S O F T H E CO N C E PT FOR T HE AU TO MAT ED P EO P LE MOVER

176
06
GREAT EASTERN HIGHWAY BYPASS

Airport Central
HW
AY PrecinctKA
IG AM L
RNH to provide integrated
UN passenger terminal
UE

STE DA
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A RO transport and
AA

TE and associated groundAD


AN

REA
NG
BU

G commercial facilities that meet the


FAU 21R
NTLE changing needs of airlines and other
RO
YA 24
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BREARLE UE
Y AVENU Precinct, and of the travelling public.
E

m)
X 45
163m
4 (2
6/2
AY 0
NW
IN D RU
DUN

SSW
CRO
REA
TON

TH D
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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

PROPOSED RAIL STATIONS


ABERNET

PROPOSED RAIL ALIGNMENT

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

Airport anticipates the final stage of consolidation of efficient network.

all commercial air services to Airport Central will


6.7.1 Dunreath Drive
occur in the early 2020s, when new facilities are
On completion of the Gateway WA project, the
constructed in the precinct for Qantas Airways Group
remaining section of Dunreath Drive will become an
operations.
airport service road. It is expected to be used as a
The Airport West Precinct is currently serviced by
future car park access road and for internal airport
Brearley and Fauntleroy avenues, with Brearley
traffic. Public access between T3 and T4 in Airport
Avenue providing the main access to T3 and T4
West and Airport Central, will be via the new
passenger terminals. Brearley Avenue carries
Dunreath Drive Interchange, Tonkin Highway and
approximately 36,000 vehicles per day. It also
Airport Drive (all part of the Gateway WA project).
provides good access to the local freight network
and forms the freight route into the precinct. 6.7.2 Forrestfield-Airport Link
Fauntleroy Avenue, while having signal-controlled
The State Governments planned introduction of a
access onto the Great Eastern Highway, has traffic
station in Redcliffe (on State controlled land)
demands at peak times which exceed the capacity
adjacent to Airport West by 2020 will provide
of the intersection.
improved public transport access for visitors/
As part of the Gateway WA project a new interchange employees within the Airport West Precinct and
will be constructed on Tonkin Highway connecting to residents in Redcliffe and surrounding suburbs, with
Dunreath Drive and Airport West. Upon the opening an estimated 15 minute travel time into the Perth CBD
of the new Tonkin Highway and Dunreath Drive and three minute travel time to the planned Airport
Interchange, the State Government has advised that Central Station.
this will allow Brearley Avenue to be closed.
The Redcliffe Station is centrally located within the
The Tonkin Highway and Dunreath Drive Interchange City of Belmonts Development Area 6 (DA6). The
will have the capacity to meet the traffic demands vision plan for DA6 promotes development of a
until the time that the remaining commercial air vibrant and active mixed use precinct and
services relocate to Airport Central (planned to in the employment destination. The future railway and bus
early 2020s), after which vehicle traffic volumes to services will support a stronger public transport
and from Airport West will substantially decline. service to and from the area and enabling
Perth Airport has held discussions with Main Roads development of higher residential densities.
WA regarding the upgrading of the intersection of
Great Eastern Highway and Fauntleroy Avenue as
turning vehicles at the intersection restrict the flow
of through traffic on the highway. Intersection
improvements could also accommodate the public
bus routes that would approach the airport and the
proposed Airport West railway station from the east.
This intersection upgrade would also improve access
to the General Aviation Area located in Airport West.

178
06
GREAT EASTERN HIGHWAY BYPASS

Airport West Precinct


Y to provide a range
K of aviation support
H WA AL
IG AM
RNH facilities and associated
UN ground
DA
STE
UE
VEN

A RO
TE transport as well as complimentary
AA

AD
REA
AN
NG

G
BU

FAU 21R non-aviation commercial developments.


NTLE Over time, limited office, retail and bulky
RO
YA 24
VEN goods may be provided.
BREARLE UE
Y AVENU
E m)
X 45
2163m
24 (
06/
N WAY
IND RU
SSW
CRO
DUN
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
HORRIE

m)
0m X 45

HUDSW
ELL RD
(270
03R/21L

03L
NWAY
NEW RU

HY ROAD

PROPOSED RAIL STATIONS


ABERNET

PROPOSED RAIL ALIGNMENT

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

network. current State Government planning. This will provide


a new northern access to the airport estate.
The portion of land to the south and west of
Kalamunda Road, within Airport North, is currently An important consideration for ground transport

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,

as outlined in Section 5. and in particular, access to future developments.


Perth Airport has worked with the State Department
As shown in Figure 6.14, the planned access points off
of Planning, Main Roads WA, the City of Swan and the
Kalamunda Road will include:
Shire of Kalamunda, as well as local interest groups,
aBungana
central signalised intersection connecting to
Avenue,
to establish a road layout plan that meets the needs
of all stakeholders. This is important in minimising
500 metres from the Kalamunda Road and
a signalised intersection located approximately
the exposure of the nearby residential communities
of Hazelmere and High Wycombe to through-traffic.
Abernethy Road intersection, and
Perth Airport will continue to support the role of
aconnection,
left in-left out access off the Bungana Avenue
approximately 300 metres from the
Adelaide Street (as identified in the State
Governments Hazelmere Enterprise Area Structure
Great Eastern Highway intersection.
Plan) to provide a separation function between
The extension of Bungana Avenue to form a new
future industrial and existing residential/rural-
intersection with Kalamunda Road will provide access
residential areas, subject to an appropriate
to Airport North Precinct as well as improve the
arrangement being agreed.
traffic flow in the General Aviation Area and reduce
The Midland freight line currently runs along the
demand on Fauntleroy Avenue and its intersection
eastern boundary of the airport estate. This allows
with the Great Eastern Highway within Airport West.
for the opportunity to provide a private rail access for
The attractiveness of this route to provide an
the direct delivery of freight by rail into the eastern
alternative through route for non-airport traffic is
portion of Airport North.
recognised and will be factored into the ultimate
design and road layout. This access point will be Other than intersections as per Figure 6.10 or existing

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

PROPOSED RAIL STATIONS

PROPOSED RAIL ALIGNMENT


ABERNET

PROPOSED ACCESS POINTS

GATEWAY WA

Airport North Precinct 03R DUBS CLOS


E
PROPOSED ROADS

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

EAT non-aviation uses, withD


AN

GR
NG
BU

FAU 21R accommodating logistics and


N TLE
RO distribution facilities while managing the
YA 24
VEN environmental value of the area.
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
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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

PROPOSED RAIL STATIONS


ABERNET

PROPOSED RAIL ALIGNMENT

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

GREAT EASTERN HIGHWAY BYPASS

Y KA
LA
WA MU
HIGH AIRPORT ND
AR
ERN NORTH OA
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T
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D
AA

T
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AN
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G
BU

21R
FAU
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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)
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AY

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RD LADY
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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)

Airport include: constructed for the final stage of consolidation. A

airline valet parking, premium long-term car parking product will

fast track, continue to be available proximate to terminals, with

long term.
short term, and (non-premium) long-term parking to be located

further from the terminals serviced by connecting


buses and the APM.
Perth Airport now has more than 17,000 car parking
bays for passengers, visitors and staff across the Car rental facilities will initially be located proximate

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

improved public transport servicing the airport may area


Y
HW

reduce the demand for car parking.


ERN
AST

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

parks servicing the precinct will be located broadly in


TON
SUGARBIRD

the same locations as the existing at-grade car parks. KIN


LADY RD

HW
Y
GROGAN RD

It is envisaged that these existing at-grade car parks


will be progressively replaced with multi-storey car
DUNREATH DR

parks over time to meet demand. These buildings HUDSWELL RD

may also provide facilities for ground transport


service operators as well as hotel and commercial
HORRIE MILLER DR

office floor space, subject to market demand. Where


feasible, they will be linked directly to the terminal
buildings with aerial walkways. A Major Development HW
Y
CH TO ROE HWY
LEA
Plan for multi-storey car parking and office
KEWDALE RD

accommodation is expected to be released for public


comment in 2015.

Figure 6.13 Current car parking across the


Perth Airport estate
Source: Perth Airport Pty Ltd

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
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