PRELIMINARY DRAFT

Canberra International Airport I 2008 Master Plan

capital city airport of the year 2007

This Master Plan has been prepared by Canberra International Airport Pty Limited as part of our internal strategic planning processes and in accordance with the provisions of Part 5 of the Airports Act 1996 (“the Act”) and the Regulations made under that Act, and should be read in that context only. The assumptions and forecasts in this Master Plan should not be used or relied upon by any person or entity for any other purpose.

This Master Plan replaces the existing Master Plan approved by the Minister for Transport on 11 February 2005 (“2005 Master Plan”).

Any reference to “us”, “we”, “our” in this Master Plan refers to Canberra International Airport Pty Limited. The words “include”, “including”, “for example” or “such as” and "in particular" are not used as, nor are they to be interpreted as, words of limitation and when introducing an example, do not limit the meaning of the words to which the example relates to that example or examples of a similar kind.

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Table of Contents

Foreword ...... 7 1. Introduction...... 9 1.1 Vision ...... 9 1.2 Purpose of the Master Plan...... 10 1.3 Purpose and development objectives...... 11 1.4 Intended Uses...... 14 1.5 Location...... 14 1.6 History ...... 15 1.7 Existing facilities...... 18 1.8 The Airport and high speed rail...... 19 2. Economic activity at Canberra International Airport ...... 21 2.1 Airport businesses ...... 21 2.2 Conclusion...... 22 3. Consultation process...... 23 3.1 Ongoing Consultation...... 23 3.2 Preparatory Consultation...... 23 3.3 Public consultation...... 23 4. Integration with local planning strategies...... 25 4.1 National Capital Authority ...... 25 4.2 ACT Government ...... 25 4.2.1 Economic White Paper...... 26 4.2.2 The Canberra Spatial Plan...... 27 4.2.3 Territory Plan...... 29 5. Aviation Growth...... 31 5.1 Promotion of competition...... 32 5.2 International route growth ...... 33 5.3 Domestic and regional route growth ...... 35 4 Passenger projections...... 40 5.5 Aircraft movement projections...... 42 5.6 Air freight...... 44 6. Runways and airfield developments...... 46 6.1 Runway and taxiway system demand...... 46 6.2 International services...... 46 6.3 Terminal ...... 47 6.4 Apron capacity...... 48 6.5 Ultimate capacity...... 48 6.6 Augmentation of runway and taxiway system ...... 49 6.7 Airspace capacity...... 50 6.8 Fog...... 50 6.9 Public Safety Zones...... 50 6.10 Enhanced flight procedures using GPS ...... 51 6.11 Canberra Air Traffic Control Tower ...... 51 6.12 VHST Implications...... 51 6.13 Implementation...... 52 7. Development concept and options...... 54 7.1 Intended uses of the Airport site...... 54

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7.2 Indicative precinct planning vision ...... 54 7.2.1 South West Precinct ...... 55 7.2.1.1 Terminal ...... 55 7.2.1.2 Terminal support facilities...... 55 7.2.1.3 Commercial development...... 56 7.2.1.4 Pialligo Precinct...... 56 7.2.2 North West Precinct ...... 57 7.2.3 North East Precinct...... 57 7.2.4 South-East Precinct...... 59 7.3 Permitted land uses in the Airport precincts ...... 59 7.4 External planning context and potential conflicts ...... 59 7.5 Signage policy...... 60 7.5.1 General and tenant signs...... 60 7.5.2 Advertising signs (billboards and other advertising signage and concepts)...... 61 8. Road access issues ...... 64 8.1 External Road Access...... 64 8.2 Internal road access and parking ...... 66 8.2.1 South West Precinct – Terminal...... 66 8.2.2 South West – other ...... 67 8.2.3 North West Precinct ...... 67 8.2.4 North East Precinct...... 67 9. Engineering Services ...... 68 9.1 Gas...... 68 9.2 Sewerage...... 68 9.3 Stormwater ...... 69 9.4 Potable Water Supply ...... 70 9.5 Non-Potable Water Supply...... 70 9.6 Electrical...... 71 9.7 Telecommunications...... 71 9.8 Airport access ...... 71 10. Airspace Protection...... 72 11. Aircraft noise...... 76 11.1 Noise outcomes specifically excluded by this Master Plan ...... 84 11.2 High Noise Corridor...... 84 11.3 Measures to avoid noise disturbance...... 87 11.4 Community aircraft noise complaint behaviour...... 87 11.5 Community and industry consultation...... 88 11.6 Describing and displaying high levels of aircraft noise ...... 88 11.6.1 High Noise Corridor...... 89 11.6.2 Flight paths at and around the Airport...... 89 11.6.3 Single Event Noise contours ...... 94 11.6.4 N65 Contours...... 97 11.6.5 Australian Standard 2021 and the Australian Noise Exposure Forecast (ANEF) system...... 98 11.6.6 Canberra International Airport Practical Ultimate Capacity ANEF ...... 100 12. Environmental Management...... 104 12.1 Vision for environmental management ...... 104

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12.2 Major achievements to date...... 104 12.3 Identification of environmental issues...... 106 12.4 Plans for dealing with environmental issues ...... 107 12.4.1 Noise...... 107 12.4.2 Flora and Fauna ...... 108 12.4.3 Stormwater flow management...... 109 12.4.4 Natural Resources...... 110 12.4.5 Air, soil and water quality ...... 110 12.4.6 Handling of hazardous products...... 111 12.4.7 Waste generation...... 111 12.4.8 Indigenous and European heritage ...... 111 12.4.9 Construction impacts...... 112

Appendices

Appendix 1 – Definitions, Abbreviations, Acronyms...... 113 Appendix 2 - Consultation...... 118 Appendix 3 – Land Use Schedule and Definitions ...... 120 Appendix 4 - Airservices Australia References ...... 127 Appendix 5 – Current and Future Noise Respite Measures ...... 131 Appendix 6 – Heritage...... 135 Appendix 7 – Implementation and Staging...... 138

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Foreword

We have achieved a great deal since our first Master Plan was approved just nine years ago. We have all but transformed Canberra International Airport from an aviation backwater into a true national gateway and have achieved the status of Australian Capital City Airport of the year twice in five years. And we have done it in line with community expectations for better aviation services and in strict accordance with the terms under which we purchased the Airport from the Commonwealth in May 1998. Under those terms we also purchased a wide range of development rights and no restriction on land uses (other than compliance with the Airports Act and associated regulations), which was reflected in the 1999 Master Plan and the 2005 Master Plan. These rights were designed in part to protect the Airport from the downturns of the aviation sector. It was these rights that enabled us to develop the Brindabella Business Park, the north-west precinct and Fairbairn and without the income stream that came from diversified Airport investments such as these, we would have been hard pressed to survive the collapse of Ansett, not to mention the tragic events of September 11, SARS and the ongoing war against terrorism.

All these events took their toll on the aviation business. Nevertheless, we are pleased to report that we have already met many of the objectives of both our 1999 Master Plan and our 2005 Master Plan. Canberra International Airport is a local family business and our future development is linked closely to the economic growth and prosperity of our community. This partnership with community has driven us to deliver meaningful and significant benefits in three important areas – job creation, cheaper air fares and amelioration of the adverse impact of aircraft noise.

Our massive rebuilding of the Airport’s aviation infrastructure, including a 600 metre extension to the Airport’s runway as well as upgrades to the terminal, together with the simultaneous construction of the Brindabella Business Park, the north-west precinct and upgrades to Fairbairn, has attracted new industries and new jobs to Canberra and the region. We have also undertaken major strengthening works on Runway 17/35, with a contribution from the Commonwealth, to allow unlimited landings of larger aircraft types such as the Boeing 747 and Airbus A380. Since 1998 the number of Airport businesses has grown from 70 to over 180 and the number of jobs has similarly increased significantly. This is in addition to both the ongoing employment of over 500 construction workers and the engagement of some 950 businesses in the ongoing operation of the Airport. The impact of our major investment, over $500 million so far, is helping to drive economic growth for the region.

By way of financial incentives, and through our ongoing program of infrastructure improvements, we actively encourage the introduction of low cost airlines and the servicing of new destinations such as Perth and Newcastle. Following the collapse of Ansett we established a common user terminal, enabling Virgin Blue and other airlines to share facilities, reduce costs and deliver cheaper air fares to a new generation of travellers. That terminal will now be used by Tiger Airlines to deliver its remarkably low air fares, attracting people who have never before been able to afford air travel. Qantas is matching its rivals with cheaper air fares and more frequent flights to and

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from Canberra. With direct services to five of Australia’s mainland cities, we are also working closely with the airlines to position Canberra as a true international destination, with links to New Zealand, the South Pacific and Asia.

Aircraft noise is an issue for all in our community. Our commitment to do everything that we can to minimise the impact of aircraft noise on the community is absolute. Short-sighted and opportunistic plans by developers to build homes under flight paths will lead only to long-term problems for future residents. We steadfastly oppose such plans because they risk the introduction of noise sharing over Canberra and Queanbeyan, and they jeopardise future Airport operations. We discuss our assessment of the aircraft noise impacts and detail plans to ameliorate and prevent the environmental impact of aircraft noise through the adoption of the High Noise Corridor as the land use planning tool for further residential development for Canberra Airport. Because of sensible planning, just over 99.5% of our community is free from the adverse affects of aircraft noise. Let us work together to maintain one of the best noise abatement systems in Australia.

We are immensely proud of what has been achieved at Canberra International Airport. We have developed a state of the art hangar and reception centre for the Commonwealth’s fleet of VIP aircraft. Throughout all of the Airport precincts, we are building a cluster of striking world-class buildings that are setting new standards in design and environmental sustainability. Diversified investments of this kind are essential if we are to maintain and upgrade the Airport and build a new terminal that meets the national and international aviation requirements of the 21st century. We have a robust confidence in the future of our region that is undeniably bright. We are here for the long haul to create new jobs, new industries and new opportunities.

Canberra International Airport Page 8 Preliminary Draft Master Plan 2008 1. Introduction Introduction

Canberra International Airport’s vision for the future is clear and bold.

With community support, we are developing an Airport that is truly worthy of Australia’s national capital city and are doing it in a way that maximises economic growth and prosperity for the region. We have been recognised by our peers by winning the Australian Capital City Airport of the Year Award in both 2002 and 2007.

This Master Plan reinforces, among other things, the Airport’s critically important role as the only curfew free airport between Brisbane and Melbourne that is capable of handling 747 and A380 aircraft. It also highlights the Airport’s gathering responsibility as a freight hub and as a backup for Sydney’s increasingly crowded skies.

To support these aeronautical plans, and to maximise the value of the Airport, we are also developing a range of attractive buildings and surrounding landscapes that are designed to create a ‘sense of arrival’ in the nation’s capital. They also reflect the Airport’s absolute commitment to environmental sustainability.

Locally owned and managed, Canberra International Airport is proud of its role as an economic engine for the region because we are delivering new businesses and new jobs.

This section of the Master Plan sets out a coherent vision for the Airport’s growth over the next 20 years and outlines the major components in the Master Plan.

1. Introduction

1.1 Vision

Our vision is to develop Canberra International Airport as a first-class facility to serve the region’s evolving transportation, business and development needs and to maximise the growth of a wide range of aeronautical and non-aeronautical businesses.

Key elements are:

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

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

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

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

• establishing a base for regional or national airlines and a significant aircraft maintenance centre;

• commitment to environmental sustainability — to develop the Airport’s built form sympathetically with Canberra’s community and environment;

• creation of opportunities — to make Canberra International Airport and its environs the centre of a business, retail, transport and freight hub, providing economic impetus for office parks and, subject to legislation, specialist tax free trade zones; and

• maximise business opportunities — to maximise non-aeronautical on-Airport

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employment and business growth, without compromising on aviation operations.

1.2 Purpose of the Master Plan

On 29 May 1998 the Commonwealth Government awarded the long-term lease of Canberra International Airport to Canberra International Airport Pty Limited as part of its Phase II sale of Federal airports. The Airports Act was amended in April 2007 following extensive consultation with the privatised airports, industry and other stakeholders.

In accordance with the Airports Act 1996, Canberra International Airport Pty Limited is required to submit a draft Master Plan for the approval of the Minister for Transport and Regional Services, for a 20 year horizon.

The Airports Act requires a draft Master Plan to specify: a. the airport-lessee company’s development objectives for the airport; b. the airport-lessee company’s assessment of the future needs of civil aviation users of the airport and other users of the airport, for services and facilities relating to the airport; c. the airport-lessee company’s intentions for land use and related development of the airport site, where the uses and developments embrace airside, landside, surface access and land planning/zoning aspects; d. an Australian Noise Exposure Forecast (ANEF) (in accordance with regulations, if any, made for the purpose of this paragraph) for the areas surrounding the airport; da. flight paths (in accordance with regulations, if any, made for the purpose of this paragraph at the airport); e. the airport-lessee company’s plans, developed following consultations with the airlines that use the airport and local government bodies in the vicinity of the airport, for managing aircraft noise intrusion in areas forecast to be subject to exposure above the significant Australian Noise Exposure Forecast (ANEF) levels; f. the airport-lessee company’s assessment of environmental issues that might reasonably be expected to be associated with the implementation of the Plan; g. the airport-lessee company’s plans for dealing with the environmental issues mentioned in paragraph (f) (including plans for ameliorating or preventing environmental impacts); h. if a draft environment strategy for the airport has been approved, the date of that

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approval; and j. any other matters (if any) as are specified in the regulations.

The Master Plan is not a development plan as such, and the Airports Act 1996 requires separate major development plan approval from the Minister for Transport and Regional Services involving matters such as:

• extending a runway, taxiway, major road, etc;

• constructing a new terminal building of more than 500m2;

• significantly extending the terminal building;

• constructing new buildings with a value above a certain monetary threshold; and

• constructing a new railway or rail handling facility.

A major development plan submitted to the Minister on such matters must set out a range of issues, including our plans for dealing with the environmental impacts that might reasonably be expected to be associated with that development.

During the last five years, we have completed major development plans for the redevelopment of the passenger terminal, for a major upgrade and extension of the main runway and taxiways, for a shopping centre, and for various office and related buildings.

1.3 Purpose and development objectives

OVERALL PURPOSE

The purpose of this Master Plan is:

• to establish the strategic direction for efficient and economic development at the Airport over the next 20 years;

• to provide for the development of additional uses of the Airport site;

• to indicate to the public the intended uses of the Airport site; and

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

DETAILED DEVELOPMENT OBJECTIVES

Objective 1 Ensure the Airport is operated and developed in a safe, comfortable, secure and environmentally sustainable manner.

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This objective involves:

• ensuring that the maintenance of operational safety is paramount in planning Airport development. This will significantly influence form, location and construction methods;

• maintaining and improving the comfort of travellers and of Airport visitors;

• maintaining security standards in accordance with Government regulations;

• working with the community to ensure appropriate land uses under flight paths; and

• the continuing development of Canberra International Airport within the sustainable environmental parameters outlined in the Environment Strategy.

Objective 2 Develop a culture of excellence based on customer service and value for money.

All future development of the Airport will demonstrate a commitment to excellence by:

• providing high levels of customer service;

• adopting world airport management best practice; and

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

Objective 3 Ensure that the design of the Airport reflects its role as a gateway to the National Capital.

The form and image of all airport buildings will reflect:

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

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

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

• the best of contemporary airport design.

Objective 4 Maximise economic growth of the Airport.

Development of the Airport will maximise growth through:

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• proactively introducing initiatives to take full advantage of aeronautical and non-aeronautical commercial opportunities; and

• maximising the range of development options to the Airport.

Objective 5 Provide a business environment that allows the Airport and its associated businesses to reach their potential.

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

Objective 6 Develop Canberra International Airport as a multi-modal transport hub for passenger and freight connections.

The integration of a number of passenger and freight modes of transport into a single location in Canberra offers significant opportunities. The concentration of road, rail and air services in one location offers a unique ability to seamlessly switch between transport modes.

Objective 7 Attract significant traffic from Sydney Airport, including domestic and international passenger and freight services.

Given the curfew imposed on Sydney Airport, the 80 movements per hour cap, restrictions on aircraft parking, and rapidly increasing demand for flights, opportunities exist for Canberra International Airport to play an important longer-term role in meeting the aviation needs of the Sydney basin. By providing easy access, excellent infrastructure and competitive pricing, we expect to attract operators, passengers and freight from Sydney to Canberra Airport. This is likely to include a 24-hour domestic and international freight operation and overflow passenger services.

Objective 8 Provide infrastructure that facilitates the use of the Airport as a domestic and international terminal with multi-modal linkages.

Infrastructure for a multi-level terminal with international capabilities and multi-modal linkages (including freight facilities) is a key objective of the Master Plan as a logical and far-sighted strategy to further enhance the Airport’s transport hub concept.

Objective 9 Develop non-aeronautical land to its maximum potential

Non-aeronautical land will be put to best use by incorporating a wide range of activities, including office and retail.

Objective 10 Adopt best available technology to improve all-weather utilisation of the Airport.

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To make the most effective use of the Airport, systems will be progressively upgraded so aircraft can operate under a wide range of weather conditions and with a greater range of capabilities.

1.4 Intended Uses

In order to achieve our vision for the Airport, a wide range of uses are intended for the site. Aviation is of primary importance, and a wide range of aviation uses are intended for the site. This includes regular passenger aircraft, freight, as well as a range of special uses such as the Special Purpose Aircraft VIP fleet, general aviation and military uses. Canberra International Airport intends to continue to use the airport site as an airport. The intended uses are outlined in Chapters 5 and 6 and detailed throughout the Master Plan.

Further, a wide range of non-aeronautical uses are intended for the Airport site. These are intended to develop a significant business, employment and retail hub at the Airport with an extensive range of uses. Chapter 6 presents an indicative vision for each of the development precincts, and the intended and permitted uses are outlined in Appendix 3. The implementation of these uses would be consistent with the overall vision for the Master Plan.

The remainder of the Master Plan outlines a number of issues, including detailing the impacts, contexts and issues associated with implementing these intended uses and the Master Plan vision.

1.5 Location

Canberra International Airport is located in the Majura Valley, eight kilometres east of Canberra Civic Centre and four kilometres north-west of Queanbeyan. It is located on the major East-West Employment Corridor defined in the Canberra Spatial Plan, which contains 70% of Canberra’s employment.

Most of the land north and south of the Airport is used for Broadacre purposes because it is overflown by aircraft or because of its long association with Defence activities. This land (including the Airport) is denoted as a New Employment Corridor in the Canberra Spatial Plan.

Civil aviation facilities have historically been confined largely to the South West Precinct of the Airport (apart from some Airservices Australia facilities), with the Department of Defence occupying the North East Precinct of the Airport.

The withdrawal of Defence facilities from Fairbairn in May 2004 and the inclusion of these facilities as part of the Airport lease has presented opportunities for civil aviation and commercial expansion on the eastern side of the Airport, the uses for which are outlined in Appendix 3.

The aviation impact of Canberra International Airport extends well beyond the Airport

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itself. Noise exposure zones, prescribed airspace and other safety requirements affect much of the land to the north and south of the Airport. Planning for land use in the Majura and Jerrabomberra Valleys and in the vicinity of Canberra Airport is affected by aviation requirements and needs to recognise and protect the 24 hour a day operation of the Airport.

1.6 History

Canberra Airport was established on the existing site in 1927 and controlled by the civil authorities until 1940, when responsibility passed to the Department of Air. From 1940 it was used by civil aircraft under the terms of a Joint User Agreement between the Department of Civil Aviation (and its successors) and the Department of Defence. In 1989 the Federal Airports Corporation (FAC) assumed control of the civil (or western) side of the Airport under a Crown Lease arrangement with the Commonwealth.

A hangar — the first structure on the Airport site — was completed in 1936. Construction of RAAF facilities and accommodation began in 1940. Runways were initially hard surfaced in 1948.

Significant construction of the present civil aviation area began in the early 1960s. By the mid 1960s these facilities comprised the passenger terminal, air freight sheds and the Department of Civil Aviation hangar and workshop. The civil aviation side of Canberra Airport around 1970 is shown in Figure 1.1.

Figure 1.1 Canberra Airport, circa 1970

Until 1972, the main access road (Fairbairn Avenue, later Pialligo Avenue) ran roughly along the alignment of the present Ulinga Place. A 650 metre extension of the main north-south runway at that time required the construction of the present Pialligo Avenue

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road deviation to the south and the extension of the RAAF Fairbairn access road (Glenora Drive).

Passenger terminal extensions by the Commonwealth, Ansett and Australian Airlines commenced in the mid 1980s but were in need of a major refurbishment by the mid 1990s. Due to a lack of investment in the 1980s and 1990s by the Commonwealth, the Airport infrastructure had deteriorated by the time of sale and consequently significant investment was needed by the new owners in the runways, taxiways, apron, terminal and other Airport infrastructure.

Figure 1.2 Canberra Airport 1998

In recognition of the critical need for major capital investment as well as the significant opportunities and developments that could be progressed on airports throughout Australia under private ownership, the Commonwealth Government decided to divest itself of its airport assets in the late 1990s. In order to maximise sale values of the Airports, as well as to ensure that airports had the ability to reach their maximum development potential in order to counter the natural cyclical nature of the aviation sector, and in common with airports internationally, the Commonwealth Government sold the Airports with a comprehensive set of development rights.

In 1998 Canberra International Airport Pty Limited, a Canberra-based family business, purchased the lease of the aviation facilities, land and infrastructure known as the

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Canberra Airport, including these development rights. In the same way as other bidders and stakeholders in the sale process, the company was highly conscious of the rights and obligations associated with ownership of the Airport, and, accordingly, it has endeavoured to maximise both the aeronautical and non-aeronautical potential of the Airport in accordance with its lease to the Commonwealth. This scope of development activity underpinned bids to the Commonwealth and was confirmed with the approval of the 1999 Master Plan and the subsequent approval of the 2005 Master Plan. These Master Plans also included the rights to 24-hour non-curfew capability. Canberra International Airport will use these rights to expand aviation opportunities and to meet its obligation and desire to use the Airport site as an airport.

With the management by its new owners in 1998 came a significantly ramped up investment in aeronautical infrastructure. In the few years after Canberra Airport’s new owners commenced operation came a major investment in aeronautical infrastructure, including: • the upgrade of the common user (ex-Ansett) terminal; • major terminal apron expansion; • car parking upgrades; • new Civil Aviation Safety Authority regional headquarters; • expansion of the general aviation precinct; • 6.5km of taxiway upgrades; • upgraded terminal cafés; • new check-in desks and car rental desks; • a new Qantas maintenance hangar; • new car rental maintenance and cleaning facilities; • resealing of the runway to allow for heavy aircraft; • an expansion to the width of the runway shoulders; • a 600m runway extension, the first major runway extension in Australia since the development of Sydney’s third runway; • the strengthening of Runway 17/35 with Commonwealth contribution to cater for larger VIP operations; • the major upgrading of some facilities at Fairbairn; • upgraded facilities for the Aero Club; • new RAAF VIP maintenance and reception facility; • a new Non-Directional Beacon (NDB); and • a new catering facility building.

In addition to these aeronautical investments came a major investment in non- aeronautical infrastructure including Brindabella Business Park, the north-west precinct (a mixed use zone incorporating a range of uses such as retail and offices), and at Fairbairn.

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1.7 Existing facilities

The Airport has two runways: the main runway (Runway 17/35) is 3,283 metres long after its extension in 2006 and is aligned approximately north south while the intersecting (or cross) runway (Runway 12/30) is 1,679 metres long. The intersecting or cross runway is generally used by smaller aircraft.

The runways are supported by a taxiway system which provides access to each runway end and at intermediate points along runways. The taxiway link to the northern end of the main runway is on the eastern side of the Airport and is less than the standard width for wide-bodied aircraft. The taxiway link to the southern end of the main runway is on the western side of the Airport and meets the standards for large aircraft operations and will be extended to the northern end of the runway in the future. The currently limited number of wide-body aircraft operations at Canberra Airport can make a reversal turn on the northern end of the main runway if necessary using the turning node.

The taxiway system includes a number of lower strength taxiways currently suitable for use only by lighter aircraft. These taxiways are predominantly in the vicinity of the general aviation apron area and Runway 12/30. These will be progressively upgraded for larger aircraft.

The RPT apron currently accommodates up to twelve aircraft parked overnight, plus itinerant large general aviation aircraft. The demand for apron parking positions exceed the apron capacity at times and supplementary parking has been provided on taxiways on occasions.

The RPT apron is a common user apron with all parking stands capable of being allocated to any airline by Canberra International Airport. The existing apron area includes provision for the parking of wide-body aircraft although the presence of such aircraft reduces the overall capacity of the apron area.

The general aviation apron area currently provides parking and hangar access for light aircraft and the Fairbairn apron area provides parking for military, freight, large commercial, GA, and other operations including some larger aircraft.

The terminal building has a common user end, owned by Canberra International Airport, with the northern end currently owned by Qantas on leased land. A new terminal is to be built on the location of the current terminal. This is most likely to be a multi-level structure, with an elevated roadway arrangement.

The general aviation area accommodates a range of facilities and businesses, including the new Airport fuel farm, a modern underground facility that replaces the several above-ground facilities previously in use. The area is currently approaching capacity and future general aviation expansion will have the option to locate to other precincts, such as the North East or South East precincts.

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The Airport access routes suffer congestion during peak hours due to the high level of Queanbeyan commuter traffic and more recently the four-fold increase in traffic down Majura Road due to the opening of Horse Park Drive (connection to Gungahlin). Traffic arrangements to service the new terminal and South West Precinct have been discussed with ACT Roads and other stakeholders. A plan to commence the upgrade of Pialligo Avenue and associated roads has been announced by the ACT Government and it is expected that works will commence in 2007/8. Access to and from the terminal precinct onto Pialligo Avenue will include a grade-separated intersection.

The vehicle parking and storage areas at the terminal currently operate near capacity. Kerbside congestion at the terminal during short peak demand periods causes minor delays for circulating traffic. The short term and long term car parking areas reach near-capacity at times during peak periods. Additional space, including the need for structured car parks, is planned to supply the demand for car parking, including for rental car areas and specialised parking needs such as taxi holding and overflow areas for hire cars and coaches. These issues will be addressed as part of the redevelopment of the terminal.

1.8 The Airport and high speed rail

The Very High Speed Train (VHST) proposal of 1998 was not successful. The potential construction of a high speed train is still some distance away, although it will contribute greatly to Canberra’s role in servicing some of Sydney’s air transport needs.

Using TGV technology, it would take 80 minutes from Sydney Railway Station via Sydney Airport and then non-stop via a new rail corridor to Canberra Airport. Alternative technologies offer significantly quicker times.

The introduction of a rapid rail system would be expected to result in a number of changes to travel patterns for business and industry, including:

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

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

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

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

• improving access to Canberra from the immediate region.

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

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

Canberra International Airport Page 20 Preliminary Draft Master Plan 2008 2. Economic Activity at Canberra International Airport Economic Activity at Canberra International Airport

In just nine years of private ownership, Canberra International Airport has been transformed from an aviation backwater into a modern and vibrant internationally capable Airport.

During this time, more than $500 million has been invested in the redevelopment of the Airport’s terminal, runways, aircraft aprons, car parks, access road and commercial buildings. Almost half of this total, $250 million, was spent last year alone. No other capital city airport has so far matched this level of infrastructure investment.

This massive investment in essential infrastructure represents the Airport’s absolute and growing confidence in the robust future of Canberra and the region.

Since 1998 the number of Airport businesses has more than doubled from 70 to 180. At the same time, the Airport’s program of rolling works has led to the engagement of more than 100 local construction businesses and provided secure jobs for more than 500 construction workers.

The lengthening and strengthening of the Airport’s main runway during 2006 is a crowning achievement. At a cost of more than $50 million, it gives the region an Airport with true national and international passenger and freight capabilities and the subsequent economic benefits that flow from those capabilities.

2. Economic activity at Canberra International Airport

As well as a key element in the Capital Region’s transport infrastructure, Canberra International Airport is important to a number of allied sectors — from regional transport services and the major tourism attractions to support services such as catering, travel consultants and hotels. In addition, there has been significant positive economic impacts of the business, retail and other non-aeronautical uses.

Since the Master Plan in 1999, Canberra International Airport has undergone a massive transformation which has had a profound, positive impact on the ACT and regional economy.

In the nine years since we commenced management of Canberra International Airport, over $500 million has been spent on redeveloping the Airport into a true gateway for our national capital (including nearly $250 million over the last 12 months). This investment represents a very significant financial commitment to the long-term success of Canberra as a city and regional centre of a region. This sum:

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

• is at least 50 times more investment than that which occurred at Canberra Airport over the five previous years under Commonwealth ownership.

The extension and strengthening of Runway 17/35 in 2006 was the largest major runway expansion in Australia since Sydney Airport’s third runway was opened 20 years ago. At a cost of more than $50 million it is critical to allow longer range flights and continuous VIP operations.

In addition to permanent on-airport employment, over 100 local construction firms have been involved in the rebuilding of the Airport on an ongoing basis over the last five years. In turn this has delivered ongoing employment for over 500 construction workers.

2.1 Airport businesses

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

• Infrastructure: the Airport (owner and manager), Airservices Australia (provider of air traffic control and fire fighting services), Australian Protective Services, ACT Policing, private security, terminal maintenance, terminal cleaning, telecommunications, runway sweepers and a mowing contractor;

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• Air transport: Qantas (including regional subsidiaries Sunstate and Eastern Australia Airlines), Virgin Blue, and Brindabella Airlines, general aviation and charter operators as well as air freight and courier companies. In addition to this, Qantas now permanently accommodates pilots and cabin crew in Canberra through their Sunstate subsidiary.

• Aviation support services: in-flight and terminal catering suppliers, aircraft maintenance, such as Qantas Defence Services, and operators of aircraft hangars and fuel providers;

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

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

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

• Other non-aeronautical businesses: businesses in Brindabella Business Park, the North West Precinct and Fairbairn.

By 2027/28 it is expected that up to 25,000 people will be directly employed at Canberra International Airport.

2.2 Conclusion

While the future is bright for Canberra International Airport and the Capital region, success depends on the support of business, the competitiveness of Canberra as a destination and, importantly, support from the entire Capital Region.

This Master Plan serves as a framework for the rational expansion of the Airport and to promote the future economic growth of the Region.

Canberra International Airport Page 22 Preliminary Draft Master Plan 2008 3. Consultation Process Consultation Process

The Airport recognises that strong community ties are essential in ensuring the effective and sympathetic integration of our future development plans. Since we commenced management of the Airport in 1998 we have been involved in ongoing engagement and consultation with the community. Aircraft noise is one such example of continual engagement with the community. Through our specific noise consultations with community and industry, the Airport has been able to gain a better understanding of their concerns and perspectives and in some cases has been able to improve flight paths and operations and change plans in response to those concerns.

Over and above community consultation, we are also actively engaged in a comprehensive round of consultation with local, state and Commonwealth governments and key industry groups.

Canberra International Airport remains committed to meaningful consultation with all of our stakeholders.

3. Consultation process

We are a Canberra-based group with a strong commitment to Canberra and the people of the Australian Capital Region.

We recognise that the Airport is one of the critical drivers in the local and regional economy, and we see the local ownership of the Airport as an opportunity to better integrate the Airport’s development and operation with local and regional priorities.

The Master Plan reflects a comprehensive consultation process with key stakeholder groups and a recognition of local views. This consultation is being undertaken as an opportunity to obtain further ideas and options from the public and to gauge reaction to the preliminary draft Master Plan before a final draft of the Master Plan is finalised. It is about ensuring that options for the Master Plan have been fully explored, concerns identified and alternatives considered.

3.1 Ongoing Consultation

Specific consultation over this Master Plan is only a small component of Canberra International Airport’s consultation program. Canberra International Airport has an extensive ongoing consultation programme with major stakeholders, including governments, politicians, community groups and business groups in order to communicate the Airport’s plans to stakeholders and to gain a better understanding of stakeholders’ viewpoints and perspectives.

Further, specific noise consultation is currently undertaken with the community through the Canberra Airport Noise Consultative Forum, and with industry through the Industry Aircraft Movement Procedures Review Group.

3.2 Preparatory Consultation

Specific consultation was undertaken with the Commonwealth, ACT and NSW Governments and the Queanbeyan City Council as well as key industry groups in the preparation of the preliminary draft Master Plan. The views of the groups that accepted the invitation for consultation have been considered for the preparation of the preliminary draft Master Plan, and due regard was had to these views.

A detailed list of organisations consulted during the process is outlined in Appendix 2.

3.3 Public consultation

The Airports Act 1996 requires that before submitting a draft Master Plan to the Minister for Transport and Regional Services for approval, the company must undertake public consultation. Canberra International Airport has advertised in local newspapers that a preliminary version of the Master Plan is available, and we invite public comment within 60 business days of the newspaper notice. Canberra International Airport also placed a notice and a copy of the Preliminary Draft Master Plan on it’s website

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throughout the 60 business day public comment period.

A detailed list of organisations consulted during the process is outlined in Appendix 2.

Canberra International Airport Page 24 Preliminary Draft Master Plan 2008 4. Integration with Local Planning Strategies Integration with Local Planning Strategies

This section of the Master Plan provides an overview of how Canberra International Airport integrates with the planning strategies of the region.

Although not legally obliged to do so, the Airport works in consultation with all areas of the ACT Government where they have been willing to ensure that the Airport and Government are closely integrated

The Government’s Economic White paper and Canberra Spatial Plan are two excellent examples of the Airport’s successful integration. Similarly, the co-operation between Airport and Government exhibited in the upgrades of the roads through the Majura Valley has been very successful and productive.

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

The Canberra Spatial Plan sets out the ACT Government’s strategic plan for the next 30 years and beyond. It, too, recognises the critically important role the Airport plays in bringing new industries and new jobs to Canberra and denotes the Airport as an Activity Node capable of accommodating up to 5 to 10% of the ACT’s employment.

Similarly, the Airport has engaged with the National Capital Authority to actively integrate with the Authority’s vision for the Capital.

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

4. Integration with local planning strategies

Canberra International Airport plays a pivotal role in the current and future success of Canberra and the region as a major social, tourism, business, government and trade gateway. Accordingly, we have ensured that the Airport is strongly integrated into the metropolitan and sub-regional planning strategies. This ensures the community understands and benefits from future Airport development.

4.1 National Capital Authority

While not applying at Canberra International Airport, the National Capital Plan currently identifies the Airport as part of the Broadacre Areas, which are recognised as becoming of “considerable economic importance to Canberra over time, and which offer a basis for the future economic development of the city.” This Master Plan is consistent with the general provisions of the National Capital Plan. The National Capital Plan is currently under review to ensure it is consistent with the amendments to the Airports Act.

The land uses identified in this Master Plan as permitted without limitations (subject to all Airports Act requirements) at Canberra International Airport, are contained in Appendix 3. Where defined, these uses adopt the definitions in Appendix 1. Where not defined, these uses adopt the definition in the National Capital Plan.

4.2 ACT Government

"For us to continue to develop as a vibrant commercial and tourist destination, the face we present to the world is extremely important. Canberra International Airport is now a gateway to the region of which any city could be proud… Particularly outstanding was development of Brindabella Business Park and the widening of the runway.”

ACT Chief Minister, Jon Stanhope, 12 November 2002 on the announcement of Canberra International Airport being named the Major Australian Airport of the Year 2002.

Whilst the Airport is not subject to the planning policy or requirements of the ACT Government or the ACT Planning and Land Authority, we have voluntarily worked closely with all relevant areas of the ACT Government to ensure that the Airport is strongly integrated into the ACT strategic and planning framework, although it is not a requirement of the Airports Act 1996 that this Master Plan or development at the Airport be consistent with this framework. Canberra International Airport regularly consults with the ACT Government, although the ACT Planning and Land Authority (ACTPLA) has withdrawn from the regular consultation process due to the fact, as stated by ACTPLA, that they had more pressing matters demanding the time of their officers.

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Canberra International Airport has been recognised by the ACT Government as a critical piece of infrastructure to the ACT and the surrounding region, and the ACT Government has further acknowledged that it must be encouraged as well as integrated into the urban form of the city.

Central to the ACT Government’s strategic planning is the formation of the Canberra Plan, outlining how the Government will achieve its goals in the next 30 years in a strategic manner. The most relevant components of the Canberra Plan for the Airport are the Economic White Paper and the Canberra Spatial Plan. Both of these documents demonstrate the Airport’s importance to and integration with the city.

4.2.1 Economic White Paper

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

The ACT Government will:

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

• “provide supportive planning and highly competitive infrastructure … to give Canberra the look and feel of a vibrant and dynamic 21st century city.” ACT Economic White Paper (2003)

The Economic White Paper outlines the ACT Government’s economic and policy framework to achieve sustainable growth and development. Canberra International Airport’s role as a major employment generator and as a regional hub is detailed in the White Paper.

By providing a wide variety of services in a sustainable manner, the Airport is helping the ACT Government reach its goal of creating the right environment to attract knowledge-based creative workers. Workers in these industries demand high quality accommodation and amenities located close to major interstate transport links. The Airport is providing the right environment for these workers.

The Economic White Paper recognises that the Airport has set the benchmark for the ACT Government in providing the best commercial environment for investors and recommends that it be emulated in other locations. Further, the Paper recognises that economic activity at the Airport has increased markedly since we commenced management of the Airport in 1998. This growth in economic activity and the resultant growth in employment have only been possible because we have actively developed many aspects of the bundle of rights that we purchased with the Airport lease.

Further, the Airport’s role as a regional and metropolitan hub, and as a major activity centre, is explicitly recognised by the Economic White Paper in the following terms:

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“Great cities have excellent transport connections. Since the ownership of Canberra Airport was transferred to private ownership, investment in the Airport and general economic activity around the Airport has increased markedly. The Master Plan, which is the major planning tool for the Airport, outlines a vision for the development of Canberra International Airport as a major passenger, freight and business hub serving the ACT Region. Therefore it is essential that the Spatial Plan recognises the Airport’s role as a generator of employment and a regional hub. In particular, transport and employment links between Civic and the Airport need to be given high priority. Action 47 “The Government will recognise Canberra International Airport as a major activity centre and work with the Commonwealth Government and airport management to continue to upgrade connections to the Airport, especially from Civic.” Economic White Paper, 2003.

The Economic White Paper acknowledges that “great cities have excellent transport connections and therefore it is essential that the Spatial Plan recognise the Airport’s role as a generator of employment and as a regional hub”, which the Spatial Plan does.

4.2.2 The Canberra Spatial Plan

“In order to protect the Airport as a significant transport asset for the region, its operations need to be unconstrained by the potential limiting effects of residential development where airport noise would impact on residents. Conversely, growth at the Airport must have regard to the need to protect significant biodiversity assets on and around the Airport.”

“The scale and nature of development at the Airport provides employment opportunities not available elsewhere in the ACT. Planning to ensure that the Airport continues to play a major role in this region as a regional transport hub, bringing new jobs to the region, is of fundamental importance. NSW areas are also affected by aircraft noise while the economic benefits of the Airport are also important to NSW.” Canberra Spatial Plan (2004)

The Canberra Spatial Plan sets out the ACT Government’s strategic directions for the development of Canberra over the next 30 years and beyond. It is the ACT Government’s key strategic planning document for directing and managing urban growth and change, and is part of a comprehensive, integrated strategic plan for Canberra’s future.

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Figure 4.1 Canberra “H-Plan” Employment Location Strategy Note Canberra International Airport at the intersection of two major employment corridors and denoted as an activity node.

The Spatial Plan confirms Canberra International Airport’s central role in terms of employment growth by identifying the Airport at the intersection of two of Canberra’s three employment corridors. The Plan reveals that the three corridors will form the primary focus for employment in the ACT.

In particular, the Airport is located on the main employment corridor between Belconnen through Civic, Barton, the Airport, to Queanbeyan. This corridor currently accommodates over 70% of Canberra’s employment, and is to contain a number of uses, most notably key office employment locations in Civic and in the Central National Area (of which the Airport is a part).

In addition, the Airport is located on the north-south employment corridor running through the Majura Valley through the Airport and Fyshwick to Hume. This north- south corridor is identified by the ACT Government in the Spatial Plan for the growth of, or is suitable for uses including:

• industrial;

• broadacre commercial;

• tourism;

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• recreation;

• transport related activities;

• bulky goods retailing;

• creative industries; and

• high technology manufacturing.

This north-south corridor, and particularly the Majura Valley, is developing into a key Defence and security hub. With the Majura Training Area to the north of the Valley, the Australian Federal Police’s (AFP) increasing presence in the Valley, Royal Military College (RMC) and the Australian Defence Force Academy (ADFA) in the Valley, the Campbell Park Offices and now an increasing presence on the Airport, this Valley is already a key security valley for the Australian Government and support services. In addition, most of the operations in the Valley are in very close proximity to the Russell Defence offices. We expect the trend of increasing Defence and security operations within the Majura Valley to continue and we expect that the Airport will play an increasing role as a major activity node in the Valley.

The National Capital Authority has supported the Canberra Spatial Plan in principle in terms of its employment corridor notion for the Majura Valley, in which the Airport is located.

Canberra International Airport has also been identified in the Canberra Spatial Plan as a “Priority 1” employment area on this north-south employment corridor, to be developed in the short term. Further, the Spatial Plan integrates Canberra International Airport into the planning framework of the city as the Spatial Plan designates Canberra International Airport as an Employment Activity Node (refer Figure 4.1).

Today the development of business parks and other non-aeronautical property development are primary use activities at airports because they are associated with, are ancillary to and enhance the operation and the viability of the Airport. The Spatial Plan also outlines the importance of a wide range of complementary services to support the Activity Nodes.

Although the Airport consults regularly with the ACT Government, the Airport is not subject to the planning policy or requirements of the ACT Government or ACTPLA.

4.2.3 Territory Plan

The Territory Plan has been prepared and administered by the ACT Government in respect of all land in the ACT other than land classified as “Designated Area”. The Territory Plan is required by Commonwealth legislation to be consistent with the National Capital Plan. In the event and to the extent of any such inconsistency, the Territory Plan has no effect. The Territory Plan is silent on uses or planning at the Airport, and hence this Master Plan is not inconsistent with the Territory Plan.

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The Territory Plan does not apply to Canberra International Airport and this Master Plan is not inconsistent with the Territory Plan. It is noted that it is not a requirement of the Airports Act that this Master Plan or land use activities at Canberra International Airport be consistent with the Territory Plan.

The land uses and the development and activities permitted for each precinct at Canberra International Airport are listed in Appendix 3 under the headings “Permitted and Intended Uses Include” and “Category”. These are defined by adopting the terminology of the National Capital Plan. In some cases the definitions in the Territory Plan may be different from the National Capital Plan, however where there is any inconsistency between the two plans, the Territory Plan has no effect.

Canberra International Airport Page 30 Preliminary Draft Master Plan 2008 5. Aviation Growth Aviation Growth

Passenger numbers continue to rise at Canberra International Airport with substantial growth expected in the near future as both Virgin and Qantas have announced large capacity increases.

Close to 2.7 million passengers passed through the Airport during 2006/7 and this is expected to grow, at conservative mid-range expectations, to around 6.4 million passengers annually within the next 20 years. There are also higher range forecasts of 7.5 million passengers annually. Given the large increases in capacity expected in the Canberra market over the next few years, these higher range forecasts are very credible.

Canberra International Airport currently has direct services to all of Australia’s capital cities except Darwin. This equals 766 flights a week or 120 flights a day. Over and above the mainland city services, the Airport also provides direct links to Newcastle and Albury.

Canberra International Airport has actively encouraged the introduction of new airlines to the national capital, believing that competition promotes lower fares, growth and flexibility.

It will continue to do so. Jetstar and Tiger are two airlines currently being encouraged to start Canberra services.

We also continue to work for the introduction of international services. This section of the Master Plan forecasts the likely destinations and sets out the Airport’s goals over the short, medium and long term. The Airport believes international services are a reality within the next two to three years.

Given the significant increases in air freight, Canberra InternationalAirport is also poised to become a significant hub for time sensitive air-freight. This Master Plan reaffirms the role of Canberra as a freight hub that was established in the 2005 Master Plan.

5. Aviation Growth

The global aviation industry has been in a period of constant change over the last nine years. Canberra International Airport was severely affected by the collapse of Ansett and its regional subsidiaries. This saw passenger traffic decline sharply, because capacity could not meet the demand. However, subsequent capacity and frequency increases, expansion of new markets due to lower fares and new routes, as well as the robust growth of the ACT and region economy, has led to improved prospects for the growth of aviation services into Canberra. Much like the experience in the United States and in Europe, evidence suggests aviation is undergoing a structural change due to the impact of low cost fares because people are travelling by air on holiday where they would otherwise have driven.

Direct international passenger flights are anticipated within two to three years. These are expected to include flights to a major Asian hub (eg: Singapore, Hong Kong) as well as flights to New Zealand, followed by flights to other destinations. Such flights will need major upgrades to the terminal to allow for customs, quarantine and immigration facilities. Direct international freight flights are also expected in the short term.

Over 2.69 million passengers passed through Canberra International Airport in 2006/7. This is projected to grow to almost 6.7 million passengers by 2027/28 based on the mid range 4.2% forecast growth rate for domestic and regional passengers.

In addition to catering for forecast growth in the ACT and region, the following factors further enhance Canberra International Airport’s potential as a regional and international airport in the future:

• Sydney Airport is nearing full capacity and is expected to be at or near capacity within 20 years. As Sydney approaches full capacity, Canberra International Airport believes that there is likely to be pressure upon Sydney Airport’s infrastructure, particularly during peak periods. If this is the case, then aviation delays in the Sydney basin may become more common and there is likely to be pressure on passengers not commencing or terminating their journeys at Sydney to avoid Sydney airspace. Canberra is well positioned to become a hub for the significant number of passengers who currently have to transfer flights at Sydney;

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

• With the upgraded highway to Sydney, improved public transport links and adequately priced and convenient parking arrangements at Canberra International Airport, some residents of the Southern Highlands, South Coast and Western Sydney may use Canberra International Airport as an alternative to Sydney; and

• With restrictions on the size of the Sydney Airport site and its curfew, Canberra is well placed to act as an Australian, trans-Tasman and international freight hub. This may involve domestic overnight freight operating through Canberra, with

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Sydney freight transported by road, as well as 24-hour operations by international freight airlines.

5.1 Promotion of competition

Ever since we commenced operation of the Airport in 1998, aviation has continued to change dramatically. The two most significant changes to the aviation landscape in Australia have been the collapse of Ansett Australia and its affiliate airlines in September 2001 and the commencement of services by low-cost airlines.

At the time of the 1999 Master Plan, the two full-service carriers and their associated regional subsidiary airlines carried almost every passenger in the domestic market, operating parallel schedules and achieving a high yield on the business and government dominated routes to and from Canberra.

We strongly and actively support the launch and growth of new entrant airlines to promote lower fares, growth and flexibility of air travel into and out of Canberra.

When Impulse Airlines commenced discount services to Canberra in June 2000, followed by Virgin Blue in July 2001, heavily discounted seats became available on a regular basis in Canberra for the first time. Qantas also introduced a new fare structure providing cheaper, more flexible and more transparent fares to Canberra. However, the takeover of Impulse by Qantas and the collapse of Ansett in September 2001 caused a reduction in the supply of seats on Canberra routes.

These temporary but significant supply cuts have been partially offset by increased competition and new routes into Canberra by both Virgin Blue and Qantas. The prospect of further competition in the Canberra market by existing and future airlines in the short term is likely to further improve seat supply and air fare affordability.

Since 2002, growth on all routes from Canberra (with the exception of Sydney) has been strong. The introduction of low-cost airline services to Brisbane, Melbourne and Adelaide from Canberra has been a catalyst for this growth. However, the Canberra- Sydney route, once by far Canberra’s largest route in terms of passengers and flight frequency, has declined largely due to the lack of airline competition. The route saw shuttle-type services from three airlines in 2000; today this is down to a single operator. With the recommencement of services on this route by Virgin in their Embraer jet aircraft in February 2008, competition will be restored to this lucrative and important business route, seeing lower fares, additional capacity and, consequently, increased passenger numbers.

Whilst the availability of discount seats has increased compared to when Qantas and Ansett were the dominant carriers, the lack of intensive low-fare competition in the Canberra market has seen fares increase again over the past 12-24 months. We are committed to attracting new air services from airlines, especially low-cost carriers, to further competition in the marketplace and deliver low fares to the community. We welcome the announcement that Tiger Airways will commence daily services from Canberra to Melbourne in February 2008, with launch fares as low as $9.95 one way!

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We are also especially committed to attracting Jetstar who operate to 20 cities across Australia, including all capital city airports and many major regional centres except Canberra.

In the past 12-24 months, most other Australian airports have seen greater domestic passenger growth, much attributed to the growth of Jetstar and price competition between Jetstar and Virgin Blue (in some cases upwards of 10% p.a. growth). This has unfortunately led to a reduction in the potential tourism benefits to Canberra and the region that might otherwise have been stimulated by this additional capacity and low fares. However, this also indicates that very considerable growth potential exists in Canberra once this low-fare competition is established. We expect that the commencement of Tiger Airways services in February 2008 is the commencement of a period of significant growth for Canberra, with associated tourism benefits.

5.2 International route growth

Figure 5.1 Projected international air services from Canberra

We believe that demand currently exists for the commencement of direct international services from Canberra. The likely starting point is flights to an Asian hub and to New Zealand.

Tourism ACT commissioned a study that clearly demonstrates that demand currently exists for direct flights to a major Asian hub, most likely Singapore or Hong Kong, to

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provide connections throughout Asia, the Middle East and Europe1. Such flights would likely operate a three to four weekly schedule with a wide-body aircraft such as Boeing 767 or Airbus A330. Qantas, as the national carrier, would be well placed to operate such services, but it is seen likely that interest may also come from airlines such as Singapore Airlines and/or Cathay Pacific. The new breed of low-cost long-haul international airlines such as Air Asia X may also be attracted to Canberra as an alternative to the expensive and capacity-constrained Sydney Airport.

We also anticipate that flights to New Zealand will initially operate three to five times per week with narrow-body (Boeing 737/Airbus 320) in the next two to three years and will grow to daily shortly thereafter. Services to Auckland would allow for “one-stop” international flights to Los Angeles, San Francisco and other North and South American cities via Auckland. Such services are likely to be operated by Qantas, Air New Zealand or the Virgin Group.

In the medium term, further routes to Asian and Middle-Eastern hubs, such as Bangkok and Dubai, are likely, as well as to leisure destinations such as Fiji or Bali.

The expected routes for international flights are shown on the map in Figure 5.1. The expected timetable for the commencement of these routes is shown at Table 5.2 below. Whilst this is the expected timetable for route development, we will attempt to bring new routes on-line as early as possible.

The opportunities that currently exist for international services to Canberra can be compared with the success of Adelaide in attracting direct international services, much of which can be attributed to the new terminal facilities. Whilst Adelaide is a city twice the size of Canberra’s population catchment, it is a far lower yield market (more leisure and VFR travel). Nonetheless, incorporating recently announced increases in capacity, Adelaide will by the end of 2007 see ten weekly direct services to Singapore, daily services to Hong Kong and Auckland, as well as four weekly flights to Kuala Lumpur (a total of 28 weekly international passenger departures).

While we are able to accommodate some international flights in the current terminal, major upgrades to allow for dedicated departure and arrivals halls with full customs and immigration facilities, will be needed to allow for larger capacity international aircraft. We expect that the construction of a new multi-user domestic/international terminal in the near term will be a catalyst for attracting international services, as has been seen with the recent new combined international and domestic terminal facilities at Adelaide Airport.

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

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Table 5.2 Target international routes, expected commencement timeframe

Timeframe International Short Term Singapore Hong Kong Auckland Wellington London and Europe (via Singapore) India and Middle East (via Singapore) Los Angeles (via Auckland) San Francisco (via Auckland) Santiago (via Auckland) Medium Term Bangkok Christchurch Denpasar (Bali) Dubai (direct or via Asia) Beijing Shanghai Kuala Lumpur Nadi (Fiji) Long Term Hawaii (direct) Tokyo Los Angeles (direct)

5.3 Domestic and regional route growth

Figure 5.2 Projected domestic air services from Canberra

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Figure 5.3 Projected regional air services from Canberra

Our long-term aim is to grow Canberra International Airport into an international, domestic and regional hub. Business and government travellers, tourists and residents will increasingly demand direct flights to major cities throughout Australia as well as major regional centres in south-eastern Australia, so a comprehensive route network will develop over time. This will also allow Canberra to better accommodate significant overflow traffic from Sydney, which, by this time, is expected to be at or

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near its ultimate capacity.

Table 5.3 Canberra’s Major Routes

1998/1999 2005/06 Growth Adelaide 93,155 199,127 113.8% Brisbane 184,582 534,601 189.6 % Melbourne 697,571 901,466 29.2 % Sydney 836,122 785,604 -6.0 %

The routes that have seen the biggest growth over the last seven years are Brisbane (189.6% growth over the last seven years) and Adelaide (113.8% growth over the last seven years) – driven by the increase in the number of direct daily services and the impact of low cost air fares. This has also meant more customers are choosing direct services to their destination rather than taking connecting services via Sydney and/or Melbourne. Passengers to Melbourne have also grown steadily, despite the reduction in passengers transiting Melbourne to onward destinations such as Adelaide and Perth. Qantas have introduced wide-body Boeing 767 aircraft on some peak time Melbourne services to cope with strong demand.

However, the lack of competition on the Sydney route has meant less seat availability and higher fares, and has consequentially seen overall passengers on this route fall over the past seven years. It is expected that the introduction of services to Sydney by Virgin using their Embraer aircraft on this route will boost demand and see passenger numbers grow rapidly. We will also actively encourage the commencement of flights on this route in the near term by a second airline, to provide additional capacity and price competition.

Canberra International Airport now has direct services to all mainland state capitals (Brisbane, Sydney, Melbourne, Adelaide and Perth) and to two key regional centres (Newcastle and Albury). A total of 766 flights per week or 120 flights per day link Canberra to these destinations.

Table 5.4 Current services to and from Canberra International Airport City Flights per week day Flights per week Brisbane 18 118 Sydney 51 326 Melbourne 31 207 Adelaide 6 37 Perth 2 14 Albury 4 22 Newcastle 8 42 Total No. of flights 120 766

It is also noted that the size of aircraft operating passenger services to Canberra continues to increase. The average size of aircraft operating to Canberra in 2007 is close to 100 seats per aircraft, a massive increase on the average size that was seen during the Qantas/Ansett duopoly days. This is due to larger aircraft on the Sydney route (such as

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new 72 seat Dash 8 Q400s) and the increase in higher capacity 737 aircraft, such as 180 seat 737-800s operated by Virgin Blue. The average number of seats per aircraft is expected to remain high, especially as low fare airlines such as Tiger Airlines, and potentially Jetstar commence operations to Canberra.

We will continually target the expansion of routes servicing Canberra. We will provide the appropriate financial incentives to encourage start-up routes, such as the successful start up of direct flights to Newcastle, Albury and Perth. The expected domestic and regional routes are illustrated in Figures 5.2 and 5.3. The expected timetable for these routes is outlined in Table 5.5, although we will make all attempts to bring these timetables forward.

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Table 5.5 Target regional and domestic routes, expected commencement timeframe

Timeframe Regional Domestic Short Term Bankstown Darwin Coffs Harbour Cairns Traralgon Hobart Wagga Wagga Sunshine Coast Gold Coast Medium Term Dubbo Avalon Nowra Launceston Merimbula Townsville Moorabbin Moruya Tamworth Long Term Armidale Alice Springs Ballina/Byron Bay Wollongong

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4 Passenger projections

Passenger numbers at Canberra International Worldwide aviation growth and Canberra

Airport grew 15.5 per cent from 1.825 Aviation is booming worldwide, and even million in 1997/8 to 2.11 million in 2000/01, more so in our region. Qantas CEO Geoff due in great part to the establishment of Dixon talks of “serious growth” in the Asia- Canberra as a hub by budget carrier Impulse Pacific and a doubling of passengers in the Airlines and the associated air fare next 15 years. discounting by all carriers in the market. Global aircraft manufacturer Boeing predicts However, the collapse of Ansett and the 5.8% annual passenger growth in the Asia- consequent reduction in seat availability Pacific for the next 20 years (excluding China, caused passenger numbers to fall sharply to which pushes the number up even higher), with 1,840,000 in 2001/2002. much growth attributed to the booming low- cost airline sector. Airbus predicts 6.2% overall annual growth for the region. Canberra Recovery was initially modest as capacity International Airport reflects the trend in the grew slowly, but accelerated throughout region, seeing growth of 5.3% in 2006/07 over 2003 and 2004 through the commencement the previous year. of services by Regional Express (Rex) and Brindabella Airlines and the rapid expansion Whilst Australia has already embraced the low- of Virgin Blue and Qantas. This growth is cost airline concept, Canberra International Airport has significant growth potential beyond expected to continue as international services that of many other Australian airports because commence, as competition is resumed on the it has not yet seen massive growth stimulated Sydney-Canberra route, and as Canberra by low fares. The recent announcement by International Airport targets the Tiger Airways to commence a true low-cost commencement of new routes, such as to the airline service to Canberra is expected to be the first of many, and coupled with announcements Gold Coast, by new and existing low-fare by both Virgin and Qantas for large capacity carriers. increases, is expected to stimulate demand and herald a period of record growth for the Additional route and frequency Airport. announcements by airlines, introduction of larger aircraft and buoyant economic conditions meant that passenger numbers exceeded 2.69 million in 2006/07, a 5.3% increase over 2005/06.

Long run domestic and regional passenger growth has been independently forecast by Airbiz to be 4.2% per year to 2027/28, which are the mid-range forecasts. This projection is based on historic passenger growth and expected aviation trends. On this basis, total domestic and regional passengers are projected to exceed 6.3 million per year by 2027/28, with an additional approximately 350,000 international passengers. This mid-range forecast does not take into account passenger growth associated with relieving traffic at a potentially congested Sydney Airport. Current trends are significantly higher than these forecasts, with passenger numbers in 2006/07 growing by 5.3%. Similarly, the mid-range forecast does not take into account the significant capacity increases announced by both Virgin and Qantas on their Canberra routes for early 2008 and the commencement of services by Tiger Airways.

Additional upper and lower forecasts are also provided. The upper level forecast is based on a scenario where Canberra International Airport attracts substantial overflow traffic from a congested Sydney Airport, especially in the last six years from 2021/22 to

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2027/28. This scenario would see overall passenger traffic exceed 7.9 million per annum by 2027/28. The lower level forecast would see total passenger numbers climb to approximately 6.2 million in 2027/28.

Table 5.6 Forecast Passenger Numbers at Canberra International Airport to 2027/2028 2006/07 2011/12 2016/17 2021/22 2027/28 (actual) LOW Domestic/Regional 2,690,218 3,215,348 3,893,191 4,713,933 5,930,301 RANGE International 0 94,349 146,765 213,158 279,552 Total 2,690,218 3,309,697 4,039,956 4,927,092 6,209,853 MID- Domestic/Regional 2,690,218 3,271,455 4,018,645 4,936,489 6,318,653 RANGE International 0 117, 936 183,456 266,448 349,440 Total 2,690,218 3,389,391 4,202,101 5,202,937 6,668,093 HIGH Domestic/Regional 2,690,218 3,386,120 4,280,641 5,411,469 7,461,566 RANGE International 0 153,317 238,493 346,382 454,272 Total 2,690,218 3,539,437 4,519,134 5,757,852 7,915,838 Source: Airbiz (2007), Canberra International Airport (2007).

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5.5 Aircraft movement projections

Growth in domestic aircraft movements is Planely massive growth expected to be below the growth rate for The opportunities for massive aviation growth passengers, reflecting an increase in aircraft at Canberra, especially in the 2007-2012 size. Airbiz’s forecasts show a 3.4 per cent timeframe can be clearly seen in the recent growth rate for domestic aircraft to aircraft orders by Australian airlines. 2027/2028. These forecasts predict 83,116 Virgin Blue have just commenced deliveries of domestic movements per annum in a fleet of over 20 Embraer regional jets as well 2027/2028 (an average of almost 230 as additional Boeing 737 aircraft as they domestic flights per day compared to expand their operations. They have publicly approximately 120 today and 140 from identified Canberra as a key destination for February 2008). these new aircraft as they seek a greater share of the business and government market.

The commencement of direct flights from Not to be outdone and to maintain their Canberra to New Zealand, the Pacific and publicly espoused “line in the sand”, Asia is expected over the period of this Australia’s largest airline group, Qantas, which Master Plan. Airbiz forecasts 2,288 includes Jetstar, has massive orders of Airbus international aircraft movements using a mix A380s and A330s and Boeing 787s, many of of narrow body (Boeing 737, Airbus 320) which will displace existing smaller aircraft into markets such as Canberra. In addition, and medium wide-body aircraft (Boeing 767, their recent order of 188 narrowbody Airbus Airbus 330) in 2027/2028, an average of and Boeing planes (A320s, A321s and B737s), approximately six international movements which are currently the mainstay of operations per day. to and from Canberra are expected to be added to capacity in Canberra. More Dash 8 Q400s These mid-range forecasts do not take into are also expected to be delivered I the short term, which are ideally suited to the Sydney- account any overflow of movements from Canberra shuttle route. Sydney Airport. In the eventuality that some traffic from Sydney is routed through New low-cost entrant Tiger Airways is also not Canberra, domestic, regional and to be forgotten, recently confirming an order of international aircraft movements would 30 additional A320 aircraft, with many allocated for their new Australian domestic exceed those reflected in current mid-range services. forecasts.

Military aviation has always had a key role at Canberra International Airport. The basing of the RAAF VIP aircraft fleet at Canberra International Airport provides positive impetus for increased military activity in the future, arresting a one-off decline caused by the closure of the Defence helicopter school. Further, the Qantas Defence Services heavy maintenance facility for the RAAF C-130 fleet also increases military aviation activity at the Airport.

General aviation operations continue to constitute a significant proportion of the operations at Canberra International Airport, more so than at other capital city airports in Australia. Canberra Airport is home to the Emergency Services aviation wing (including a substantial bushfire-fighting fleet in summer) and the AFP air wing. Other general aviation movements include freight operations, pilot training, private flying, significant bizjet movements and air ambulance. This sector, in particular freight, bizjets and emergency services operations are expected to grow significantly over the

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next 10 years. However, as is seen at the majority of other major civil airports in Australia and overseas, general aviation and other smaller aircraft will be restricted during times of high demand as higher capacity aircraft are given priority. It is expected in the longer planning periods of this Master Plan that these peak times will be quite substantial.

Canberra International Airport receives a significant number of visits per year by visiting foreign dignitaries, often using heavy wide-body aircraft. Since the 2005 Master Plan, the main Runway 17/35 has been lengthened and strengthened to better cater for these aircraft movements.

Table 5.7 Forecast Annual Aircraft Movements at Canberra International Airport to 2027/28

2005/06 2011/12 2016/17 2021/22 2027/28 (Actual) LOW RANGE Domestic/Regional 39,832 47,561 55,137 63,919 76,322 International 0 312 730 1,095 1,504 Other 41,900 48,591 53,912 56,662 58,383 Total 81,732 96,464 109,779 121,676 136,209 MID-RANGE Domestic/Regional 39,832 48,681 57,538 68,008 83,116 International 0 728 1,248 1,768 2,288 Other 41,900 49,740 57,383 60,310 64.021 Total 81,732 99,149 116,169 130,086 149,425 HIGH RANGE Domestic/Regional 39,832 50,985 62,629 76,934 98,474 International 0 1,092 1,820 2,548 3,822 Other 41,900 53,017 64,503 71,217 78,255 Total 81,732 105,094 128,952 150,699 180,551 Source: Airbiz (2007), Canberra International Airport (2007).

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5.6 Air freight

“Forty per cent of the value of world trade already goes by air, and the percentage is steadily rising” John D. Kasarda, “New Logistics Technologies and Infrastructure for the Digitised Economy”, 2000

Air freight activity accounts Figure 5.4 Projected Trans-Tasman Freight Hub for about 30-32 per cent of gross domestic output and value-added by the air services industry. Air freight is becoming more important with the growth in trade, changes in manufacturing process with time compression of the supply chain, widespread adoption of just-in-time working practices, and an increasing shift to high value, low weight goods as well as services.

Air freight at Canberra is currently largely Canberra: Australia’s freight hub transported in the holds of passenger aircraft, Due to Australia’s largest airport and primary with overnight express air freight being freight origin and destination, Sydney, being carried by smaller turboprop and piston- constrained by an overnight curfew, freight engine aircraft largely in a point-to-point airlines have long used inefficient and network. expensive networks to transport time-sensitive freight around the country.

The frequency and size of freight aircraft are However, with an excellent road connection to expected to grow over the next 20 years as Sydney and 24-hour curfew-free status, freight Canberra International Airport plays a more operators are beginning to appreciate the significant role as a regional, national and opportunities available at Canberra international 24-hour freight destination and International Airport. hub. There is opportunity for Canberra to Based on highly successful operations at become a time-sensitive freight hub facility, airports in secondary cities in North America with next-day deliveries across Australia, and Europe which in some cases see many connecting with New Zealand. It is likely hundreds of nightly freight flights by the likes that this will be established in the short term. of DHL, UPS and FedEx, this Master Plan Canberra enjoys significant advantage envisages international, trans-tasman and domestic freight flights congregating at because of its proximity and easy access by Canberra, exchanging freight, and departing road to Sydney, Australia’s largest express again to their destination. Freight destined to freight point of origin and destination. Sydney (and in some cases Melbourne) would Further, increasing aviation activity and lack be transferred to trucks enabling express of development land and apron space, as well delivery before the commencement of the business day. as the curfew at Sydney will encourage

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freight operators to locate their operations in Canberra. Negotiations have been held with major Australian and international freight providers regarding the opportunity to commence freight operations in Canberra with jet aircraft. Express domestic and trans- Tasman freighter services would largely operate at night, whereas long-haul international freighter services are likely at any time during the day or night.

The development of significant air freight operations at Canberra International Airport will provide substantial benefit to the ACT and region economy, providing not only substantial employment opportunities in the freight business and also improving freight options for local business. However, the creation of a true freight hub (Australia’s first) with nightly connections to all major Australian cities, will have a much greater long- term impact on the region by making it the single most attractive city in Australia for any time-sensitive manufacturing, logistics and distribution business to be located.

With the establishment of a freight hub, based on discussions with potential operators, we would expect an initial phase with approximately five to seven additional jet freighter aircraft, such as Boeing 737, Boeing 727, Boeing 757 and British Aerospace 146. Where required, these aircraft would be hush-kitted to meet regulatory requirements. In addition to this, additional turboprop and piston-engine aircraft would feed the freight hub. Services would be expected to increase rapidly from this initial level in the near term, especially as it is likely that if one of the major domestic freight operators establishes operations at Canberra, the other will follow within a few years with a similar level of services. As the size of the freight hub increases over time, especially with the addition of international freight aircraft that are currently experiencing significant constraints at Sydney Airport, the number of movements is expected to further increase.

Discussions with key domestic and international air freight operators lead us to predict that significant night freight operations will commence in the short term. To cater for the expected commencement of a freight hub facility, Canberra Airport expects to imminently commence construction of appropriate freight infrastructure and upgrade aircraft parking facilities.

Only three hours by dual lane freeway from Sydney, Canberra International Airport offers an attractive and cost-efficient alternative: a curfew-free and slot-free airport. It offers existing available apron and warehousing space as well as land area available for freight expansion. It is also centrally located in South-Eastern Australia to provide a hub for both road and air freight connections to other major centres such as Melbourne, Brisbane and Adelaide. It is a central component of the Master Plan that Canberra International Airport remains curfew free. Investment in infrastructure at Canberra International Airport, especially for freight, will be made during the life of this Master Plan, including in the very short term, in reliance on this fact.

Canberra International Airport Page 45 Preliminary Draft Master Plan 2008 6. Runways and Airfield Developments Runways and Airfield Developments

This section of the Master Plan highlights the importance of safe and efficient aviation management and the maintenance of a curfew free airport.

Airlines dominate demand for airfield facilities at Canberra InternationalAirport. The remainder includes general aviation, VIP and military operations, freight and emergency services. Demand is expected to grow steadily during the life of this Master Plan meaning that the airfield will be operating at high capacity during peak periods.

While runway capacity is adequate for the planning period of this Master Plan, taxiway upgrades are expected in the near future.

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

The steady growth in aviation services at Canberra International Airport means the present terminal is operating beyond capacity at peak periods. Planning for a new integrated domestic and international terminal is well advanced and construction work is scheduled to start in 2008.

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

6. Runways and airfield developments

The runways and airfield allow the safe and efficient management of aviation and other traffic around the Airport. This infrastructure is established and planned to be further developed to ensure the continued unconstrained operation of aviation into Canberra. It also allows service industries to cater for on-airport growth and development.

6.1 Runway and taxiway system demand

Canberra International Airport is a 24-hour operating airport, with no artificial operating constraints such as a curfew or cap on movements (ie: a slot system). It is an integral part of this Master Plan that the Airport continues to operate free of any such constraints for at least the duration of the Airport lease.

The current demand for airfield facilities is dominated by airline movements, which accounted for 48.7% of total movements in 2005/06. The remainder comprise general aviation, night freight, emergency services, VIP and military operations. Priority of operation is granted to emergency services, VIP flights and airlines.

The existing demand profile is predicted to grow steadily around a similar pattern of peak period times, with peak demand in 2027/28 approaching 25 movements an hour. The current IMC and VMC capacities indicate that the existing system is easily capable of meeting projected demand levels for airline traffic to 2027/28. However, these estimates indicate there may be a need to limit the availability of the runway system for some non-airline operations (such as general aviation flight training and private flying) during peak demand periods in the longer term. It is expected in the longer planning periods of this Master Plan that these peak periods will be quite substantial.

Whilst the runway capacity is expected to accommodate the needs of Airport users in the longer term of the life of this Master Plan, taxiway upgrades are expected to be required in the medium term. This is expected to initially involve a northerly extension of Taxiway Bravo with possible high-speed exit taxiways and, in the longer term an upgrade and realignment of Taxiway Alpha to the full length of Runway 17/35.

6.2 International services

Regular international flights will necessitate a future upgrade to the terminal building to provide adequate permanent customs and immigration facilities as well as additional wide-body parking capability. A new combined international-domestic terminal is expected to commence in 2008. For the introduction of international flights it is important that the Airport be a fully designated and unrestricted international airport with full government budget funding of customs, immigration and quarantine services (as occurs at other Australian international airports) from the 2008/09 financial year onwards.

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The main runway was extended by 600 metres in 2006, combined with a strengthening to accommodate unlimited numbers of wide-body aircraft movements (including VIP aircraft) in the immediate term as well as future international passenger and freight aircraft. These upgrades will have the capacity to accommodate fully laden wide-body aircraft operating to Asia–Pacific destinations in addition to trans-Tasman traffic.

Canberra International Airport has hosted a number of international charter flights, ranging in size from Gulfstream G-V to Boeing 747-400. These operations have been accommodated on the RPT, general aviation and Fairbairn aprons. Canberra Airport is also proving a popular ‘alternate’ airport to both Sydney and Melbourne in the event of weather or other disruptions at these airports. A number of international wide-body aircraft including Boeing 747, Boeing 777 and Airbus 340 aircraft regularly land at Canberra as part of these arrangements. International VIP flights for visiting foreign dignitaries have traditionally been accommodated on the Fairbairn apron. To meet future demand for apron capacity in the Fairbairn precincts, additional apron capacity will be required. This apron capacity as well as associated hangars and facilities will be largely provided due south of the existing apron capacity towards the fire station and east towards Glenora Drive, as well as separate facilities north of the current Belman Hangar towards the engine runup bay on Taxiway Alpha. Longer term aviation growth may also take place north of the turning node. Further international passenger and freight aircraft parking aprons will be accommodated in and around the terminal precinct with construction expected to coincide with the new terminal development.

6.3 Terminal

The substantial growth in demand for aviation services at Canberra International Airport means the existing terminal is operating beyond capacity at peak periods. In addition, regular international passenger services are not easily catered for in the current terminal, as these services will require the use of customs and immigration facilities, as well as increased security arrangements. Temporary arrangements have been made, but these do not offer a proper long-term solution. To allow for future growth, a new integrated terminal facility has been designed on and adjoining the site of the existing terminal. A Major Development Plan for terminal works was approved by the Minister for Transport and Regional Services on 4 November 2003. Road and car park works throughout this precinct commenced in late 2007 to allow for changes to the terminal and allow us to meet projected passenger and commercial demands. The terminal upgrades are expected to commence in 2008. Support services to the terminal, including freight, will operate largely to the north of the existing terminal building.

Airbiz forecasts mid-range numbers of approximately 1,763 departing and 1,808 arriving domestic passengers per hour at peak times in 2026/27.2

Table 6.1 Domestic Busy Hour Passenger Forecast

2 Addendum to Master Plan Report, Airbiz, May 2007.

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Year Arrivals Departures Annual Growth 2005-06 762 743 2011-12 975 951 4.2% 2016-17 1,198 1,168 4.2% 2021-22 1,472 1,435 4.2% 2026-27 1,808 1,763 4.2% Source: Airbiz (2007)

6.4 Apron capacity

Airline aircraft parking areas are currently meeting existing demands with up to ten scheduled services parked overnight at the RPT apron on a common-user, airport- allocated basis. Additional apron areas will soon be required to cater for expected increased demand, and will be constructed gradually as and when required. Initially, it is likely that this is largely to the north-west of the current apron, accessed from Taxiway Charlie, as well as other locations convenient for these users. The majority of this work in the short term is expected to be completed in conjunction with the construction of the new terminal building. Within the 20-year planning period, further RPT apron expansion will occur to both the south and north-west of the new international/domestic passenger terminal, as well as to aprons associated with other precincts.

As additional non-RPT aviation demand arises over the period of the Master Plan, there is expected to be additional demand for apron capacity. There are a number of users where this demand could arise, notably, air freight, aviation maintenance, general aviation, military and other ad-hoc aviation activities. These users require flexibility as to their ultimate location, but likely locations will be in the Pialligo Precinct, Fairbairn south of the current apron, and north along Taxiway Alpha. General Aviation facilities may also take place in the South-East Precinct.

6.5 Ultimate capacity

The long-term practical capacity of Canberra International Airport’s existing runways (with extensions to Runway 12/30) has been assessed as 282,119 fixed wing aircraft movements per annum. This assessment was compiled by Rehbein-AOS Airport Consulting in 2005 using international models for airport capacity assessments derived using the US Federal Aviation Administration Capacity and Delay Model as detailed in the US FAA Advisory Circular AC150/5060-5 Airfield Capacity and Delay. This assessment was also used in the creation of the Practical Ultimate Capacity ANEF provided later in this Master Plan.

The report was based on the Airport maintaining its current cross-runway capability and assumes that taxiway, terminal and apron capacity is upgraded to meet the needs of this level of capacity.

Ignoring any effect on Canberra due to Canberra serving demands of the Sydney basin, it is projected that this capacity will be reached between 2050 and 2060. However, with

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the constraints upon Sydney Airport and the significant demand growth in the Sydney basin, and particularly given the population growth in the Sydney-Canberra Corridor, additional traffic is likely to shift to Canberra, bringing forward the date at which Canberra Airport in its current configuration will reach capacity.

In advance of the Airport approaching capacity, and noting the delays at peak prior to capacity, processes would need to be established for the planning of a parallel Runway. While the construction of this parallel runway is beyond the time period of this Master Plan, planning for the runway is likely to take place during this time period. Given that land needs to be reserved for the eventuality of an additional runway, land acquisition should occur well in advance of the Airport reaching capacity. Any operations from such a runway would be desirably designed so that no aircraft operations to or from the runway would pass over the existing noise abatement areas. That is, all aircraft to or from the runway would not need to pass over either Canberra or Queanbeyan.

6.6 Augmentation of runway and taxiway system

The main runway (Runway 17/35) has recently been extended by 600m to a length of 3,283 metres long and 45 metres wide (with 7.5 metre shoulders) contained within a 150-metre runway strip. The runway threshold will be moved south in the short term to take advantage of this extra length for landing aircraft. Runway 17/35 has also been strengthened to accommodate unlimited heavy wide-body aircraft movements. It is expected that current infrastructure at Canberra International Airport would permit the operation at Canberra of the new Airbus A380 aircraft.

The Major Development Plan for the runway extension and strengthening approved in 2004, as amended in 2006, also provided for the northerly expansion of Taxiway Bravo (to the northern threshold of the Runway) and the expansion of the runup bay to the north-east of the Airport. Both of these projects are expected to be undertaken in the short term.

In the future it is likely to be necessary to further extend Runway 17/35 to accommodate additional aviation growth; and to strengthen and extend the cross runway (Runway 12/30) to provide additional take-off and landing length, for regional aircraft in particular. These extensions may require the purchase of additional land, in which case they will be conditional on the purchase of or rights over the additional land.

Further taxiway expansion will be necessary within the 20-year planning period. This may include the provision of several high-speed exit taxiways; the upgrade and/or realignment of Taxiway Alpha; the progressive extension of Taxiway Alpha to the southern end of Runway 17/35; a potential taxiway parallel to Taxiway Charlie on the northern side of Runway 12/30, east of Runway 17/35; and the upgrade and realignment of Taxiway Charlie. The use of general aviation mixed with airline operations may necessitate additional runup bays for general aviation use and the expansion of the current runup bay. Engine runups only permitted in identified runup locations. Expanded operations may also require the installation of dedicated de-icing facilities.

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As part of enhancing low visibility operations at Canberra International Airport, the current Instrument Landing System (ILS) glidescope will be moved as much as 600 metres to the south and will be upgraded, as well as the establishment of an ILS or similar aid on Runway 17 to allow landings from the north in minimal weather conditions. Movement of the ILS would also involve the simultaneous moving of the Runway 35 landing threshold. Further navigation aids may also be established to allow for more flexible flight paths into and out of the Airport. This may include additional runway and approach lighting on both runways (including Category III lighting), Runway Visual Range (RVR) measuring devices, GPS/GBAS ground stations, equipment to improve GPS/RNP approaches on all runways, precision approaches on Runway 12/30, and other equipment as required. This may involve multiple thresholds using future GPS based technology. As part of the upgrading of the Instrument Landing System, the current 150 metre wide runway strip for Runway 17/35 may, should a business case warrant, be expanded by up to 300 metres, either permanently or in low- visibility conditions only. Similarly, as part of precision approaches on Runway 12/30 the existing runway strip of 90 metres may be expanded to 150 metres, either for the full length of the runway, or, more likely, for the eastern end of the runway.

6.7 Airspace capacity

The airspace surrounding Canberra International Airport is capable of supporting the runway system capacity for international, domestic and regional growth in excess of the Airport’s ultimate capacity. It is predicted that the current practice of limiting access to airspace for general aviation circuit training during peak periods of airline activity will be expanded in the future.

6.8 Fog

Substantial upgrades have already been made to improve access into Canberra International Airport in fog. Already, improvements in facilities and procedure designs have allowed the decision height to be safely reduced from 360ft to 200ft above ground. This has meant substantially improved operations as aircraft have been able to land safely in all but the worst fog conditions. Delays due to fog have consequentially dropped substantially. Further procedure will be introduced so that aircraft can land in zero visibility conditions. This is likely to include both land and GPS satellite based Category III instrument procedures. This means that aircraft will be able to both take off and land in all fog conditions.

6.9 Public Safety Zones

Public Safety Zones consist of the Runway End Safety Areas (RESA). These extend beyond the ends of the runway and allow for the overshoot of aircraft on landing or on aborted or failed takeoff. Generally buildings in these areas will only be permitted where connected to aviation operations and where individuals will not be permanently located in the buildings.

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6.10 Enhanced flight procedures using GPS

Visual and instrument flight procedures for aircraft arriving and departing from Canberra International Airport involve a mixture of ground-based navigation equipment and new GPS-based procedures (such as Required Navigation Performance or RNP) based on aircraft-installed equipment.

Future navigational equipment will increasingly be based on the use of airborne receivers interpreting signals from satellites and technologies such as RNP. This trend will extend to precision approaches for runways with the use of a ground-based facility to augment the satellite signal.

We are actively pursuing a rapid introduction of this technology to provide enhanced instrument approaches to both runways. An enhancement of the ILS, GPS augmentation devices and provision of new procedures such as RNP will permit lower decision heights allowing aircraft access to the Airport in lower visibility conditions than is possible today as well as providing curved approaches to provide noise relief to residents currently living under or in the vicinity of aircraft flight paths. An upgrade of the runway and high intensity approach lighting system is expected to enable aircraft to operate under Category II or III precision approach procedures. We are working closely with Airservices Australia, the Civil Aviation Safety Authority, the airlines and the Department of Defence to introduce these procedures.

The new RNP procedures in particular have facilitated a curved approach when arriving from the south, thus displacing traffic from near Jerrabomberra to the west over rural lands (see Figure 11.1). It is expected that this technology will become very widely used over the next five to ten years, with a majority of jet aircraft operating to Canberra utilising these or similar procedures. More information on RNP and the benefits of this technology to the community is provided in Chapter 11 – Aircraft Noise.

6.11 Canberra Air Traffic Control Tower

A new Air Traffic Control (ATC) tower is planned to be installed in the short term. The tower, which may be combined with a new Aviation Rescue and Fire Fighting (ARFF) station will allow for greater flexibility in airspace management and include new state- of-the-art technology. The new tower will be located in accordance with Airservices Australia requirements, but is likely to be positioned to the south-east of the SPA apron.

6.12 VHST Implications

While plans for the construction of a Very High Speed Train (VHST) between Sydney and Canberra were shelved in 1999, it remains possible that a VHST between Canberra and Sydney will become a reality in the longer term. Existing land reserves along the Majura Valley confirm the train’s future terminus at or near Canberra International Airport, providing for seamless inter-modal connections with domestic, regional and

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international flights. Future expansion may see the train extended to the south to Melbourne.

A VHST would be expected to initially significantly erode Sydney-Canberra air traffic but will have a significant long-term benefit. In particular, it gives Canberra a bigger potential role as Sydney's second airport, as the travel time between Sydney and Canberra by surface modes of transport decreases significantly from three hours to less than 80 minutes.

6.13 Implementation

Canberra International Airport has developed an extensive implementation plan for the wide range of upgrades and improvements to aeronautical infrastructure to ensure the Airport caters for the future requirements of civil aviation and other uses of the Airport up to and beyond 2027. The indicative implementation schedule is outlined in Appendix 6.

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Canberra International Airport Page 53 Preliminary Draft Master Plan 2008 7. Development Concept and Options Development Concepts and Options

High quality planning, stunning urban design and world-class architecture underpin development at Canberra International Airport.

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

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

This section of the Master Plan examines the wide range of uses available to the Airport to maximise the growth of a range of aeronautical and non-aeronautical businesses. The development of the Airport’s various precincts is also outlined. The growth of a lively, flexible and commercial environment is critical to the long-term growth of the Airport as a national gateway. This approach is in line with commercial developments at airports across Australia.

Brindabella Business Park is one such example of commercial development. Designed as an aerospace, defence and IT hub, the Park has become Australia’s most sustainable business centre, incorporating a number of landmark sustainable buildings. Brindabella Business Park is recognised in the ACT Government’s Economic White Paper and Canberra Spatial Plan as a Major Activity Node.

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

Their careful and considered approach to the future of Canberra will help guide the Airport’s response to growth and development over the next 20 years of this Master Plan.

7. Development concept and options

7.1 Intended uses of the Airport site

A wide range of uses of the Airport site are established in this Master Plan in order to achieve our vision:

Our vision is to develop Canberra International Airport as a first-class facility to serve the region’s evolving transportation, business and development needs and to maximise the growth and number of a wide range of aeronautical and non-aeronautical businesses.

The importance of aviation and our aim to promote the overall growth of a large variety of aviation traffic and services should not be underestimated. This has been addressed in Chapters 5, 6 and 10. In addition to these aviation uses, there is clearly a significant demand for non-aeronautical uses on the Airport site, evidenced by the growth of Brindabella Business Park, Fairbairn and the North-West Precinct. We intend to continue with such non-aeronautical developments, implicit in which is an extensive range of uses to allow flexibility in planning to cater for changes in future demand. The planning vision for each precinct is outlined below in Section 7.2. These most likely uses however do not restrict the permitted land uses which are outlined in Section 7.3, which are also intended uses of the site.

7.2 Indicative precinct planning vision

Since its inception, we have developed a wide range of uses in a variety of different precincts to develop a diverse and vibrant airport. The indicative vision for each of these precincts is presented below to show the indicative direction of development for each of the four precincts. A land use schedule for these precincts, showing the permitted uses for each precinct, is at Appendix 3. Where there is any conflict between the indicative vision and direction and the land uses, the land uses shall prevail.

Some tenants sometimes desire that other tenants not be located in proximity to their tenancy. 3 If such a case arises, then tenants may be able to negotiate an exclusivity agreement with Canberra International Airport to restrict uses surrounding their site at commercial terms. This Master Plan in no way gives any tenants rights beyond those prescribed in their leases and as required by law.

Retail is permitted and is intended to take place in the South West, North West and North East precincts (unchanged from the 1999 Master Plan). Retail is defined as per the National Capital Plan, which defines retail as “The selling of goods and providing personal services in any quantity and by any means other than by wholesale and includes retail shops, restaurants, drink establishments, drive-in facilities, bulky retailing, bulk landscape supplies, vehicle sales, service stations, retail plant nurseries and produce markets.” Retail

3 An example of such a tenant is a retail tenant who desires exclusivity over a certain type of product.

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in these precincts will include vibrant retail centres with a full range of uses which may be associated with such centres.

7.2.1 South West Precinct

The South West Precinct is a very diverse precinct incorporating a range of uses. The Precinct is divided into a range of sub-categories, including the Airport terminal, terminal support facilities, the Pialligo Precinct, and commercial development (including Brindabella Business Park), as well as other facilities.

7.2.1.1 Terminal

The terminal building sub-category will be the main area for processing incoming and departing passenger movements. This precinct currently handles the vast majority of the passenger movements through Canberra International Airport, with a small minority moving through the Pialligo Precinct, and through Fairbairn.

The terminal building is currently close to capacity and disjointed as it is split into a common user terminal and a Qantas terminal. Discussions are currently under way to build a new common user terminal on the site. The terminal building will be expanded to meet projected demands for passenger numbers to 2027 and beyond. The terminal design will allow for future additions that can include passenger processing facilities for international flights and the integration of regional carriers in line with the consolidation of Canberra International Airport as a regional hub.

Like many modern terminals, the terminal will be complemented by a wide range of facilities in the area. These facilities may include services such as but not limited to structured car parks, feeder ramps, offices, maintenance, food outlets, retail, hotels, showrooms, and conference facilities.

Upgrades to the terminal as well as to the runway and airfield are detailed further in Section 5.7.

7.2.1.2 Terminal support facilities

An area for the development of support activities is provided adjacent to the terminal area. Such facilities are designed to cater for services needed by the users and customers of the terminal. The vision for this sub-category includes but is not restricted to air freight services, catering and food outlet services, general maintenance and special areas, retail facilities, rental car facilities/maintenance, parking and administration, fuel facilities and other support activities and services.

This area is planned to provide a number of sites with direct airside road access, and sites without direct airside access as required. The progressive relocation of air freight and catering buildings and services to this area will be needed with the new terminal.

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7.2.1.3 Commercial development

Development of a vibrant, flexible and supportive commercial environment is essential to the long-term growth of Canberra International Airport as a commercial entity.

Commercial development generally associated with airports throughout Australia and overseas and permitted at Canberra International Airport includes but is not limited to hotels, conference centres, service stations, food and beverage outlets, retail, offices, reservation centres and business parks.

Brindabella Business Park has allowed a significant diversification of the uses across Canberra International Airport. Brindabella Business Park was designed as an aerospace, Defence and IT hub and has developed into a multi-use zone, largely for a wide range of office accommodation but also for a range of uses such as retail and other services.

Brindabella Business Park has developed since its inception as Australia’s most sustainable business park, and incorporates a number of landmark sustainable buildings. It is now part of the Canberra International Airport major activity node as outlined by the ACT Government in the Economic White Paper and the Canberra Spatial Plan.

Brindabella Business Park will mainly expand further to the south, with opportunities for the development of a number of other buildings of a similar scale to the existing buildings. These will be complemented by a wide range of facilities in a similar manner as the existing Business Park.

7.2.1.4 Pialligo Precinct

The Pialligo Precinct, which incorporates most of the general aviation activity, is approaching capacity and currently caters for a range of activities for a variety of aviation, office and other uses. The terminal expansion outlined above has meant that more land is required for airline operations. This is likely to develop further as airline operations continue to expand and there is further need for gate expansion. At the same time, there is a limited amount of land due to the proximity of Pialligo Avenue, and the short distance between Runway 12/30 and Pialligo Avenue.

The objective is to create an attractive landscaped setting for the growth of a wide range of businesses in the Precinct area. The buildings will be of a high quality character similar to the existing higher quality buildings in the Precinct. Landscaping in the Precinct largely requires upgrading to a higher character with the removal of existing trees and the replacement of younger, more durable, stock. This area will be developed further to open up a range of sites and to further expand activity. As part of this redevelopment, the main access route through the precinct may be realigned to the east along the existing alignment of Drake Street. Landmark, larger scale commercial buildings may also be developed, including at the current gateway to the Airport and at the corner of Pialligo and Fairbairn Avenues. As pressure develops on existing sites, further sites will also be opened up in other precincts to allow for greater growth and the expansion of aviation operations.

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Freight is likely to become an increasingly large use for this area as the Airport develops as an important freight hub. Freight type uses are expected to be an important catalyst for the Precinct in attracting more business.

The vision is that a range of future uses will be incorporated in the Precinct area, with a focus initially on the existing uses in the Precinct, particularly higher order general aviation, and then focus on attracting new business into the Precinct to increase its character and diversity. The southern half of this Precinct presents opportunities to develop an ‘airport park’ or ‘airport city’ commercial zone providing a new, attractive frontage to Pialligo Avenue between Fairbairn Avenue and the entrance to the Airport.

Future road access to this area is likely to be required from Pialligo Avenue.

7.2.2 North West Precinct

The North West Precinct currently contains a variety of retail services, including a shopping centre and supermarket, as well as a major office park. The focus for the Precinct has been for destinational retail uses and large scale office.

This Precinct will form a commercial hub for Canberra Airport. The vision for this Precinct is for a mixed use area, capitalising on the retail and office opportunities that exist for the Precinct, and developing as a zone for a vibrant, exciting business, office, industry, leisure and retail zone. This will become a signature development and will provide a striking and distinctive contemporary design. Buildings will be set behind major walkways or landscaped settings, with large amounts of car parking to allow for the variety of uses. Access to the Precinct would be from Majura Road.

7.2.3 North East Precinct

The North East Precinct is comprised largely of the land occupied by the former RAAF Base Fairbairn. The base was vacated by the Department of Defence in May 2004, with the exception of the 34 Squadron Special Purpose Aircraft fleet. Since that date, the focus has been on the rejuvenation of the Precinct, the refurbishment of the useable buildings in the Precinct and the development of additional major uses such as a number of office buildings. Future land purchases to the north, east, or north-east will be incorporated in this Precinct.

This Precinct has access from Pialligo Avenue to the south; the Master Plan also proposes a second access road from Majura Road to the north as indicated in Figure 7.1. For this to be built, land must be acquired from the Commonwealth. This is expected to happen in the short term.

Fairbairn urban character and historic value

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

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Whilst neither Fairbairn nor any of its elements are listed on the Australian Heritage Places Register (as it is not on the World Heritage list, is not identified as a Commonwealth Heritage place, nor is a National Heritage place), there are a number of buildings of interest located within the North East Precinct. In the context of heritage buildings across Australia, these are of very low heritage significance. Some of these buildings have been or will be adapted or renovated for re-use. Other buildings are dilapidated and are not safe or fit for future use. The Fairbairn Heritage and Development Management Plan will be developed consistent with this Master Plan and will guide future development in the Precinct.

Fairbairn aviation facilities

Fairbairn has ample opportunities for the expansion of aviation operations. Already the Special Purpose Aircraft fleet and the ACT Emergency Services Air Wing have moved to the Precinct, and the new ACT Emergency Services headquarters is to relocate to the Precinct. Fairbairn will also continue to play a role in providing aviation services for the Airport. There is particular opportunity for non-regular public transport facilities to be located in this Precinct. Freight users will be targeted for this Precinct as there are ample opportunities for this use. Major aviation services will be located largely immediately to the south of the existing apron towards Runway 17/30, with further expansion also to the north of the current aviation operations towards and beyond the runup bay off Taxiway Alpha.

Fairbairn commercial development

Fairbairn will be developed as a vibrant and diverse mixed use zone with a large variety of different uses. There is an increasing focus for tenants with high security requirements in the Majura Valley. Part of the vision for the North East Precinct is to provide an opportunity for such tenants, and attract major security, Defence, public sector and other tenants requiring such infrastructure, along with other office tenants who may be attracted to the precinct. An office and mixed use zone will be developed without any non-aviation restrictions to accommodate a full variety of such mixed use needs.

Canberra International Airport has also been approached by flight schools to establish a training college with on-airport accommodation. We expect to provide a range of education and training facilities in Fairbairn. This may include a training school and aviation college.

The Precinct will also capitalise on the existing conference and training facilities by attracting tenants, operators and other users who may wish to use such facilities or be located in this area. This is likely to include tourism, retail, hotel and accommodation. Finally, there is opportunity for a vibrant diversity of a wide range of other uses such as retail, light industrial, maintenance and warehousing.

There are currently a number of accommodation buildings located in the Precinct which were used to accommodate members of the RAAF. These buildings are currently used

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for short-tem accommodation. This use will continue through the medium term. Some accommodation will be demolished or relocated in time to make way for higher order uses.

7.2.4 South-East Precinct

This essentially undeveloped area adjoins the access road to the North East Precinct, Glenora Drive. It plays an important role in terms of air navigation facilities. It is likely that the existing facilities will be moved further south with the movement of the Runway 35 threshold further to the south. There is significant opportunity to develop a mixed use zone, which will incorporate a wide range of uses including a general aviation facility, along with retail and office uses.

7.3 Permitted land uses in the Airport precincts

The permitted land uses by precinct at Canberra International Airport are set out at Appendix 3. The format of these permitted land uses was created in response to the National Capital Authority comments to the 1999 Preliminary Draft Master Plan, at which point the Appendix was redrafted to provide a table of potential uses for each of the four Airport Precincts; North East, South East, South West and North West – refer to Appendix 3. The land use definitions are contained in Appendix 1. Developments will be permitted should they conform with this land use schedule. Development uses which are not specified in a particular precinct and/or land use category may be permitted on a case-by-case basis, following consideration by Capital Airport Group as to whether the proposed use is consistent with the general theme of the precinct and is in keeping with the types of activity listed in the land use category. Section 7.2 does not limit the land uses in Appendix 3. If a Major Development Plan is required, then that Major Development Plan will require the approval of the Minister for Transport.

7.4 External planning context and potential conflicts

The design and planning of the National Capital located the Airport close to the city centre and the parliamentary area, while ensuring it was well away from residential areas. This has resulted in a convenient and long-term sustainable airport.

The Airport surrounds comprise Broadacre use policy areas defined by the ACT Territory Plan and the National Capital Plan. The Majura ridge provides an important natural separation between north Canberra, the city centre and the Airport. Co-ordination will be required to ensure the changing needs and requirements of the Airport facility are taken into account in future planning of Canberra’s growth and development.

From time to time, sections of land may be purchased adjoining or near the Airport site. This land may be incorporated in the Airport lease subject to the approval of the Department of Transport. Any land incorporated in the lease will be included in the most relevant precinct unless a minor variation to this Master Plan is undertaken.

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There are two potential conflicts of the non-aeronautical development with the surrounding areas. The first potential issue is that of road access. Canberra International Airport has had a very positive relationship with the ACT Government in ensuring that proper road access is provided not only to the Airport but on the major regional roads past the Airport. It is not expected that road access will be an issue once Stage 1 of the road upgrades are complete. This issue is addressed in Chapter 8. The second is environmental, for example, stormwater flows. It is not expected that there will be any significant environmental issues provided the procedures outlined in the Environment Strategy are maintained. This is addressed in Chapter 12.

External to the Airport site, but of importance to the Airport surrounds and to the Majura Valley area, are:

• land use planning under aircraft flight paths;

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

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

• environmental planning, particularly in relation to habitat protection areas and floodplain issues;

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

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

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

Refer also to Figure 7.1 for other external issues.

7.5 Signage policy

Airports in Australia have developed with commercial signs (billboards) inside and outside terminal buildings. In keeping with the objective of developing a commercial environment, the Master Plan proposes a commercial signage regime that would be controlled to optimise signage values, income and quality.

7.5.1 General and tenant signs

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Signs allowed subject to our written approval will include:

• business name and logo;

• ground transport and traffic signage;

• precinct signage;

• safety and hazard signage as required; and

• other signs deemed appropriate to the Airport’s presentation.

Identification signs required by air freight, air support facilities, rental car business and general aviation services will be standardised by use and area. One non-commercial identification sign only is permitted per facility, and this will preferably be illuminated, subject to aviation regulatory requirements. Signs generally will be ground mounted and of a standard size and design. Identification signage on buildings will only be on street facades or airside address points, after negotiating commercial signage agreements.

Ground transport and traffic signage will be integrated with accepted standard design and colours as adopted in the ACT. All parking areas will be clearly signed as part of the ground transport signage system, including car rental parking areas. Signage and identification of specific car rental parking areas will be visible, while not dominating the land transport signage.

7.5.2 Advertising signs (billboards and other advertising signage and concepts)

It is intended to develop commercial advertising facing into and out of the Airport. Terminal advertising will be largely integrated into the interior and exterior design of the buildings, landscaping, car parking and roadways, and be of a high graphic standard.

Advertising billboards and other advertising signage and concepts visible from internal and external roadways and the Airport will incorporate a wide range of designs to maximise the visual impact of the billboards. These structures will be illuminated subject to aviation regulatory requirements.

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Figure 7.1 External planning context

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Figure 7.2 Planning precincts

Canberra International Airport Page 63 Preliminary Draft Master Plan 2008 8. Road Access Road Access

Consultation and collaboration underpins Canberra International Airport’s approach to road access. The success of this approach is reflected in a recent joint funding agreement between the Airport and the ACT Government to duplicate Pialligo Avenue and the entrance to the Airport.

In his announcement of 18 September 2007, ACT Territory and Municipal Services Minister, John Hargreaves, noted: “I am delighted that the ACT Government and the Capital Airport Group are working together to enhance this crucial thoroughfare in Canberra’s road network. These works will improve traffic arrangements to and from the Airport, assist the economic development of the expanding Airport precinct, and also provide benefits to commuters using Pialligo Avenue.”

The Pialligo Avenue upgrade represents the first stage of a two-stage works program which was identified by a Taskforce established to examine traffic congestions on roads in the vicinity of the Airport. The Taskforce found that the overwhelming cause of congestion in the Majura Valley was a significant increase in traffic from Gungahlin travelling on Majura Road to access southern Canberra and Civic.

A bus service has been provided by Canberra International Airport to the Terminal, Brindabella Business Park and, more recently, to the North West Precinct. This bus service currently services Civic, Parliament House, Woden and Queanbeyan on three different routes. The ACT Government has announced that ACTION will also commence services to Civic, Gunghalin and Woden.

8. Road access issues

Canberra International Airport lies at a key location on Canberra’s eastern ring road and only eight minutes from Canberra’s CBD and, as such, presents an excellent strategic location for developing a major activity centre. Being so close to the CBD, as well as having such a large number of residents, particularly from Queanbeyan and Gungahlin, drive past the Airport every day, makes the Airport a key location to minimise drive times and traffic, and for sustainable transport initiatives.

Major upgrades to the roads around the Airport also mean that the road system will be able to handle increased growth in traffic, especially due to the increased growth in Gungahlin.

Already the ACT Government has announced that direct services will be provide by ACTION from Gungahlin, Civic and Woden. This announcement is consistent with the ACT Government’s Spatial Plan and Sustainable Transport Plan.

8.1 External Road Access

Access to the Airport from Canberra City is currently via Morshead Drive and Pialligo Avenue; from south Canberra via the Monaro Highway; from North Canberra via Majura Road and Fairbairn Avenue; and from Queanbeyan via Pialligo Avenue.

Bus services are currently provided by Deane’s Buslines to Civic, Parliament House, Woden and Queanbeyan. The ACT Government has also recently announced that ACTION will provide three bus services, to Gungahlin, Civic and Woden.

As part of the upgrade of the roads throughout the Majura Valley, the ACT Minister for Transport established the Majura Valley Roads Roundtable. The Roundtable was tasked with identifying upgrades to roads through the Valley and outline how these upgrades could be undertaken. The Roundtable found that the overwhelming reason for the increase in traffic through the Valley is the significant increase in traffic from Gungahlin travelling along Majura Road to access southern Canberra and Civic4. As stated by the Government, “while the development of the airport adds to the level of traffic on these roads it [the Airport] is not the cause for the congested network of the roads during peak periods.”

As a result of the completion of Horse Park Drive, the traffic along Majura Road has quadrupled from some 4,100 cars per day in 1998 to some 18,000 cars per day in 2007. The completion of Horse Park Drive means that the Majura Road is now part of the main eastern ring road around Canberra, linking Gungahlin traffic with Civic, South Canberra, Woden and Tuggeranong, but as a consequence creating pressure on the

4 Canberra Airport Roads Working Group Report, ACT Government, October 2006.

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system of intersections in the Majura Valley, including roads to the Airport.

By itself, this traffic surge on Majura Road would not be problematic but for it meeting the 28,000 cars per day (2006) on Pialligo Avenue, as well as the traffic on Fairbairn Avenue. All of these intersections operate well beyond capacity with substantial delays at both the morning and evening peak periods. This issue will not be able to be addressed without grade separation of the future Majura Parkway.

The Roundtable established a staging plan to solve the traffic through the Majura Valley as the Valley grows in response to the ACT Government’s Spatial Plan (refer Section 4.2), a near tripling of the population in Gungahlin from 33,000 to 90,000 people, a commencement of the residential area of Kowen, the works outlined in this Master Plan, as well as a number of other developments.

The ACT Government announced $15 million in funding in the June 2006 ACT Budget to undertake Stage 1 of the works. This initial staging involves the duplication of components of Pialligo Avenue, Fairbairn Avenue and Morshead Drive, as well as additional lane capacity on the remainder of Morshead Drive. Modelling commissioned for the Roundtable demonstrates that completion of the initial works is expected to decrease the east-west travel time from eight minutes to three minutes, and can handle growth of the Airport as outlined in this Master Plan. The last remaining section of Pialligo Avenue is also being duplicated in the short term (12-18 months).

The modelling undertaken for the Roundtable demonstrates that the planned road system can adequately handle the large amounts of traffic planned from throughout the Majura Valley (including traffic as a result of this Master Plan), as well as additional traffic loads from Gungahlin. The microsimulation results by travel direction with the planned road network is shown in Table 8.1. This demonstrates that not only can the road network adequately handle the growth proposed in this Master Plan, but also the much more significant growth in Gungahlin and the Majura Valley.

Table 8.1 Microsimulation Results – Expected travel time and average vehicle speed

Route Average Vehicle Travel Time Average Vehicle Speed 2006 2016 2031 2006 2016 2031 Pialligo 8 mins 7 mins 9 mins 23km/h 26km/h 22km/h Avenue Majura 8 mins 3 mins 3 mins 28km/h 73km/h 75km/h Road/Fairbair n Ave/Morshead Drive/Monaro Highway Source: SMEC (2007) – Report for ACT Government Roads Rountable.

Stage 2 of the Roundtable plan would result in the extension of the Monaro Highway to the Majura Parkway as a grade separated duplicated road to the Federal Highway

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(funding for the design of this road was included in the 2004 ACT Budget) and the complete duplication of Pialligo Avenue, Fairbairn Avenue and Morshead Drive. These works are not required as part of this Master Plan.

Proposed and existing external road networks in the vicinity of Canberra International Airport are indicated on Figure 6.1.

8.2 Internal road access and parking

8.2.1 South West Precinct – Terminal

The current access to the terminal building is from Pialligo Avenue along Ulinga Place to Terminal Drive (clockwise) and egress is by returning to Ulinga Place via Tyson Drive. Ulinga Place currently has average peak hourly flows of approximately 1,250 vehicles per hour inbound and 950 vehicles per hour outbound.

Airport passengers generally use taxis (approximately 45 per cent, down from 55%), private cars (approximately 45 per cent) or hire cars, rental cars and bus/coach (approximately 10 per cent). Future growth and modal split, reflecting a slight reduction in taxi patronage in favour of buses and long stay parking, is expected.

It is anticipated that the number of Airport passengers and associated demand on ground transport infrastructure will increase by 80-100 per cent over the next 15-20 years, with the landside road and parking facilities enhanced to ensure safe and easy access to the terminal roads.

Current designs for the major upgrade to the terminal show a likely grade separated pickup and set down. There are currently a number of options being considered for the road layout, including a conventional road layout and an avenue style layout, with structured car parks, allowing for a significantly greater capacity of traffic through the terminal precinct to a level commensurate with other grade-separated terminals across Australia and internationally. Significant upgrades, including grade separation and/or additional intersections, will be required for the new intersection of Ulinga Place/Terminal Circuit and Pialligo Avenue, which will be located approximately 120 metres further south from its current location.

Current ACT Government planning allows for any potential VHST station to be located across Pialligo Avenue directly adjacent to the Airport terminal. There may be options for the location of the VHST within the Airport (most likely located with the terminal, but could be located elsewhere on-Airport or in Pialligo) but such planning will be undertaken when plans for any potential VHST are known in more detail.

Additional short-stay and long-stay car parking will be provided in structured car parks for peak demand periods. Taxi usage is expected to increase by 35-40 per cent over the next three to five years, and continued liaison with representatives of the taxi industry will ensure this increased demand can be effectively served. The projections indicate an increased patronage of buses/coaches for trips to/from Canberra Airport and the

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opportunities for increased patronage through enhanced coach and shuttle bus services to the Airport will be identified.

8.2.2 South West – other

Currently there are three direct accesses to Brindabella Business Park on to Pialligo Avenue via two roundabouts and one left-in/left-out at the service station. In addition, some traffic uses the current Ulinga Place access to Pialligo Avenue. While these arrangements are expected to handle all traffic from the South West Precinct, these arrangements may be rearranged with the upgrades to the terminal and further growth of non-aeronautical operations.

Access to the Pialligo Precinct is currently via Ulinga Place and via a left-in-left-out intersection on Fairbairn Avenue. These intersections may be supplemented with an intersection directly off Pialligo Avenue. The internal access spine within the Precinct is currently Nomad Drive. Growth in the Precinct may necessitate the use of the extension of Drake Street parallel to Nomad Drive to the north-west and south-east as the major spine through the Precinct.

8.2.3 North West Precinct

The proposed developments permitted in the North West Precinct will be accessed directly from intersections on Majura Road (or future Monaro Highway extension), which provides direct links with the Federal Highway to the north and the Monaro Highway to the south. Where necessary, intersections and road alignments will accommodate turning movements of larger transport vehicles and pavements will satisfy anticipated axle loadings. Access within the Precinct is via the existing road network, with the extension of Catalina Drive to the north. The existing roads and intersections are expected to adequately handle all internal traffic.

8.2.4 North East Precinct

This Precinct is currently occupied by Fairbairn. Currently, all Fairbairn traffic relies on the access route via Glenora Drive to Pialligo Avenue. Additional accesses off Glenora Drive will be provided, including access into the proposed new apron area south of the existing apron. The golf course and rural leases adjoining Fairbairn rely on travel through Fairbairn and Glenora Drive, though there is no formal easement or public road. This route will be upgraded with an upgraded intersection on the Glenora Drive/Pialligo Avenue intersection. It is proposed to complete an external Airport ring road by initially providing a two-way, two-lane road (going to four lanes in the medium term) connection from the North East Precinct to Majura Road. Discussions are currently under way with the Commonwealth and ACT Governments to complete this missing link in the ring road.

Canberra International Airport Page 67 Preliminary Draft Master Plan 2008 9. Engineering Services Engineering Services

Engineering services at Canberra International Airport have been progressively upgraded under our management. This section of the Master Plan deals with a range of essential services including gas, water, sewerage, electricity, stormwater and telecommunications.

At a time of severe drought, the Airport is particularly proud of its decision to install two state-of-the-art water recycling plants, which convert sewer water into drinkable water. While not used for drinking, the recycled water is utilised for a range of purposes including toilets, cooling towers and irrigation.

9. Engineering Services

The engineering services around the Airport have been progressively upgraded with new developments to meet future demand across the Airport. Currently the engineering infrastructure on the Airport is in a significantly better state than at the time of the purchase of the Airport in 1998.

Canberra International Airport has paid for all engineering services and utilities including the provision of major off-site works. The land uses on the Airport (especially the non-aeronautical land uses) have only been possible due to the Airport’s provision of on-and-off Airport utilities, including grade 1 water supply, electricity services, cogenerated electricity, stormwater and sewer, including substantial contributions to the road system around the Airport.

9.1 Gas

EXISTING SYSTEM

The supplier of gas to the Airport site is Alinta.

The Alinta main consists of a 100 millimetre diameter steel pipeline at a pressure of about 1050 kilopascals (kPa), generally aligned along the southern verge of Nomad Drive and the southern verge of Ulinga Place. From there it crosses the Runway 17/35 and feeds Fairbairn.

Natural gas is provided via multiple connections to the Alinta main.

MASTER PLAN IMPLICATIONS

Additional natural gas capacity will be required as the passenger terminal expands (including the possible incorporation of a gas trigeneration plant) and as development of each of the precincts continues.

Alinta has indicated that the high pressure gas main at the site means there will not be any capacity problems associated with Airport expansion.

9.2 Sewerage

EXISTING SYSTEM

Most areas are currently reticulated with gravity collection systems, although some have sewerage pumping stations. The system effectively has three main ties from the site into the sewer mains provided by ACTEW.

MASTER PLAN IMPLICATIONS

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There are no existing infrastructure in parts of the proposed development precincts. In some cases proposed developments are below the existing infrastructure so the collection system will need to gravitate to a central pumping station, with sewage pumped to the existing gravity collection system and connected to the town infrastructure.

The existing sewer connections into the ACTEW sewer mains are operating with significant capacity available, so it should be possible to connect additional facilities without downstream augmentation works.

Current ACTEW legislation does not allow for blocks to be served through adjoining sites. The RAAF golf course sewer currently joins into the sewer mains on the Airport site: this is against ACTEW requirements and may need to be corrected.

9.3 Stormwater

EXISTING SYSTEM

Catchments for drainage lines passing through the Airport site extend well beyond the Airport toward the pine plantations to the east of the site. All areas of the Airport are currently served with gravity stormwater collection systems comprising underground pipes and open, unlined drains.

Stormwater drainage is directed from catchment areas into the adjoining Woolshed Creek (a tributary of the Molonglo River) and Molonglo River systems.

The catchment areas of the Airport site is about 436 hectares and the catchment areas upstream of the Airport are about 1,145 hectares, giving a total catchment area of 1,581 hectares.

Significant changes to stormwater flows were made in 2006 with the extension of Runway 17/35 to the south. This involved significant stormwater detention basins infrastructure as well as major drainage diversion to the south.

MASTER PLAN IMPLICATIONS

The Stormwater Management Plan was developed to manage the stormwater flows on the Airport in a sustainable manner. This Plan will guide the further development of the stormwater infrastructure on the Airport.

It will be necessary for the Department of Defence to collect and manage the run off of their upstream stormwater catchments before it enters into the North East and South East precincts. This is a normal neighbour requirement to provide downstream protection from flooding so that the Airport can carry out its operations without interruption. These protection measures are critical to aviation safety and will involve the construction of catch drains, earth mounding, diversion banks and retention basins. One basin has already been established as an emergency measure to protect the southern component of Runway 17/35 from flooding and debris. These works will be required to

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be constructed on Defence land outside the Airport boundaries as they are related to the stormwater flows upstream of the Airport site.

WATER QUALITY CONTROL

Pollution control is an integral part of any drainage system, and all developments at the Airport will meet the standards set out in the Airport Environment Strategy.

9.4 Potable Water Supply

EXISTING SYSTEM

Potable water supply to the Airport is supplied by ACTEW.

The existing airport potable water supply is divided into four zones corresponding with the four precincts, and has adequate capacity to handle significant growth.

MASTER PLAN IMPLICATIONS

Water reticulation to most precincts on the Airport can be provided from the existing system. Significant upgrades to the water system, both on and off-airport, have been completed to ensure a grade 1 water supply.

A water ring-main is being developed around the whole Airport over the medium term to increase the reliability of water supply.

9.5 Non-Potable Water Supply

EXISTING SYSTEM

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

MASTER PLAN IMPLICATIONS

As the Master Plan develops, additional capacity for both sources will be required. Additional water recycling plants may be installed, including as part of the new common user terminal project. Additional bores may also be developed.

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9.6 Electrical

EXISTING SYSTEM

Three high-voltage feeders supply power to the Airport from ACTEW. These feeders exceed their firm rating capacity in the winter months, while in summer there is limited capacity, indicating a need to improve the electrical supply over the long term to provide for adequate capacity and reliability. The ACTEW electricity network is supplemented by trigenerated power at a number of points.

MASTER PLAN IMPLICATIONS

Further development will require the provision of new and upgraded external networks by ACTEW. Additional trigenerated power or alternative power sources will be developed if they meet financial hurdles.

9.7 Telecommunications

EXISTING SYSTEM

Telstra provides landline (copper and fibre optic) telecommunications services to all precincts of the Airport. TransACT provides an optical fibre service to the South West Precinct and North East Precinct and are considering providing fibre services to other precincts. Underground communication ducts in all precincts permit a number of carriers.

The majority of carriers provide mobile service across the Airport.

MASTER PLAN IMPLICATIONS

Upgrades to the existing infrastructure will be required to handle the anticipated growth at the Airport. This may involve upgrading the network at key positions where expansion of existing facilities and future development will occur.

9.8 Airport access

All infrastructure and utility providers must apply for access from Capital Airport Group prior to undertaking any works on Airport land. No works may commence until such time as the relevant access license has been executed by the provider. Any proposed works must comply with the Master Plan for that area or precinct of the Airport. Works may not commence until approval has been given by both Capital Airport Group and the Airport Building Controller.

All works are to be undertaken in accordance with the Safety, Security and Environment Procedures – Contractors and Operators Standard Conditions (as amended from time to time).

Canberra International Airport Page 71 Preliminary Draft Master Plan 2008 10. Airspace Protection Airspace Protection

Airspace management and protection is an essential part of Canberra International Airport’s operations. So too is the safe movement of aircraft.

The protection of airspace within 30 kilometres of the Airport is enshrined in the Airports Act 1996 and Airport regulations. Its primary purpose is to safeguard aircraft movements. This section outlines the prescribed airspace for the Airport.

10. Airspace Protection

Part 12 of the Airports Act 1996 together with the Airports (Protection of Airspace) Regulations provide for the protection of airspace within 30 kilometres around Canberra International Airport via the production of current and future Obstacle Limitation Surface (OLS) and Procedures for Air Navigation Services – Aircraft Operations (PANS-OPS) surfaces.

The purpose of the OLS is to define the volume of airspace at and around the Airport, which should ideally be kept free of obstacles in order to minimise danger to aircraft arriving or departing the Airport. Infringements may be permitted to occur in some cases if the infringing obstacle is appropriately marked and lit.

The purpose of the PANS-OPS is to safeguard an aircraft from collision with obstacles when the pilot is flying on instruments (if in darkness or in poor visibility). The PANS-OPS establishes minimum clearances between approach and departure paths of aircraft and obstacles. A PANS-OPS surface cannot be infringed in any circumstances.

Regulation 5 of the Airports (Protection of Airspace) Regulations provides that the Secretary of DOTARS can declare specified airspace around Canberra International Airport to be prescribed to safeguard future Airport operations. The future OLS and PANS-OPS surfaces are shown in Figure 10.1 and Figure 10.2.

The surfaces in Figures 10.1 and 10.2 allow for some future growth of the Airport. These surfaces may be changed, if necessary, when operations, facilities or plans change, including:

• Category II or III operations on all runways (although this may involve a temporary lowering only when Category II or III operations are in place);

• precision approaches on runways other than Runway 17/35 (including the potential to have different strip widths at either end of Runway 12/30);

• extension of Runway 30;

• offset and curved precision approaches on all runways, other offset and curved approaches; or

• other changes to procedures and/or Airport facilities.

Other operation, policy, planning or regulatory changes may also necessitate amendment to these surfaces by Canberra International Airport at any time. Any amendments can be obtained by contacting Canberra International Airport.

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Figure 10.1 Obstacle Limitation Surfaces – Future

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

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Figure 10.2 PANS-OPS Surfaces - Future

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

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Canberra International Airport Page 75 Preliminary Draft Master Plan 2008 11. Aircraft Noise Aircraft Noise

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

The Airport works continuously to keep it this way.

However, the prudent plans of the past are under direct threat from a developer and a council who, if they get their way, plan to build thousands of homes under the Airport’s main southern departure flight path.

These proposals fly in the face of an independent NSW Government Panel of Inquiry, which recommended against residential development because of aircraft noise. It also sits in direct contradiction with cross-border agreements entered into by the ACT and NSW Governments.

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

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

This section of the Master Plan details the Airport’s ongoing efforts, through consultation with all stakeholders and education campaigns with the community, to protect the region’s enviable amenity. In accordance with the Airports Act 1996, it also discusses aircraft noise impacts, outlines the ANEF and describes the many initiatives taken by the Airport to inform and educate the community.

11. Aircraft noise

Aircraft noise is a key environmental issue that arises from the implementation of this Master Plan. This chapter discusses our assessment of the aircraft noise impacts and details the plan for ameliorating and preventing the environmental impact of aircraft noise through the adoption of the High Noise Corridor as the land use planning tool for further residential development for Canberra Airport.

As required under Australia’s international treaty obligations, we are committed to the principles enshrined in ICAO’s Balanced Approach to managing aircraft noise. The Balanced Approach recognises that every airport is different in regard to managing aircraft noise.

In Canberra, far-sighted planners in the 1960s and 1970s ensured that a corridor was maintained free from residential development on the main departure and approach routes to and from Canberra International Airport. These existing good planning outcomes mean that by using two key elements of the Balanced Approach, namely, appropriate land use management and planning, and noise abatement operational procedures, the Canberra and Queanbeyan community does not and should not suffer the effects of aircraft noise.

Currently, these measures mean that 99.5 per cent of the region’s residents are protected from aircraft noise. We wish to maintain this level of noise protection.

The current good planning measures are under serious threat. Despite a September 2006 Report by an Independent Review Panel commissioned by the NSW Minister for Planning to investigate land release in Queanbeyan, which strongly opposed residential development in the southern High Noise Corridor on the grounds of aircraft noise, there continue to be developer proposals, supported by the Queanbeyan City Council, to build houses directly under aircraft flight paths. In April 2007, the NSW Government Department of Planning released the Queanbeyan City Council Residential and Economic Strategy 2031, following submissions from the Queanbeyan City Council, the Jerrabomberra Residents Association (JRA) and developers. This document included proposals for thousands of homes at Tralee and Environa under the Airport flight paths in direct contradiction of the findings of the NSW Government’s own Panel of Inquiry. It also contradicts key recommendations of the NSW/ACT Cross Border Water and Settlement MOUs signed by the NSW, ACT and Commonwealth Governments. If the NSW Government proceeds with the plans outlined in this document and allows new residential developments under current flight paths, then complaints from any future Tralee and Environa residents will mean that the aircraft noise protection offered to residents in Canberra and Queanbeyan will be at risk. As a consequence, and because alternate sites exist at Googong, the proposals outlined in this document should not be approved.

The community has a choice: (i) either continue to prohibit residential development under the current and future flight paths, or (ii) allow residential development under current and future flight paths, with a very real possibility that these flight paths be dispersed over much of Canberra and Queanbeyan – that is, noise sharing. We have

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been consulting with the community regarding this choice, and the overwhelming response is that the community does not want noise sharing or residential development at Tralee/Environa.

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Option 1 – Don’t build under flight paths

Good planning policies mean that aircraft noise is concentrated in a High Noise Corridor, free from significant residential development. Canberra and Queanbeyan therefore remains largely free from aircraft noise, and there is no need for noise sharing.

Due to the planning policies of the NCDC and the NSW State Planning Authority in the 1960s and 1970s, the approach and departure corridors at Canberra International Airport have been left largely free from residential development5. This means aircraft are able to depart or arrive throughout the day and night without causing disturbance to the overwhelming majority of our community.

As a consequence of this prudent planning, Airservices Australia was able to create two Noise Abatement Areas in 1995 to protect the community from aircraft noise. This arose from community outcry, especially from Queanbeyan, regarding direct aircraft overflight. These Noise Abatement Areas are located over Canberra and Queanbeyan suburbs, as shown in aqua/green on Figure 11.1. Jet aircraft are not permitted to fly over Noise Abatement Areas, unless they are more than 5,000ft (approx. 1,500 metres) above ground6. Turboprop aircraft above 5,700kg MTOW must operate above 3,000 feet.

99.5 per cent of Canberra and Queanbeyan residents are currently protected from aircraft noise through the existence of the Noise Abatement Areas (Figure 11.1)

The establishment of these Noise Abatement Areas in 1995 had two effects:

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

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

The resulting corridor that is subject to concentrated overflight of aircraft and significant adverse airport noise has been designated through consultation by Canberra International Airport as the “High Noise Corridor”, which is shown in red on Figure Because of the very high levels of noise in the Corridor, it is unsuitable for any

5 These planning policies are reflected in the 1974 Queanbeyan City Council Structure Plan, which states “It will be necessary to exercise care in the siting of development. Generally, residential areas should be grouped away from major traffic routes and away from the flight path of the approach to Canberra Airport.” And “It is reasonable to suppose that the “Tralee” area (south of the City Boundary towards Mount Pemberton) should be an industrial estate”, August 1974. 6 5,000ft above ground is considered by Airservices Australia as the minimum acceptable altitude by jet aircraft for the avoidance of significant impact upon residents. Some disturbance can occur to some people when aircraft are above this level.

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residential development or education facilities. The development of the Corridor and the appropriate land uses within it has been subject to extensive public and stakeholder consultation, as outlined below.

This Master Plan details the plan for ameliorating the environmental impact of aircraft noise through the Canberra International Airport High Noise Corridor as an area unsuitable for residential development, to ensure that Canberra and Queanbeyan residents remain free from noise sharing.

It is noted that the population of Canberra and the region would be able to more than double before there is the need to locate one new home under the flight paths, with the associated risk of noise sharing. At a compounding 1.5% pa growth rate, this is expected to take over 50 years to achieve. Very significant development areas are already proposed that will have no adverse aircraft noise impact on future residents, notably Kowen and Molonglo within the ACT and Googong in NSW. It is also noted that traditionally 90% of residential development in the region occurs within the ACT.

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Figure 11.1 Noise Abatement Areas, the High Noise Corridor and Jet Arrivals and Departures Note that current jet flight paths are located within the High Noise Corridor. The Noise Abatement Areas protect 99.5 per cent of Canberra and Queanbeyan residents from noisy aircraft overflight, concentrating noise in the High Noise Corridor.

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Option 2 – Noise sharing

Locating residents under the existing flight paths means aircraft may in the future be highly likely to fly over Canberra and Queanbeyan suburbs to share the effects of noise.

The alternative faced by the community is to allow residential developments within the High Noise Corridor, at locations such as Tralee, Environa and The Poplars (all in NSW) and, as a consequence day and night aircraft noise could be shared across large parts of Canberra and Queanbeyan.

It is the stated intention of Airservices Australia, the Commonwealth Government’s expert on aircraft noise, to not redesign the Noise Abatement Areas due to the rezoning of residential areas in the High Noise Corridor. Canberra International Airport strongly supports this policy.

Despite such policies, and the knowledge of such policies by residents who move to a residential area located under flight paths, the experience in Canberra and around Australia is that, after land developers have sold their interest at significant profit and moved on to other projects, future generations of residents will lobby for both operational restrictions on the Airport and for noise sharing. An example of the potential flight paths should noise sharing occur are shown in Figure 11.2.

If noise sharing were to result, this would have a negative effect on the lifestyle of residents of Canberra and Queanbeyan who are currently largely free from aircraft noise. This issue is particularly unfair because Canberra residents, who have built their homes in a location free from aircraft noise, may be subject to noise because the complaints of the potential residents of Tralee, Environa and The Poplars may be given more political weight because they are located in what is currently a key marginal federal electorate.

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

“Airservices Australia has ample experience from dealing with communities around airports Australia-wide to know that aircraft noise is very likely to become a major issue for potential future residents of “Tralee” should the proposal go ahead. If this occurs there would then be pressure for relief measures, such as placing restrictions on the operations of the Airport and for the “sharing” of noise by spreading the tracks over areas currently protected by the Noise Abatement procedures. The latter option would be particularly unfair to the current residents of those areas who may have purchased their properties in the expectation that they would not be subjected to unacceptable aircraft noise.” Airservices Australia, 8 October 2002.

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“Airservices Australia, which also monitors aircraft noise and flight track information, said evidence existed both domestically and internationally to suggest that aircraft noise concerns and complaints may become a growing issue should the Tralee development proceed.

This shows that the public perception of noise will become an issue for future generations of residents of Tralee. If this occurs, Airservices Australia will have very little scope to provide noise respite to the Tralee residents.

Noise Abatement Areas, specifically created by Airservices Australia over five years ago to offer a level of protection to the residents of much of Canberra and Queanbeyan, will be at risk.

‘It is also highly likely that other Canberra and Queanbeyan residents, who currently do not experience aircraft overflights, may well do so in the future if we are placed in a situation where we are required to re- distribute noise to provide respite for future Tralee residents.’ Mr Dudley said.” Airservices Australia, 16 August 2002.

If homes are built at Tralee, Environa and the Poplars, then residents under the flight paths are highly likely to exert pressure on the Commonwealth Government to change the flight paths, forcing aircraft to fly over Canberra and Queanbeyan to disperse (or ‘share’) the effects of noise over the whole community.

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

Whilst these outcomes could become a reality if houses are built in the High Noise Corridor, Canberra International Airport will actively oppose these outcomes and any residential development in the High Noise Corridor. We believe that the best option for the residents of Canberra and Queanbeyan is to ensure the High Noise Corridor is kept free from further residential development so that noise sharing is not required and so residents of Canberra can continue to have a fully operational 24-hour airport without any adverse aircraft noise impact.

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Figure 11.2 Potential noise-sharing flight paths (based on pre-1995 flight paths) Note the distribution of noise over large residential areas of Canberra and Queanbeyan.

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11.1 Noise outcomes specifically excluded by this Master Plan

The 2005 Master Plan specifically excluded a curfew at Canberra International Airport. A curfew is similarly excluded in this Master Plan. A curfew is not necessary at Canberra International Airport now or in the future. A curfew is not in the best interests of the community. It is an integral part of this Master Plan that Canberra International Airport does not have a curfew for the length of this Master Plan. This is the case irrespective of whether noise sharing is the outcome.

11.2 High Noise Corridor

To ameliorate and prevent the adverse environmental effects of aircraft noise and to avoid encroachment upon the Airport by residential land developers, we sought community and stakeholder consultation upon an agreed community standard where residential areas should not be located.

Based on the minimum acceptable altitudes determined by Airservices Australia as necessary to protect residents from aircraft noise,7 and on the departure and arrival flight paths, an area subject to significant adverse aircraft noise was identified. This area was defined by Canberra International Airport as the High Noise Corridor. A background paper detailing this area as prohibited for new residential development was released in April 2001 by Canberra International Airport, and was open for a widely publicised public consultation process, including six public meetings.

The results of consultation were as follows:

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

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

• support was also received for the High Noise Corridor from the property development industry. No opposition was received from the property industry through the consultation process. Note that Village Building Company, while expressing no opposition to the High Noise Corridor proposal during the consultation process, commenced vigorous opposition to the High Noise Corridor more than 12 months after consultation was completed as they had subsequently purchased an interest in an area of land in the Corridor in 2002; and

• Opposition was received from those residents located in the eastern portion of the Corridor on the approaches to the cross Runway 30. Their concerns were

7 5,000ft above ground is considered by Airservices Australia as the minimum acceptable altitude by jet aircraft for the avoidance of significant impact upon residents. Some disturbance can occur to some people even when aircraft are above this level.

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regarding the extent of the Corridor to the east of the Airport.

Following this consultation, changes were made to the extent of the eastern portion of the Corridor to address the concerns of the residents on the cross runway approach and departure paths. The changes made will not result in the possibility of noise sharing because alternative approaches are available, most notably to the main runway. Further, following this consultation and major stakeholder consultation, a reduction was made to the extent of the northern and southern corridor from 10 miles to 81 miles. The resulting area is shown in red in Figure 11.1 as the High Noise Corridor.

The noise footprint of a single Boeing 737-400 landing and taking off is shown in Figure 11.8, and the noise footprint of a single Boeing 767-300 landing and taking off is shown in Figure 11.9. Figure 11.3 shows the key southern High Noise Corridor for a B737-800 and includes the new curved RNP approach to the Airport as well as a RNP offset approach suitable for wide-body aircraft. Both of these RNP approaches were designed to curve around existing residents at Jerrabomberra located under the existing Runway 35 straight-in approach path.

The Commonwealth has stated 65 to 70dBA is the external noise exposure level where noise begins to become intrusive and, consequently it is reasonable to expect future residents will actively seek respite through operational changes as the Airport grows and the frequency of flights increases over time. 8 The 65dBA to 70dBA single event noise contours in Figures 11.3, 11.8 and 11.9 closely follow the border of the High Noise Corridor, indicating that noise exposure levels through the High Noise Corridor are significantly adverse. It is forecast that the frequency of noise exposures will increase in the High Noise Corridor as aviation traffic grows.

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

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

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Figure 11.3 B737-800 arrivals and departures in the Southern High Noise Corridor Note the curved 1.5 degree (RNP) approach path and the offset departure path both shift the noise away from Jerrabomberra to the rural lands in the High Noise Corridor known as Tralee and Environa. Also, note the extent of noise throughout the southern component of the High Noise Corridor.

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11.3 Measures to avoid noise disturbance

Minimising the impact of aircraft noise disturbance on the community continues to be one of our key goals. We have taken a proactive approach to managing the aircraft noise issue through comprehensive and ongoing consultation with the community and aircraft operators, and by working with statutory bodies such as Airservices Australia.

We have worked with aircraft operators and Airservices Australia to put in place an extensive range of aircraft noise respite measures to protect the community from aircraft noise. These noise respite measures include:

• Canberra and Queanbeyan Noise Abatement Areas;

• protection for Jerrabomberra residents from departure flight paths via on offset departure path;

• night protection for Jerrabomberra residents from arrival flight paths;

• required Navigation Performance (RNP) curved approaches to minimise noise at Jerrabomberra;

• protection of North Canberra residents through altered departure procedures Runway 30;

• higher overflight of residents located between Queanbeyan and Bungendore;

• increased protection for Carwoola, Captains Flat Road and Ridgeway residents;

• arrival procedures Runway 12;

• minimised noise to Pialligo and North Canberra residents from circuit traffic; and

• agreements with regular night-time aircraft operators to avoid overflight of the Noise Abatement Areas and to use the High Noise Corridor at all times unless operationally required.

Further detail on these noise respite measures as well as future measures under investigation are outlined in Appendix 5.

Figure 11.4 displays actual jet arrival and departure tracks for Boeing 737 aircraft showing that these procedures are working. Aircraft now largely avoid residential areas. Many of these procedures would be in jeopardy if current proposals to place houses under flight paths are permitted to go ahead.

11.4 Community aircraft noise complaint behaviour

Notwithstanding the extensive noise respite measures detailed above, aircraft noise complaints arise from residents living in the following areas:

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

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

• Carwoola;

• The Ridgeway;

• Wamboin;

• Sutton;

• Pialligo;

• Tuggeranong; and

• Gungahlin.

These areas, with the exception of Jerrabomberra and Pialligo, are subjected to single noise event levels from jet aircraft well below the 65dBA level at which Commonwealth authorities state that noise begins to become intrusive and, consequentially where it is reasonable to expect future residents will actively seek operational changes to avoid aircraft overflight of their properties9. These residents are subject to much less noise at much lower frequency than those areas in the High Noise Corridor. Note that some residents can be disturbed by single event noise levels well below 65dBA.

11.5 Community and industry consultation

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

11.6 Describing and displaying high levels of aircraft noise

Accurately and comprehensively describing and displaying aircraft noise impact is essential to maintaining a proactive approach to informing the community on aircraft noise issues. There are several measures used to describe and display aircraft noise

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

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impact, none of which is singularly able to show every aspect of the impact of aircraft noise. We therefore outline a number of these measures so that the community can form a more complete understanding of the effects of aircraft noise.

11.6.1 High Noise Corridor

The High Noise Corridor shows the area of land around Canberra subject to significant adverse aircraft noise exposure. Aircraft flight paths including recent Required Navigation Performance (RNP) procedures, Standard Instrument Departures (SIDS) and Standard Terminal Arrival Routes (STARS) have all been designed to concentrate aircraft noise within this corridor to the benefit of over 99.5% of residents in the region.

The High Noise Corridor is the key measure outlined in this Plan for the amelioration of the impact of aircraft noise, within which no further residential development should be permitted. Noting that single event noise contours shown in Figures 11.3, 11.8 and 11.9 exceed 65dBA, areas throughout this Corridor will be subject to high noise exposure, and the frequency of movements at this level of noise will increase as aviation traffic grows (as shown in Table 5.7). Lesser amounts of noise are experienced outside the Corridor, indicated by examining actual aircraft tracks and single event noise contours. Note that the High Noise Corridor is likely to disappear should noise sharing occur as a result of residential developments in the High Noise Corridor at locations such as Tralee and Environa.

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

11.6.2 Flight paths at and around the Airport

There are two ways of showing the flight paths at and around the Airport – by showing the recent aircraft tracks or by showing expected future tracks. The former method shows actual tracks for a particular period in the past based on radar data. It shows all such tracks whether aircraft are on track or not, and includes diversions due to weather or operational reasons. The disadvantage is that it only shows tracks from the past, and flight paths may change into the future. The latter method shows the expected main tracks in the future. Its advantage is that it reflects what we expect to be the main future tracks. However its disadvantages are twofold. Firstly, it does not reflect aircraft that may be off track. Secondly, it will not reflect flight paths if future flight paths change in an unexpected manner.

11.6.2.1 Actual Aircraft Tracks

Figure 11.4 shows the actual departure (green) and arrival (red) tracks for Boeing 737 jet aircraft. The tracks shown are for aircraft travelling below 6,890 ft (2,100m) above mean sea level, or approximately 5,000 ft (1,500m) above ground. These tracks are recorded by Airservices Australia using the Noise and Flight Path Monitoring System

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and are publicly available.

The tracks show actual aircraft tracks for a given period in the past, chosen to demonstrate the range of current jet flight paths operating to and from Canberra International Airport. This represents only a small proportion of aircraft flight paths into and out of Canberra. It is noted that over time flight paths change, especially in the advent of new GPS-based technologies, although these flight paths will be largely restricted within the High Noise Corridor if Option 1 above is chosen.

The map also does not show the noise impact of each aircraft, which can be better understood by examining single event noise exposure contours. The actual noise exposure contours vary by aircraft, and their impact is spread over a far wider area than the actual tracks, as shown in the following section.

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Figure 11.4 Actual Boeing 737 Jet Movements Actual Boeing 737 jet tracks show Noise Abatement Areas protect Canberra and Queanbeyan residents from aircraft overflight and noise is concentrated in the High Noise Corridor.

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11.6.2.2 Main future expected flight paths

The main expected future flight paths are highly dependent upon whether residential development occurs in the High Noise Corridor and hence if there is noise sharing in Canberra.

Option 1 – No Noise Sharing

Should there be no noise sharing, then the main expected future flight paths would be substantially similar to the existing flight paths into and out of Canberra Airport, with additional GPS and RNP approaches, such as the 15 degree offset RNP approach modelled in the Practical Ultimate Capacity ANEF. These flight paths are largely contained within the High Noise Corridor and are shown in Figure 11.1. The flight paths used in the ANEF are shown in Figures 11.5 and 11.6 and 11.7.

Figure 11.5 Arrival tracks utilised in the modelling of the Ultimate Practical Capacity ANEF

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Figure 11.6 Departure tracks utilised in the modelling of the Ultimate Practical Capacity ANEF

Figure 11.7 Circuit tracks utilised in the modelling of the Ultimate Practical Capacity ANEF

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Option 2 – Noise Sharing

Should development occur within the High Noise Corridor and noise sharing results, then the flight paths may be substantially different to the existing flight paths. Flight paths, and hence aircraft noise, may be dispersed over large areas of existing residential populations of Canberra and Queanbeyan. The exact location of the flight tracks is difficult to determine exactly as it is likely to be determined through the political process. The pre-1995 flight paths over Canberra and Queanbeyan, as shown in Figure 11.2, constitute one possible noise-sharing scenario, as they represent flight paths previously proven and flown by commercial jet aircraft.

Canberra International Airport has been consulting with the community regarding noise sharing, and there has been overwhelming resistance to noise sharing.

11.6.3 Single Event Noise contours

The actual single event noise exposure contours of representative aircraft are shown in Figures 11.8 and 11.9, which show the adverse noise impact, or noise footprint, that a Boeing 737-400/-800 and Boeing 767-300 have when using the main runway, and a Dash 8-300 has on landing on the cross runway (Runway 30). Figure 11.3 shows the impact of a Boeing 737-800 in the southern High Noise Corridors by aircraft on the new RNP approach and future 15-degree offset RNP approach, as well as existing arrival and departure paths.

The Commonwealth Government has stated that 65 to 70dBA is the level at which noise begins to become intrusive and consequently it is reasonable to expect residents in these areas will actively seek respite through operational changes as the Airport grows and the frequency of flights increases over time.10 At general aviation airports, noise can be a problem from 60dBA.11 In Canberra, some residents exposed to less than 60dBA are still calling for additional noise respite measures.

Further, it is our experience that it is often specific noise events (ie: even just a single aircraft) that cause the most concern and complaint response from residents and hence single event noise exposure contours are a better representation of noise exposure. For example, the arrival at around 6am of the direct flight from Perth has been subject to significant levels of complaints by residents, largely within the 65dBA single event contour. Such complaint behaviour would not have been predicted by measures which average out noise levels over a year.

10 The Hon John Anderson MP, Federal Minister for Transport and Regional Services, letter to the Hon Andrew Refshauge MP, NSW Deputy Premier and Minister for Planning, 27 August 2002. 11 Going Beyond Noise Contours, Department of Transport and Regional Services, October 2003.

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Figure 11.8 Single Event Contour – 737-400 arrivals and departures on Runway 17/35, 737-800 RNP arrivals on Runway 17/35 and Dash 8 arrivals on Runway 30 Note the extent of noise throughout the High Noise Corridor.

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Figure 11.9 Single Event Contour – 767-300 arrivals and departures on Runway 17/35 and Dash 8 arrivals on Runway 30 Note the extent of noise throughout the High Noise Corridor. While the offset arrival is not shown on this plan, it is expected that newer generation widebody aircraft will utilise an offset arrival to runway 35.

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11.6.4 N65 Contours

The N65 contours are a measure of the number of noise events due to aircraft noise that exceed the critical 65 dB(A) noise level at any given location, and are shown below in Figure 11.10. As outlined above, 65 dB(A) is the noise level at which noise becomes intrusive and at which residents will actively seek respite through operational changes as the Airport grows and the frequency of flights increase over time.

Figure 11.10 N65 Contours

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11.6.5 Australian Standard 2021 and the Australian Noise Exposure Forecast (ANEF) system

Whilst Canberra International Airport advocates the use of the High Noise Corridor as the appropriate land-use planning system in the vicinity of the airport, the 20 ANEF contour is the absolute minimum level of acceptability for the location of new housing. State, Territory or Local Government planning approvals of new residential development within the 20 ANEF contour breaches a fundamental duty of care owed to residents to provide basic residential amenity and protection from the adverse impact of aircraft noise. There is clear evidence of disturbance beyond the 20 ANEF contour and consideration should be given to the use of the 15 ANEF contour (or other measures such as the High Noise Corridor) as the measure of acceptability for residential development.

Canberra International Airport welcomes the position of the ACT Government on this issue:

“In the ACT, residential development is prohibited within the long-term 20 ANEF contour. This position has been taken to avoid the difficulties which arise when residential areas are developed under aircraft approach and departure corridors close to a major airport, with a view to maintaining a high level of residential amenity and protecting the long- term viability of the airport” Jacqui Lavis, Deputy Chief Planning Executive, ACT Planning and Land Authority, 25 July 2007.

It is also noted that the NSW Government in its revised s117(2) Directions (at Section 5.8 of the revised Directions dated July 19, 2007) formally restricts residential development to only being permitted outside the 20 ANEF (based on the “Worst-Case- Assumptions” ANEF scenario) in respect of the development of any future airport at Badgery’s Creek. We believe that a similarly prudent policy should exist at Canberra International Airport where no residential development may be permitted within the 20 ANEF contour.

The poor correlation between the level of complaints and the ANEF contours was highlighted by Dr Robert Bullen, consultant to Village Building Company, during consultation on the 2005 Master Plan, indicating the necessity of having the 20 ANEF contour as an absolute minimum standard:

“It’s well known that there is not a lot of a relationship between noise complaints and ANEF noise levels.

How come that is? Well, there are a lot of reasons for that. The main one is, in my view, that people complain for things like a particular event like “A plane flew over my house last night; it was really loud; I don’t hear it very often but what the hell is going on?” It doesn’t mean necessarily

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that people were seriously affected or affected at all in fact by the noise. What they are doing is asking what the hell is going on.

Another reason is that some people will complain for whatever reason. Some people have a propensity to complain, other people just don’t complain. For example, some people from a non-English speaking background, people who don’t feel comfortable ringing up authority figures or something, just tend not to complain. There are other people who, for whatever reason, complain because they feel like something can happen.

So, there is not a lot of relationship between complaints and ANEF levels. Absolutely.”

Dr Robert Bullen, consultant to Village Building Company, at Tuggeranong Community Council Meeting, 5 August 2004.

The September 2006 report of the Independent Review Panel for the Queanbeyan Land Release Inquiry was clear that there are noise affected areas outside the 20 ANEF, and stated that there are land use conflicts well outside the 20 ANEF:

“The Panel acknowledges that there are noise affected areas beyond 20 ANEF contour, and the amenity of these areas is compromised as a result, as evidenced by submissions to the Inquiry by local Jerrabomberra residents.”

Report of the Independent Review Panel for the Queanbeyan Land Release Inquiry, 1 September 2006 (p27).

The Report’s formal findings stated:

1. Land use conflicts clearly do arise between the Airport’s operations (particularly 24 hour operations) and residential environmental amenity in noise affected areas, and those noise affected areas go beyond the 20 ANEF contour line.

Report of the Independent Review Panel for the Queanbeyan Land Release Inquiry, 1 September 2006, (p28).

The Report continued to note, in reference to proposed residential development at Tralee, The Poplars and Environa, that:

Whilst a number of the sites being considered for residential rezoning are either wholly or in part outside of the 20 ANEF noise contour, this does not require or oblige the Minister to approve proposals for rezoning for residential land uses.

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Report of the Independent Review Panel for the Queanbeyan Land Release Inquiry, 1 September 2006, (p27).

The level of complaints in residential areas outside the 20 ANEF contour for Canberra and at other airports around Australia is of serious concern to Canberra International Airport. Our experience of the political process in the marginal Commonwealth Government seat around Canberra, and the advice of both the Commonwealth Government’s expert on aircraft noise, Airservices Australia, and the NSW Government’s Independent Inquiry, suggest that the approval of noise sensitive development under the flight paths just outside the 20 ANEF (as well as within the 20 ANEF) will not only lead to the serious possibility of noise sharing but also ruin the residential amenity of those residents at Jerrabomberra currently under the ILS approach to Runway 35. It is for this reason that we believe the appropriate land use planning tool to ameliorate the effects of the environmental issue of aircraft noise around Canberra International Airport is the High Noise Corridor. As a minimum, the method of managing noise intrusion in areas forecast to be subject to exposure above the significant ANEF levels is that there be no residential development inside the 20 ANEF.

11.6.6 Canberra International Airport Practical Ultimate Capacity ANEF

The ANEF refers to the Australian Noise Exposure Forecast for Canberra Airport. In the case of Canberra International Airport, this is currently the Ultimate Practical Capacity ANEF (Figure 11.12), endorsed by Airservices Australia for technical accuracy on 11 January 2002.

A new ANEF has been prepared and is shown in draft form in Figure 11.11. The new ANEF was created by independent expert consultants in consultation with Canberra International Airport with the assistance of two reports analysing the capacity of the airport system based on a set of determined aircraft operations and a detailed meteorological analysis to model actual and theoretical runway capacity. The new ANEF has also undergone significant community consultation for community and industry input. Following over six months of review and refinement, Airservices Australia advised Canberra International Airport on 18 June 2007 that the ANEF was in a form ready for technical endorsement, once final consultation had taken place. This new ANEF, once endorsed for technical accuracy, will replace the ANEF approved on 11 January 2002. if this endorsement takes place before this draft Master Plan is submitted to the Minister, then the ANEF endorsed on 11 January 2002 will be removed from this document and replaced by the new ANEF.

Australian Standard 2021 confirms that there can only be one ANEF current for an airport at any one time and, further, that a more recently endorsed ANEF supersedes a previous one. This means on the date that the Ultimate Practical Capacity ANEF was endorsed for technical accuracy by Airservices Australia, it replaced the previous Year 2050 Practical Ultimate Capacity ANEF, and similarly on the date that a new ANEF is endorsed by Airservices Australia, it will replace the existing ANEF.

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Figures 11.5, 11.6 and 11.7 show the arrival and departure tracks modelled in the new ANEF. These tracks, based on existing flight tracks as well as two new instrument offset approaches, were finalised following a consultation meeting with senior Airservices Australia Air Traffic Control staff.

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Figure 11.11 The Ultimate Practical Capacity ANEF, under consideration by Airservices Australia Note the similarity of these contours to the High Noise Corridor.

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Figure 11.12 The 2050 Practical Ultimate Capacity ANEF, endorsed by Airservices Australia 11 January 2002

Canberra International Airport Page 103 Preliminary Draft Master Plan 2008 12. Environmental Management Environmental Management

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

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

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

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

In partnership with tenants and the airlines, Canberra International Airport regularly monitors groundwater and stormwater flows and other environmentally sensitive issues, such as the safe management of the Eastern Lined Earless Dragon and detailed mapping of the Natural Temperate Grasslands.

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

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

12. Environmental Management

“Capital Airport Group has a corporate commitment to ensuring every development is improved in efficiency and sensitivity to the surrounding environment while creating healthy environments to work within. The Group’s Canberra Airport and Brindabella Business Park development has also demonstrated vision by including social infrastructure such as child care and health and fitness facilities and alternative transport services.”

“Capital Airport Group has a strong commitment to minimising the environmental impact of development and maximising building and infrastructure efficiency and building occupant health. Sustainable development principles are central to the Group’s philosophy, evident from both a top down commitment by Chairman Terry Snow to the management team and project consultants.” Green Building Council of Australia, 16 December 2003

12.1 Vision for environmental management

We are committed to continuing the development of a safe, efficient and contemporary Canberra International Airport in harmony with the environment, minimising the ecological impact of the ongoing development and operation of the Airport by adopting innovative technologies, designs and processes. More detail on the Airport’s environmental management is provided in the Airport’s Environment Strategy (approved 3 June 2005).

12.2 Major achievements to date

The state of the environment at Canberra International Airport has been and will continue to be maintained at a very high level. This has been achieved by investment in some of the most sustainable buildings in Australia, by leadership in the environmental management procedures in place, and by partnership with the airlines and tenants in a range of environmental issues. Landscaping on the Airport has enhanced the vista for visitors and passing motorists, as well as for all employees and users of the Airport, reinforcing Canberra as the Garden City.

We have implemented a range of environmental initiatives over the course of the past five years:

• national leading sustainable development, with extremely low energy consumption, resulting in Australia’s first Green Star rating, and achieving a rating of 5 stars;

• buildings which emit 75% less carbon dioxide than conventional buildings, and

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55% less carbon dioxide than the highest 5 star ABGR rating;

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

• on-site utilisation and recharge of groundwater to reduce consumption from the ACT potable water supply;

• development of a protocol for the safe management of an endangered species, Eastern Lined Earless Dragon, which has provided the opportunity for further research on the species;

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

• development of a stormwater strategy which considers both quality and quantity of water, including stormwater detention and reuse opportunities;

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

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

• planted over 3,000 trees and over 10,000 shrubs on the Airport. (We reserve the right to remove any tree or shrub on Airport for development. The usual processes of the Airport Building Controller will be complied with);

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

• development of standard safety, security and environmental procedures – standard airside conditions to include protection and mitigate the impact on environmentally significant and sensitive areas, and the prevention of pollution by airside contractors;

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

• a standard construction EMP has also been developed so that all the issues identified in our Environment Strategy can be identified for each major Airport construction;

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

• implementation of the Green Star accreditation programme run by the Green

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Building Council, initially for selected buildings at the Airport; and

• development of aircraft ground running guidelines in consultation with operators and air traffic control.

12.3 Identification of environmental issues

The plans for growth and expansion outlined in this Master Plan will result in the achievement of the vision to develop Canberra International Airport as a first-class facility to serve the region’s evolving transportation needs and to maximise the Airport’s contribution to the region’s economy. At the same time this will result in more people using the facility, more aviation traffic and more use of natural resources. Our aim is to minimise the environmental impact of achieving this vision using commercially achievable management strategies.

The environmental issues that may be encountered at Canberra International Airport and the measures to mitigate against any adverse affects are outlined in detail in the Canberra International Airport Environment Strategy.

The Airport Environment Report prepared each year for DOTARS outlines the implementation of the Environment Strategy and the impact of development and operations on the environment at the Airport. The quality of the state of the environment at Canberra International Airport is high due to our effective environmental management of the Airport in partnership with airlines and tenants.

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

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

• effects on flora and fauna, including any impact upon the grasslands and associated endangered species, and land management;

• stormwater management;

• use of natural resources;

• air, soil and water quality;

• waste generation;

• handling of hazardous products;

• indigenous and cultural heritage; and

• construction impacts.

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The following section assesses these issues and outlines plans for dealing with these environmental issues.

12.4 Plans for dealing with environmental issues

This section assesses the environmental issues that might reasonably be expected to be associated with the implementation of the Master Plan and our plans for dealing with these issues.

12.4.1 Noise

As the frequency of flights grows, the size of aircraft grows, the increased frequency of night-time operations grows and as on-airport operations grow, the amount of aviation noise on the departure and approach routes and on the airport will increase. With the growth of aviation and non-aviation activities, there is also expected to be noise from ground operations of the airport, from ground traffic and from construction.

This section distinguishes between “in-flight” noise and “on-airport” aircraft noise. In- flight noise refers to noise when an aircraft is on approach or departure, when landing or taking off or when taxiing. On-airport noise is noise from all activities including aircraft, cars, people and construction, but does not include noise generated by aircraft that are either taxiing, in take-off or landing, or in flight.

In-flight aircraft noise

In-flight aircraft noise will grow significantly as the frequency of flights grows, the size of aircraft grows and as the increased frequency of night-time operations grows. The assessment of the environmental issues that might reasonably be expected to be associated with such growth and our plans for dealing with such issues, most notably by appropriate land-use planning through the adoption of the High Noise Corridor, are outlined in Chapter 10.

On-airport aircraft noise

The two rounds of noise monitoring on Airport together with the history of complaints confirms that the management of on-airport noise has been effective, partly because Canberra Airport has a minimal number of residents living near the Airport, the exception being a small number of residents at Pialligo, and the improved procedures for aircraft ground running.

We have used a variety of techniques to mitigate on-airport noise in the past, most successfully through engine ground running guidelines. Engine ground running guidelines have been developed and were put in place on 1 February 2004 to ensure the noise caused by engine ground running for maintenance is conducted at an isolated area of the Airport with due sensitivity to “on-airport” tenants and neighbouring properties. It is a requirement of operators that they operate consistently within these guidelines.

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With the exception of two complaints from runup noise from C130 aircraft the only noise complaints over the last five years relating to airport activities have been found to be in regard to aircraft either taxiing or in-flight (departing or landing), that is, in-flight noise. Due to the success of historical measures, in order to deal with the environmental issue of on-airport noise, the measures used in the future will reflect those of the past, in particular, the continued operation of ground engine running guidelines.

12.4.2 Flora and Fauna

Grasslands

Grassed areas have been more precisely mapped in and around the Airport. The largest areas of Natural Temperate Grassland extend north from the Airport to the Majura Field Firing Range. The Fairbairn Northern Road providing access to Fairbairn from Majura Road or from the future Kowen Parkway might reasonably be expected to impact upon these areas. To deal with this issue, the Fairbairn Northern Road will be positioned where possible on existing roads or on areas of lower quality grasslands. Small areas of Natural Temperate Grassland might reasonably be expected to still be affected. Where such grasslands are affected, they may be destroyed or moved and reinstated on areas of grass of quality 3, 4 or 5 subject to relevant approvals.

Smaller patches of Natural Temperate Grasslands are located at other areas on the Airport. Some of these areas may be expected to be affected through the implementation of this Master Plan. Where such grasslands are affected, they may be destroyed or moved and reinstated on areas of grass of quality 3, 4 or 5, subject to relevant approvals.

Environmentally significant grassland areas are outlined in the Environment Strategy. Some developments might reasonably be expected to take place in these areas in the timeframe of this Master Plan. These developments will take place in accordance with the Grassland Management Plan. If there are Natural Temperate Grasslands on the site then it may be destroyed or moved and reinstated on areas of lower quality grasslands.

The Environment Strategy more fully describes our commitment to ongoing research and development of the Airport in response to the range of quality of grasslands located within the Airport. The Airport’s Grassland Management Plan, which will be updated from time to time, further outlines the grassland management principles and management issues associated with the grasslands and details how the grasslands will be managed.

Grassland Earless Dragon

The Grassland Earless Dragon habitat is located at the northern end of the Airport north of Taxiway Foxtrot. Despite significant investigations to find Dragon specimens in this area, no Dragons have been found in recent years. As there has been no change in the Airport operations in these areas, this non-observation of Dragons has been suggested by experts to be due to the drought and the significant kangaroos overgrazing in the

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adjoining Majura Field Firing Range. With the construction of the extended Taxiway Bravo and runup bays, as approved in the 26 August 2004 Runway and Taxiway Major Development Plan, and other developments, it might reasonably be expected that, in implementing this Master Plan, development may take place on or near the south western part of the Dragon habitat. Inspection of the area affected by the extension of Taxiway Bravo, including a high speed taxiway, has taken place and no Dragons have been found.

Environmentally significant Dragon areas are outlined in the Environment Strategy. Some developments might reasonably be expected to take place in these areas in the timeframe of this Master Plan. If development takes place in such areas, it will be undertaken in accordance with the protocol outlined below.

During 2001 a protocol was developed in consultation with major stakeholders to enable such developments in or around the significant Grassland Earless Dragon habitat as outlined in the Environment Strategy. The updated protocol is included in the Grassland Management Plan, the key component of which involves the search for invertebrate holes in development areas earmarked for future development located on the significant Grassland Earless Dragon habitat. If Grassland Earless Dragons are found in the invertebrate holes, then they will be rescued and relocated to a more sustainable location.

Consultants provide advice, carry out monitoring and research contributions to the body of knowledge of this species. The Environment Strategy more fully describes our ongoing commitment and research of the Grassland Earless Dragon.

12.4.3 Stormwater flow management

The Airport is located in a catchment which has been modified over time by the installation of contour banks to divert water around the main Airport runway and the development of sediment control structures in the 1950s to minimise sediment reaching Lake Burley Griffin. The majority of the stormwater at the Airport is collected in a network of open and closed drains before being discharged to Woolshed Creek, Pialligo Brook and via off-site drains to the Molonglo River. All flows ultimately drain to Lake Burley Griffin.

Construction projects might reasonably be expected to have short-term effects on stormwater flows. Such effects will be dealt with and managed on major projects by Environment Management Plans.

In addition, it might reasonably be expected that stormwater flows will change due to the increased area of impervious surfaces and due to the diversion of stormwater around and through developments. Where it is likely that there are to be such changes, then developments will be designed in accordance with the relevant Australian Standards.

The Canberra International Airport Stormwater Management Plan was developed in consultation with the Department of Transport and Regional Services to manage stormwater flows around the Airport. It will be used and progressively updated as

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development grows around the Airport.

12.4.4 Natural Resources

Canberra International Airport is a large, growing and complex facility. As such, in the context of the ACT, it is a significant user of natural resources such as electricity, water, fuel and materials. As the Airport is growing, it is reasonably expected that the use of such resources will continue to grow.

To deal with this issue, we aim to improve resource use efficiency through the adoption of more efficient technologies which are commercially sustainable. This may include:

• further improvements in water and energy efficiency at the Airport by adoption of passive design and new technologies, recycling and reuse; • continued application of sustainability principles to development at the Airport; and • monitoring of ground transport use and identification of efficiencies in both time and resource use.

We are a member of the Green Building Council of Australia. Our commitment is to maximise the environmental sustainability of the building development and operations on the Airport through the application of principles used by the Green Building Council.

12.4.5 Air, soil and water quality

Air quality

Air quality at the Airport and in Canberra more generally is excellent. No significant adverse impact is expected from future Airport operations. Air quality monitoring took place in October 2004, which revealed no significant issues. Further monitoring will take place in accordance with the Environment Strategy.

Soil and water quality

There is the potential that Airport operations may impact upon soil and water quality at sensitive sites which handle hazardous substances. All major sensitive sites (such as the Airport service stations) will be required to have groundwater monitoring bores from which baseline data is initially collected prior to operation as new sites. The development of the terminal service station, which included a pollution risk monitoring system, won the Master Builders’ Association/ACT Government Environmental Award in 2002. All groundwater bores will be monitored in accordance with the Environment Strategy.

We have actively participated in workshops and consultations on the whole of the stormwater catchment management initiatives. This included the cross border development of the 2002 Sustainable Water Action Plan.

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Stormwater flows will be managed in accordance with the Stormwater Management Plan. We have regularly monitored stormwater flows into and out of the Airport since we commenced management of the Airport in 1998, with the exception of when flow rates have been too low to monitor and the monitoring will continue in accordance with the Environment Strategy and the Stormwater Management Plan.

12.4.6 Handling of hazardous products

As the Airport grows according to this Master Plan, it is expected that more hazardous goods will be handled by us, by contractors, and by Airport tenants. The source of hazardous products are generally fuels, oils, asbestos and chemicals. The management and storage of these products are undertaken in accordance with ACT Legislation, as outlined in the Environment Strategy. Standard Operating Procedures (SOPs) have been developed to respond to spills or to manage any emergency response required. These are detailed in the Environment Strategy and the Canberra International Airport Standard Operating Procedure Manual.

12.4.7 Waste generation

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

Waste management and minimisation issues relating to construction and demolition are covered in the standard Environmental Management Plan (EMP) prepared for the developments.

12.4.8 Indigenous and European heritage A cultural heritage assessment of Canberra International Airport was undertaken in 2001 including a desktop assessment, a surface field assessment and salvages and sub- surface testing pitting. These assessments concluded that the vast majority of the Airport was of low archaeological sensitivity. A small strip of land in the very southern tip of the Airport was identified as having moderate sensitivity. This strip has since been developed as a car park. Land development in this small strip required the site to be monitored during initial excavations and items of cultural significance provided to the appropriate ACT Heritage Unit. This was in accordance with procedures outlined in the Environment Strategy. A small remaining strip exists in the very south-east corner of the Airport for which the archaeological sensitivity is unknown but is believed to be of either low or medium sensitivity. Similar procedures will be followed for this area.

A new national heritage system came into effect on 1 January 2004 and no building on the Airport site is a Listed Heritage Place on the Commonwealth Heritage List. Airports are no longer subject to the Commonwealth Heritage List established under the Environment Protection and Biodiversity Conservation Act 1999. Heritage issues at all Australian capital city airports, including at Canberra International Airport, will instead be managed under the requirements of the Airports Act 1996 and Airports (Environment Protection) Regulations 1997. The heritage elements of Fairbairn have been defined in Appendix 6. We will develop a Heritage Management Plan to manage these elements

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through the evolution of Fairbairn into a living, vibrant location as outlined in Chapter 7.

12.4.9 Construction impacts Construction may have a number of impacts, including soil erosion, generation and use of fill, generation of dust, and noise from equipment. Many of these issues are dealt with in the discussion above. To deal with these environmental impacts, all major projects undertaken at Canberra International Airport will be managed by individual Environment Management Plans that include consideration of all factors including waste, air quality, soil erosion, construction noise and potential siltation of stormwater. The implementation of project Environment Management Plans is administered by Capital Airport Group and overseen by the Airport Environment Officer to ensure compliance and timely remedies where incidents arise.

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Appendix 1 – Definitions, Abbreviations, Acronyms

Land Use Definition ACRDC Australian Capital Regional Development Council ACTEW ACT Electricity and Water ACTPLA ACT Planning and Land Management Authority Administrative Use The use of any land, building or other structure for the purpose of a Court, House of Assembly, Territory Administration Centre, City Hall, Information Centre or other civic administration activities. Administrative and Any of the following uses: Utility Services (a) Administrative Use; (b) Community Protection Facility; (c) Defence Installation; or (d) Public Utility. ADTV Average Daily Traffic Volume Agriculture The use of land for the cultivation of any plants, fruit, vegetable or flower (including berries or vines) or keeping, breeding and raising of livestock or any other living thing for commercial production but excludes any cultivation or animal husbandry carried out mainly for the enjoyment of, or consumption by, the owner(s) or occupier(s) of the land or any other purpose defined. AIP Aeronautical Information Publication ANEC Australian Noise Exposure Concept ANEF Australian Noise Exposure Forecast ANEI Australian Noise Exposure Index ANER Australian Noise Exposure Response ARFF Airpport Rescue Fire Fighting ASA Airservices Australia ATC Air Traffic Control Broadacre The use of land, building or other structure for Administrative and Utility Services, Agriculture, Animal Care Facility, Caravan Park/Camping Ground, Community Facility, Education and Office establishments used by the Department of Defence, Defence Installation, General Farming, Intensive Farming, Landscape Buffer, Open Space, Outdoor Recreation Facility, Park, Retail Plant Nursery, Scientific Research Establishment, Tourist Facility, or Transport Facility, including Road and Rail. Cafe Any premises used for intended for use for the preparation and sale to the public of food and nonalcoholic beverages for consumption on the premises or elsewhere and includes take-away food, fast food and snack bars and the like. CASA Civil Aviation Safety Authority Club A meeting place for persons associated, or for a body incorporated, for a social, sporting, athletic, literary, political or other like purpose, and includes premises in respect of which a club licence is held in accordance with the provisions of the relevant liquor licensing regulations, including Aquatic Recreation Facility and Indoor Recreation Facility and Outdoor Recreation Facility. Commercial A building or place used for use for the purpose of providing temporary Accommodation accommodation and includes a hotel, motel, guest house, caravan park/camping ground, serviced apartment, serviced house and the like. Commercial A sign, other than real estate temporary directional signs, erected within road Roadside Sign reservations to advertise goods and services or nearby commercial events, such as auctions or sales, and includes placards, sandwich boards, posters and the like.

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Communications A facility for the purpose of transmitting air-borne signals using radio masts, Facility towers, satellite disks and the like and includes Australia Post and Telecom communications facilities, and television/radio broadcasting facilities. Community Facility Any of the following uses as herein defined: (a) Educational Establishment (b) Scientific Research Establishment (c) Cultural Facility (d) Hospital, Health Centre (e) Institutional Use (f) Church Use (g) Social/Community Facility CPI Consumer Price Index Cultural Facility A building or place used or intended for use for the purpose of cultural activities and may include a library, museum, theatre, concert hall or art gallery. Defence Installation A building or place operated by the Department of Defence or national security services or the armed forces of Australia or their contractors, and includes Department of Defence offices, offices associated with national security and Defence communication facilities, and any facilities operated by direct contractors with the Department of Defence. DCA Department of Civil Aviation DME Distance Measuring Equipment DOD Department of Defence DUAP Department of Urban Affairs and Planning (NSW) EIS Environmental Impact Statement FAA Federal Aviation Administration FAC Federal Airports Corporation Financial A building or place used for the purpose of a bank, co-operative society or other Establishment financial institution.

Forestry Land used for the arboriculture, silviculture, forest protection, cutting, dressing and preparation other than in a sawmill or planning mill of wood and other forest products and the establishment of roading required, for the removal of wood and forest products and for forest production. GA general aviation GPS Global Positioning System Health Centre A building or place used for the medical care (including diagnosis, preventative care and counselling) of out-patients only and may include medical or dental clinics, family planning clinics, first aid station or other professional or paramedical health care services. Health Centre use includes Consulting Rooms use. HIAL High Intensity Approach Lighting ICAO International Civil Aviation Organisation IFR Instrument Flight Rules ILS Instrument Landing System IMC Instrument Meteorological Conditions Industry The use of land for the principal purpose of manufacturing, assembling, altering, repairing, renovating, ornamenting, finishing, cleaning, washing, winning of minerals, dismantling, processing, or adapting of any goods or any articles. INM Integrated Noise Model JOSF Joint Oil Storage Facility

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Landscape Buffer The treatment of land for the specific purpose of: (a) enhancing or protecting the amenity of neighbouring land; (b) meeting engineering or environmental standards by: (i) Screen planting or shelter belt planting; (ii) Acoustic treatment including mounds etc; (iii) Amenity landscaping; (iv) Other landscaping required to supplement adjoining areas. MLS Microwave Landing System MTOW Maximum Take-Off Weight NAL National Acoustics Laboratory NCA National Capital Authority Office Any premises used for the purpose of administration (including commercial and public administration), and clerical, technical, professional or like business activities. OLS Obstacle Limitation Surface(s) Open Space Land intended for use primarily for public recreation, conservation or amenity purposes and which may include facilities for the enjoyment or convenience of the public. Other Use The use of land, building or other structure for Broadacre, Commercial Accommodation, Dwelling (if necessary for the operation of any permitted use), Light Industry, Place of Assembly or Retail. PANS-OPS Procedures for Air Navigation Systems – Aircraft Operations Passenger Transport Any of the following uses: Facility (a) bus transport facilities, including bus interchanges, interstate bus terminals, driver rest facilities, or bus garaging and equipment maintenance depots; (b) transport ticket services. Personal Service Any premises used or intended for use for the purposes of barbering, skin care, Establishment non-professional health and/or body care, photography, and like activities, but does not include any premises used or intended for use for a purpose elsewhere herein specifically defined; Primary Use The landing and departure of aircraft, the housing, servicing, maintenance and repair of aircraft, the assembly and dispersal of passengers and goods, and uses determined by the airport lessee to be associated with or ancillary to the operation of the airport. QCC Queanbeyan City Council RAAF Royal Australian Air Force Retail The selling of goods and providing personal services in any quantity and by any means other than by wholesale and includes retail shops, restaurants, drink establishments, drive-in facilities, bulky retailing, bulk landscape supplies, vehicle sales, service stations, retail plant nurseries and produce markets. RPT Regular Public Transport Scientific Research A building or place used for the purposes of scientific research including the Establishment development of electronic technology, biotechnology or other scientific disciplines for application to commerce, industry, or government and which may include scientific laboratories, meteorological uses, observatories and facilities operated by the Commonwealth Scientific and Industrial Research Organisation or private organisations.

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Social/Community A building or place used by a public authority or a body of persons associated Facility for the purpose of providing for the social welfare of the community which may include:

(a) meeting rooms, neighbourhood centres, recreation, Child Care Centre, child minding (including care and ancillary education), cultural activities, social functions and the like;

(b) a community club being a building or place used by persons sharing like interests, but not including a licensed club; whether or not that building or place is used for another purpose including associated administration. SPA Special Purpose Aircraft Transport Facility The use of land or a building for or associated with the movement of goods and people by road, rail and air. USAF United States Air Force VFR Visual Flight Rules VHST Very High Speed Train VML Visual Meteorological Conditions VOR VHF Omni-directional Range VPD Vehicles Per Day VPH Vehicles Per Hour If there is no definition in the above table, refer to the definitions in the National Capital Plan.

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Appendix 2 - Consultation

Consultation was undertaken with the following organisations during the preparation of the Master Plan.

Preconsultation

Preconsultation meetings were offered in writing to the following groups:

• ACT Chief Minister’s Department • ACT Planning & Land Authority • Airservices Australia • Australian Federal Police • Australian Quarantine and Inspection Service • Brindabella Airlines • Canberra Aero Club • Civil Aviation Safety Authority • Corporate Air • Customs • Department of Defence • National Capital Authority • NSW Government • Palerang Council • Qantas • Queanbeyan City Council • Virgin Blue Airlines • Yass Valley Council

The following groups accepted the invitation and attending meetings regarding the new Master Plan:

• ACT Planning and Land Authority • Australian Quarantine and Inspection Service (by telephone) • Canberra Aero Club • Corporate Air • Customs • Department of Defence • National Capital Authority • NSW Government • Palerang Council (by telephone) • Queanbeyan City Council

Public Consultation

This Master Plan will be publicly exhibited as a preliminary draft for a period of 60

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days, during which time members of the public will have the opportunity to submit written comments to: Canberra International Airport 1/2 Brindabella Circuit Canberra Airport ACT 2609

Public meetings

At least one public meeting will be held through the public consultation period. Details of this meeting and other consultation will be incorporated in the final draft Master Plan.

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Appendix 3 – Land Use Schedule and Definitions

SOUTH EAST PRECINCT LAND USE SCHEDULE

Category Permitted and Intended Uses Include Transport Facility Airport The use of land or a building for or Military Aviation associated with the movement of goods and Helicopter Landing Facility people by road, rail and air. Public Transport Facility Taxi Cabs/Hire Cars Rental Vehicles Coach/Bus Services Fuel Sales (Sales/service, spare parts of above)

Open Space Park Landscape Buffer Open Space Plant Nursery Forestry Environment Protection

Broadacre Broadacre

Advertising Interior and External Signs, Marketing Products and Services

Agriculture Horticulture Broadacre

Aero Services Fire Services Air Safety Aerodrome

Facilities to Public, Tenants and Staff Food and Beverage Sales Personal Service Establishment Retail Offices Financial Establishment Communication Facility Cultural Facility Club Consulting Rooms Commercial Accomodation Community Facility Wholesale

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SOUTH WEST PRECINCT LAND USE SCHEDULE

Category Permitted and Intended Uses Include Transport Facility Airport Military Aviation Helicopter Landing Facility Public Transport Facility Taxi Cabs/Hire Cars Rental Vehicles Coach/Bus Services Fuel Sales (Sales/service, spare parts of above)

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

Industry Environmental In Bond/Tax Free Zone Food and Beverage

Facilities to Public, Tenants and Staff Food and Beverage Sales Personal Service Establishment Retail Offices Financial Establishment Communication Facility Cultural Facility Club Consulting Rooms Community Facility Wholesale

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SOUTH WEST PRECINCT LAND USE SCHEDULE

Category Permitted and Inteded Uses Include Commercial Accommodation Hotel/Motel Food and Beverage Functions Seminars

Regional Trade Centre Canberra and Region Products and Service Displays and Sales Defence Industry Products and Services Displays and Sales

Defence Installation Defence Offices and Facilities Sales and Service of Defence Products

Open Space Park Landscape Buffer Open Space Plant Nursery Forestry Environment Protection

Broadacre Broadacre

Agriculture Horticulture Broadacre

Advertising Interior and External Signs, Marketing Products and Services

Aero Services Fire Services Air Safety Aerodrome

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NORTH WEST PRECINCT LAND USE SCHEDULE

Category Permitted and Intended Uses Include Transport Facility Airport Military Aviation Helicopter Landing Facility Public Transport Facility Taxi Cabs/Hire Cars Rental Vehicles Coach/Bus Services Fuel Sales (Sales/service, spare parts of above)

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

Industry Environmental In Bond/Tax Free Zone Food and Beverage

Facilities to Public, Tenants and Staff Food and Beverage Sales Personal Service Establishment Retail Offices Financial Establishment Communication Facility Cultural Facility Club Consulting Rooms Community Facility Wholesale

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NORTH WEST PRECINCT LAND USE SCHEDULE

Category Permitted and Intended Uses Include

Commercial Accommodation Hotel/Motel Food and Beverage Functions Seminars

Defence Installation Defence Offices and Facilities Sales and Service of Defence Products

Aero Services Fire Services Air Safety Aerodrome

Open Space Park Landscape Buffer Open Space Plant Nursery Forestry Environment Protection

Broadacre Broadacre

Advertising Interior and External Signs, Marketing Products and Services

Agriculture Horticulture Broadacre

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NORTH EAST PRECINCT LAND USE SCHEDULE Category Permitted and Intended Uses Include Transport Facility Airport Military Aviation Helicopter Landing Facility Public Transport Facility Taxi Cabs/Hire Cars Rental Vehicles Coach/Bus Services Fuel Sales (Sales/service, spare parts of above)

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

Industry Environmental In Bond/Tax Free Zone Food and Beverage

Community Facility Educational Establishment Scientific Research Establishment Cultural Facility Hospital, Health Care Institutional Use Church Use Community Facility

Facilities to Public, Tenants and Staff Food and Beverage Sales Personal Service Establishment Retail Offices Financial Establishment Communication Facility Club Consulting Rooms Wholesale

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NORTH-EAST PRECINCT LAND USE SCHEDULE

Category Permitted and Intended Uses Include Commercial Accommodation Hotel/Motel Food and Beverage Functions Seminars Training Accommodation Education Accommodation

Regional Trade Centre Canberra and Region Products and Services, Displays and Sales Defence Industry Products and Services Displays and Sales

Defence Installation Defence Offices and Facilities Sales and Service of Defence Products

Residential Single and/or multiunit dwellings

Open Space Park Landscape Buffer Open Space Plant Nursery Forestry Environment Protection

Broadacre Broadacre

Advertising Interior and External Signs, Marketing Products and Services

Aero Services Fire Services Air Safety Aerodrome

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Appendix 4 - Airservices Australia References

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Appendix 5 – Current and Future Noise Respite Measures

Current Noise Respite Measures

The following noise respite measures are in place to protect residents living in the vicinity of Canberra International Airport from the adverse effects of aircraft noise. These measures protect 99.5 per cent of Canberra and Queanbeyan residents from aircraft noise, but many would have to be abolished in the event of noise sharing. These procedures may evolve and change in response to community needs.

1 Canberra and Queanbeyan Noise Abatement Areas – established 1995

The Noise Abatement Areas are the most important measure in keeping Canberra and Queanbeyan largely free from aircraft noise.

They were introduced to reduce the overflight of residential suburbs by arriving and departing aircraft, following community outcry of significant adverse aircraft noise over Canberra and Queanbeyan. Within the Noise Abatement Areas jets may not fly below 5,000ft (1,500m) above ground level, and large propeller aircraft may not fly below 3,000ft.

These Noise Abatement Areas are shown in blue-green in Figure 11.1. They ensure aircraft avoid the overflight of residents of Canberra and Queanbeyan, and noise sharing would result in their abandonment. As outlined in Chapter 11, if proposed residential development proceeds at Tralee or Environa, this measure would be under threat.

2 Protection for Jerrabomberra residents from departure flight paths – established 1996

Following complaints from the residents of Jerrabomberra, a 12 degree offset departure path was established, ensuring aircraft taking off to the south on Runway 17 fly to the west of these residential areas, over rural land at Tralee and Environa (refer Figure 11.1). If proposed residential development proceeds at Tralee or Environa sites, this measure would be under threat.

3 Night Protection For Jerrabomberra residents from arrival flight paths – established 1998

Given the predominant landing runway was traditionally Runway 35 from the south, a noise respite measure was introduced such that between 8pm and 7am Runway 17 from the north is the preferred landing runway when weather conditions permit. This measure ensures that overflight of Jerrabomberra residents is avoided for most night hours because aircraft are able to land from the north. Departures can be made either to the south over rural land at Tralee and Environa, or to the north if other aircraft are not

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landing at the Airport. If proposed residential development proceeds at Tralee or Environa, this measure would be under threat.

4 Required Navigation Performance (RNP) curved approaches – established 2005

In 2005 Qantas B737-800 aircraft first utilised new GPS-based technology known as Required Navigation Performance or RNP to operate a curved noise abatement approach to Runway 35. Canberra was the first airport in Australia to be selected for this technology. This approach means that aircraft using this RNP approach now safely avoid overflying Jerrabomberra on arrival, and instead fly over the currently rural areas of Tralee and Environa.

The new RNP approach to Runway 35 delivers a highly significant 9-10dBA reduction in noise to Jerrabomberra. This equates to an almost halving of the noise impact on residents of this suburb.

Further, the RNP approaches allow for more direct tracking, which in turn minimises lateral aircraft noise.

RNP departures and a precision-like approach to Runway 17 are also now utilised by appropriately equipped aircraft, providing very substantial safety and fuel savings.

Currently the technology is utilised wherever possible by Qantas 737-800 aircraft. It is expected that more and more of these aircraft will be deployed to Canberra routes in upcoming years. Virgin Blue has also advised that they will utilise these approaches for their entire B737 fleet in the near future and the technology is also available to the RAAF 34 Squadron fleet of aircraft.

The existing RNP Procedures, as well as a new RNP procedure acceptable to wide-body aircraft, have been incorporated into the new Canberra International Airport Practical Ultimate Capacity ANEF.

When compared with standard (instrument or non-instrument) arrivals, the RNP arrivals are extremely accurate, and tracks can be accurately predicted.

If proposed residential development proceeds at Tralee or Environa, this measure is under threat.

5 Protection of North Canberra residents through altered departure procedures Runway 30 – established 2001

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

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6 Higher overflight of residents located between Queanbeyan and Bungendore – established 2001

For aircraft travelling to the training area near Bungendore, a noise respite procedure was implemented ensuring light aircraft travel at an altitude 500ft higher than was previously the norm once on track. This reduces noise exposure to light aircraft for residents living below this flight track, mainly in Wamboin (NSW).

7 Increased protection for Carwoola, Captains Flat Road and Ridgeway residents – established 2002

Amended arrival procedures to Runway 30 from the east were put into place in 2002 to provide noise respite to the rural-residential areas of Carwoola, Captains Flat Road and the Ridgeway (all in NSW), involving directing aircraft over currently unpopulated western areas of Kowen Forest. When the ACT Government develops Kowen as a residential settlement, this measure may need to be refined.

8 Arrival procedures Runway 12 – established 2002

Similar to the departure procedures for Runway 30 implemented in 2001, arriving aircraft on Runway 12 are requested to join their final inbound track no later than the War Memorial to reduce noise over North Canberra. This avoids aircraft turning late on to track over residential areas of Campbell and Reid.

9 Minimised noise to Pialligo and North Canberra residents from circuit traffic – established 2002

New circuit procedures on the cross runway (Runway 12/30) were implemented to ensure minimum possible aircraft noise impact to residents in Pialligo and North Canberra.

10 Night (11pm-6am) operations – established 2003

Agreements were signed with the two principal night freight operators at Canberra International Airport to ensure night freight aircraft use the main runway (Runway 17/35) rather than the cross runway between 11pm and 6am, and fly clear of the Canberra and Queanbeyan Noise Abatement Areas except where operationally required. A similar agreement was reached with the Royal Flying Doctor Service/NSW Air Ambulance and another major Canberra general aviation organisation. This ensures that residents of Canberra and Queanbeyan, and particularly residents of North Canberra, are subject to reduced overflight at night.

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Noise respite measures under investigation

1 Additional protection of Jerrabomberra residents from arrival noise

Canberra International Airport is working with Airservices Australia and the major aircraft operators to investigate a 15-degree offset approach from the south to the main runway. This allows aircraft arriving from the south or south-west to fly further to the west over currently rural areas, thus moving them further away from residences in Jerrabomberra. This proposal could work in two ways – firstly as a non-precision procedure utilised by aircraft in good visibility (a visual approach) or as a precision RNP or GPS procedure. It is noted, however, that if proposed residential development proceeds at Tralee and Environa, this proposed measure would be under threat.

2 Further protection of Jerrabomberra community from arriving aircraft

A further request was received from the Jerrabomberra community to investigate the possibility of directing that all aircraft arrive from the north and depart to the south when operationally possible, by utilising Runway 17 rather than Runway 35 as the preferred runway. This measure would reduce noise over Jerrabomberra, shifting it to the west over the rural land of Tralee and Environa. If proposed residential development proceeds at these locations, this measure would be at risk. Note that the Jerrabomberra Resident’s Association rescinded this request (11 March 2004) and now requests that maximum landings and takeoffs occur to the north. This later request is not possible due to operational reasons as it is not possible to have landings and takeoffs in opposite directions and this later request will not be further investigated.

It is noted that the provision of precision approaches to Runway 17 will aid the implementation of allowing more arrivals from the north and departures to the south. This is now possible with the commencement of the Runway 17 RNP approach, and it is expected that further GPS-based technology, such as Ground Based Augmentation System (GBAS) which is being trialled at Sydney Airport, will provide additional Runway 17 benefits.

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Appendix 6 – Heritage

The intent at Fairbairn, like other airport precincts, is to maintain buildings and other infrastructure to a standard necessary to meet the demands of modern tenants. In some cases, this involves restoring older buildings where viable, while in other cases wholesale redevelopment of derelict building sites is required. Already we have undertaken a major upgrade program to re-present Fairbairn since Defence vacated the base in May 2004. These works include:

(1) The removal of all portable, demountable and temporary buildings (with over 50 such structures already removed from Fairbairn); (2) The renovation and provision of new landscape within roadways, verges and around buildings (including the remedial works to trees that died or were severely impacted by the drought during 2002-03, which was compounded by the decision by the Department of Defence to turn off the irrigation); (3) The renewal of primary infrastructure services and the provision of new infrastructure as required; (4) The refurbishment and/or adaption to new use of over 40 buildings (including adaptive reuse of six heritage buildings); and (5) The construction of four new buildings.

In this regard, buildings of note at Fairbairn are the Guard House, Hangar 46, Hangar 47 and Hangar 48. It is these buildings where most focus will be placed. All these buildings have been maintained and upgraded as part of the refurbishment and renovation outlined above.

The following sections outline the elements of Fairbairn that will be carefully managed over their useful life, and the manner in which they will be managed. Other buildings will not be managed with any particular requirements, and may be demolished. While some of these elements may be important in the context of the history of Fairbairn, it is important to note that no element, nor the entirety of all elements together, is considered to be of national significance. Nonetheless, all works at Fairbairn will be managed in compliance with the legislative requirements of the Airports Act and the Airports (Environment Protection) Regulations 1997. A Fairbairn Heritage and Development Management Plan will also be developed and will initially reflect the management treatment of the buildings and other elements outlined below but will be progressively developed over time. It is expected that these elements and their treatments will be updated in the next Master Plan to reflect the revised treatments at that time.

Buildings

The Old Guard House formed the original entrance to the base, and similar elements exist at Amberley and Dubbo RAAF bases. This building had been run-down and later alterations had obscured the original form, including ad-hoc structures and a carport. These later additions, together with all asbestos materials, have been removed and the building has been restored back to its original form. Further, upgrades to the

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landscaping have been made to bring the building up to an acceptable standard for the entrance to Fairbairn. Further renovations may be required over time, but are not expected to alter the external form of the building.

5 Richmond Avenue, formerly known as Building 44, has similarly been upgraded so that it can have a functional use for a tenant. This building had been renovated internally and the exterior has been upgraded so that the building presents properly from Richmond Avenue. Further upgrades may be needed over time. If those upgrades affect the exterior of the building, then they will be managed in a manner so as to minimise the impact upon the front façade of the building.

2-20 Point Cook Avenue, the original hangars 46-48 were in a generally unusable state. These buildings have now been upgraded in a similar style to maintain the character of the buildings and to allow for occupation by modern tenants. The buildings are currently used for aviation operations with some office functions. Landscaping and the removal of later ad-hoc structures on the land side of the buildings has also contributed greatly to restoring the integrity of these buildings. The buildings will be maintained in a similar state to which they are currently in, although some renovations are likely to be needed in time. As the control towers on 2-8 Point Cook Avenue are no longer in use, these structures may be removed to highlight the original form of these buildings.

25 Richmond Avenue, formerly known as Building 42, is currently used as a training facility for the fitness industry. Future uses for the building have yet to be determined, although its feasibility is in doubt due to the significant amount of asbestos that has been used in the structure.

18 Ewart St, formerly known as Building 57, consists of vinyl imitation weatherboard cladding with modern colourbond roofing. The original building elements have been substantially eroded due to intrusive modifications during the 1960s and 1980s, which have destroyed the character of the building. The building has questionable alternative use due to asbestos and has been identified for demolition.

15 Richmond Avenue, formerly known as Building 43, was built significantly later than many of the other buildings on the base, and has generally been regarded as architecturally unimportant. This has been further exacerbated by the numerous large and ad-hoc additions to the structure. The building is in poor condition and contains extensive asbestos materials. Consequentially the building is very unlikely to have any potential for adaptive reuse and is likely to be demolished. A detailed photographic record of the building will be undertaken before any potential demolition of the building.

20 Ewart Street, formerly know as Building 203, has historically been used as a storage shed for the base and was extended in the 1960s, which added approximately 35% more area to the building. One characteristic of note in regard to this building is the manufacturer’s design and production techniques which allows for the structure to be readily dismantled and relocated. This building is currently located within the aviation setbacks required for code compliant Taxiway A clearances, and will therefore be relocated in the medium to longer term or when required due to aviation requirements

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(such as when Taxiway A is moved).

Other Base Elements

Road Alignments

The primary road alignment, comprising the existing Fairbairn, Richmond, Laverton, Amberley and Point Cook Avenues is expected to be maintained for the life of this Master Plan. However, these roads and others will be extended, widened or otherwise upgraded to meet demand or development objectives within the Fairbairn precinct.

Landscaping

It is recognised that elements of the landscaping contribute to the overall appearance of the precinct by adding visual amenity to the surrounds of buildings and other structures. The landscaping elements of particular note have been identified as:

• the Cedrus atlantica specimen located outside 5 Richmond Avenue;

• the Cupressus arizonica specimens located outside the former Guard House, and on the traffic island in front of 49 Laverton Avenue; and

• the row of Populus alba pyramidalis in the centre median of Fairbairn Avenue and similarly on the centre median of part of Laverton Avenue.

While these trees were showing significant signs of stress in 2004, many of the trees have recovered following extensive work by the Airport since this time. These trees will be maintained for as long as possible until they need to be replaced (replacement will be with non-bird attracting tree species). A small number of individual Populus alba pyramidalis along these avenues may be removed should this be used for development (eg: driveways, access, etc), but this must be done to minimise the visual impact upon the row of street trees.

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Appendix 7 – Implementation and Staging

This section discusses an expected timetable for implementation of those components of the Master Plan that will be developed within the next 20 years. This implementation will be in stages to meet expected demand and will be subject to separate financial, operational and environmental assessment. The timing of developments will be subject to demand. While we will attempt to bring a full range of services to the Airport as soon as possible, the timing below indicates when we expect such services to occur, and will not limit the timing for development.

Some capacity problems are already apparent with the terminal building, associated road access and the airline apron. In the immediate short term there is a need to address deficiencies in the terminal area to cater for forecast airline activity, to provide international services, and to improve the amenity of the facility for passengers and visitors to the Airport. Growth in the South West Precinct, North West Precinct and Fairbairn will continue through the period of the Master Plan, as well as further commercial and retail developments in the other precincts, in accordance with Appendix 3.

Short-term development – 2007-2011

Several developments to facilitate growth are likely to occur during this period, including:

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

• construction of additional airline apron capacity to both the south-east and north- west of the terminal including the strengthening and upgrade of the general aviation apron;

• extension of Taxiway Bravo to northern threshold including additional taxiway fillets that may include one or more high-speed exit taxiways;

• construction of one or more additional taxiway fillets linking the existing Taxiway Bravo to Runway 17/35 that may include one or more high-speed exit taxiways;

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

• development of aviation facilities along the east side of Taxiway Alpha with associated taxilanes and aprons;

• upgrade and/or relocation of the runup bay;

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

• widening and strengthening of Taxiway Charlie;

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

• upgrades to tarmacs in all precincts;

• movement of Runway 35 threshold up to 600m to the south, including the movement of runway approach lighting and components of the Instrument Landing System (ILS) glidescope and other navigational aids;

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

• expansion of fuel farm;

• development of new general aviation facilities in South East or North East Precincts;

• expansion of terminal roads and car park, and expansion of parking facilities for specific users such as taxis, buses, and rental cars;

• introduction of freight hub facilities including but not limited to aircraft taxiways and parking apron, warehousing facilities;

• movement of general aviation and light aircraft to another precinct;

• development of light aviation airline support and commercial facilities;

• possible decommissioning of the NDB;

• new precision and non-precision instrument approaches (including offset) to all runways, including possible ILS on Runway 17;

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

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

• provision of a GPS ground station;

• Category II and III ILS/GPS on all runways;

• upgrade runway, taxiway and approach lighting, including possible new high intensity ILS approach lighting for Runway 17;

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• taxiway upgrading and expansion in the general aviation area;

• internal road system and parking improvements;

• further development of retail developments as per land use schedule Appendix 3;

• continued development of office developments, as per land use schedule in Appendix 3;

• provide an additional Airport entrance to the South West Precinct from Pialligo Avenue;

• construction of an access road across northern end of the Airport linking Majura Road to former RAAF Base;

• development of multiple hotel accommodation;

• inclusion of additional land into Airport lease;

• landside and airside road upgrades;

• planning and development of all precincts as per Appendix 3; and

• other ongoing developments in accordance with this Master Plan.

Medium-term development – 2012-2016

As well as that listed in the short-term, the developments in the medium term are likely to include:

• extension of Runway 12/30 to east;

• realignment of Glenora Drive, and/or alternative North East Precinct access to the east;

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

• potential footbridge with Pialligo Village;

• links to Majura Parkway;

• improved linkages between South West Precinct and Majura Road;

• ongoing commercial development of all precincts in accordance with Appendix 3;

• refurbishment and expansion of the airline terminal;

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• additional aviation support facilities;

• construction of high speed rail link and rail terminus (on- or off-Airport); and

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

• relocation or lowering of Pialligo Avenue to support Runway 17/35 operations.

The above items may be developed sooner than expected, should demand or a business case warrant it.

Long-term development – 2017-2027

Development to complete the vision of the Master Plan and to reflect changes resulting from the review of the Master Plan required in 2012 will be undertaken during this period. Projects likely to commence in the medium term which will extend into the long term are likely to include:

• further business and commercial development of all precincts, in accordance with land-use schedule in Appendix 3;

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

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

• additional aviation support facilities; and

• upgrade of internal road system in terminal precinct to accommodate high speed rail and other multi-modal facilities.

The above items may be developed sooner than expected, should demand or a business case warrant it.

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