DOCSLIB.ORG

Amendment C154 10 December 2012 Statement of Evidence

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Amendment C154 10 December 2012 Statement of Evidence Hume Planning Scheme Amendment C154 Panel Hearing 10 December 2012 Statement of Evidence: Town Planning and Airport Planning Prepared by: frent Kneebush Principal Planner and Managing Director Kneebush Planning Pty Ltd Prepared for: Australia Pacific Airports (Melbourne) Pty Ltd (APAM) 23 November 2012 Hume Planning Scheme Amendment C154 Table of Gontents 3 4 6 7 8 Appendices Appendix 1 Curriculum Vitae: Trent Kneebush Appendix 2 Statement of Compliance: Planning Panels Victoria Guide to Expert Evidence Appendix 3 APAM's Submissions Hume Planning Scheme Amendment C154 I lntroduction My name is Trent Kneebush and I am Principal Planner and Managing Director of Kneebush Planning Pty Ltd. I am a qualified town planner and airport planner with 25 years of experience in the planning field. I hold a Masters of Arts in Town Planning and have completed various airport planning courses within Australia and internationally. My CV is attached at Appendix A. I currently provide town planning and airport planning consultancy advice to Australia Pacific Airports (Melbourne) Pty Ltd (APAM) on an ongoing basis. I received oral and written instructions from APAM and Corrs Chambers Westgarth to prepare a statement of evidence on the potential town planning and airport planning impacts of Amendment C154 on Melbourne Airport and APAM interests. Amendment C154 applies to 236 hectares of land located on Mickleham Road, Greenvale. The amendment provides for the development of 2,895 residential lots and approximately 8,000 residents close to Melbourne Airport. The subject land is located approximately 2lkm north-east of the airport. My experience in airport planning and involvement in metropolitan area and regional planning issues over time provides me with the expertise to make this statement. A Statement of Compliance with respect to the Planning Panels Victoria Guide to Expert Evidence is provided in Appendix B. 1.1 Summary of Evidence The development of new residential areas near Melbourne Airport and its flight paths will increase the number of people potentially subjected to aircraft noise, thus exacerbating the reverse sensitivity effects of the airport. This will inevitably lead to increased noise complaints which could prejudice the curfew free status of the airport. Such an outcome would be contrary to the State Planning Policy for Melbourne Airport which includes express strategies which seek to ensure the effective and competitive operation of Melbourne Airport and to ensure that any new use or development does not prejudice the optimum usage of Melbourne Airport including its curfew-free operation. It is generally acknowledged within the airports industry that the Australian Noise Exposure Forecast (ANEF) system, which is the basis of the airport's current published noise contours and associated planning controls (ie. the Melbourne Airport Environs Overlay), has a number of limitations. Experience has shown that the aircraft noise problem is not confined to areas inside the ANEF noise contours. Aircraft noise does not stop at a contour line on a map. ln fact most complaints relating to aircraft noise at Australian airports come from people who live outside the published ANEF noise contours (ie. outside the 20 ANEF). It is now generally recognised that basing land use planning decisions solely on ANEF noise contours, without reference to other noise information, is likely to lead to less than optimal land use outcomes for airports and surrounding areas. This is consistent with advice contained in the recently adopted NationalAirports Safeguarding Framework (NASF) particulary Guideline A: Measures for Managing lmpacts of Aircraft Noise. Hume Planning Scheme Amendment C1 54 ln accordance with the requirements of the Airports Act 1996, APAM is currently in the process of preparing the 2013 Master Plan for Melbourne Airport. This will include plans for construction of the airport's third runway. A new ANEF chart, to replace the 2008 ANEF, will also be contained in the new Master Plan. As was the case with previous reviews of the ANEF, it is expected that the 2013 ANEF contours will change when compared to previous ANEF contours. This could involve expansion of the ANEF contours in some places. ln accordance with NASF Guideline A, the 2013 Master Plan will also include N60/N65/N70 noise contours as a supplementary tool for guiding planning decisions around the airport. This type of aircraft noise contour information has never been formally published before for Melbourne Airport. Adopting a precautionary approach, I believe it is premature to be considering rezoning of land near Melbourne Airport and its flight paths until the 2013 Master Plan, including the new ANEF and N60/N65/N70 contours, is approved by the Commonwealth Government. lf the rezoning is to proceed in advance of approval of the Master Plan, I believe the amendment should incorporate appropriate measures to mitigate any potential reverse sensitivity effects associated with Melbourne Airport. Further discussion and justification surrounding these key concerns is provided in Sections 5 and 6 of this statement. Hume Planning Scheme Amendment Cl54 2 Melbourne Airport The following section is drawn from information contained in lhe Melbourne Airpori Master Plan 2008,lhe Melbourne Airport Economic and Social lmpact Assessment 2012 and other data provided by APAM. 2.1 Historical Development The decision to establish Melbourne Airport on the Tullamarine site was made because the site was located close enough to be reasonably accessible to the city, but far enough away from established areas so as to be able to operate without constraint. lndeed, the site was considered to be "one of the best airport sites in the world"1. Melbourne's first major airport at Essendon was already constrained in its operation due to surrounding development, and a new airport site to serve Melbourne was required. Following selection of the site in 1959, construction of the airport began in 1964. This comprised much of the core airport infrastructure we see today, including the two existing runways and the main terminal complex. The airport operated its first scheduled domestic flights in 1970, followed a year later by the first international flight. Since the 1960s it has been envisaged that the airport would ultimately have four runways. For the fust27 years of its operation Melbourne Airport was operated by the Commonwealth Government, including the FederalAirports Corporation (FAC), a government owned business enterprise. The FAC ceased operating the airport in 1997 when the current lease commenced under the Airports Act. On 2 July 1997, APAM became the airport-lessee company for Melbourne Airport, with the responsibility of managing the airport for a 50 year period up to 2047. APAM has an option to further extend this lease by a further 49 years to 2096. Under the lease APAM manages all of the airport site including the airside, terminal and landside precincts and the road network within the site. 2.2 Growth Trends and Forecasts Since 1970 over 505 million passenger trips have started or finished at Melbourne Airport. Passenger traffic has grown at an average rate of 92% per year since 1972. ln the past 14 years the number of passenger trips at Melbourne Airport has doubled from 14.2 million to 28,3 million. ln the 10 years from 2002to 2012 passenger trips at Melbourne Airport grew at an average rate of 5.4o/o pü year. ln the same 10 year period aircraft movements grew at an average rate of 1.1%o per year. Melbourne Airport currently facilitates the movement of over 28 million passengers and 21 0,000 aircraft movements annually. Over the next 20 years the number of passengers travelling through the airport is expected to grow to 64 million. Aircraft movements are expected to increase to 348,000 in 2033. I Commonwealth Parliamentary Debates, House of Representatives, 8/1 1/1962 , page 2223 per Mr Jess (LaTrobe). Hume Planning Scheme Amendment C154 2.3 Economic and Soc¡al Benefits Over 7.9 million visitors come to Victoria via Melbourne Airport each year, who subsequently spend approx¡mately $g.g billion via tourism expenditure which is nearly half of all tourism expenditure in Victoria annually. Each international aircraft landing at Melbourne Airport contributes approximately $240,000 to visitor spending in Victoria. ln addition to the passenger movements, freight is also a significant element of Melbourne Airport's activities with the facilitation of approximately 250,000 tonnes of freight moved annually, which is more than a quarter of freight facilitated by all Australian airports combined. This is expected to grow to over 390,000 tonnes over the next 20 years. To enable lhe 24 hour operation of the airport and the efficient movement of passengers and freight, there are currently 14,300 jobs based at Melbourne Airport. The number of jobs directly generated by the airport is expected to grow to 23,000 by 2033. Melbourne Airport indirectly supports 43,000 jobs, which is expected to increase to 72,000 indirect jobs in 20 years. Melbourne Airport's current contribution to Victoria's Gross State Product is estimated to be approximately $1.47 billion. This is expected to increase to $3.21 billion in 2033. At present the curfew-free status of Melbourne Airport allows for the movement of an extra 2 million passengers a year and adds $590 million to the Victorian economy through visitor spending. By 2033 the value of the curfew-free status will increase to an additional 5 million passengers a yeæ and visitor spending totalling $1.3 billion. 98% of local residents surveyed as part of the Economic and Social lmpact Assessment see Melbourne Airport as an important factor in connecting Melbourne with other cities. 2.4 Airport Master Plans During the 1980's it was recognised there would be a need to expand Melbourne Airport. However, future runway locations as shown in the 1960s Master Plan were no longer appropriate due to environmental considerations and the Master Plan existing at that time provided for only limited landside development opportunities.
Load more

Recommended publications
  • Airport City Developments in Australia : Land Use Classification and Analyses
    View metadata, citation and similar papers at core.ac.uk brought to you by CORE provided by Queensland University of Technology ePrints Archive QUT Digital Repository: http://eprints.qut.edu.au/ Walker, Arron R. and Stevens, Nicholas J. (2008) Airport city developments in Australia : land use classification and analyses. In: 10th TRAIL Congress and Knowledge Market, 14-15 October 2008, Rotterdam, The Netherlands. © Copyright 2008 [please consult the authors] Airport city developments in Australia Land use classification and analyses TRAIL Research School, Delft, October 2008 Authors Dr. Arron Walker, Dr. Nicholas Stevens Faculty of Built Environment and Engineering, School of Urban Development, Queensland University of Technology, Qld, Australia © 2008 by A. Walker, N. Stevens and TRAIL Research School Contents Abstract 1 Introduction.......................................................................................................1 2 Background........................................................................................................2 2.1 Aviation growth in Australia...............................................................................2 2.2 Airport ownership in Australia ...........................................................................3 2.3 Airport Planning under Airports Act 1996 .........................................................4 2.4 Diversification of airport revenue.......................................................................5 3 Land use analysis: methods and materials .....................................................5
    [Show full text]
  • Regional Development Victoria Regional Development Victoria
    Regional Development victoRia Annual Report 12-13 RDV ANNUAL REPORT 12-13 CONTENTS PG1 CONTENTS Highlights 2012-13 _________________________________________________2 Introduction ______________________________________________________6 Chief Executive Foreword 6 Overview _________________________________________________________8 Responsibilities 8 Profile 9 Regional Policy Advisory Committee 11 Partners and Stakeholders 12 Operation of the Regional Policy Advisory Committee 14 Delivering the Regional Development Australia Initiative 15 Working with Regional Cities Victoria 16 Working with Rural Councils Victoria 17 Implementing the Regional Growth Fund 18 Regional Growth Fund: Delivering Major Infrastructure 20 Regional Growth Fund: Energy for the Regions 28 Regional Growth Fund: Supporting Local Initiatives 29 Regional Growth Fund: Latrobe Valley Industry and Infrastructure Fund 31 Regional Growth Fund: Other Key Initiatives 33 Disaster Recovery Support 34 Regional Economic Growth Project 36 Geelong Advancement Fund 37 Farmers’ Markets 37 Thinking Regional and Rural Guidelines 38 Hosting the Organisation of Economic Cooperation and Development 38 2013 Regional Victoria Living Expo 39 Good Move Regional Marketing Campaign 40 Future Priorities 2013-14 42 Finance ________________________________________________________ 44 RDV Grant Payments 45 Economic Infrastructure 63 Output Targets and Performance 69 Revenue and Expenses 70 Financial Performance 71 Compliance 71 Legislation 71 Front and back cover image shows the new $52.6 million Regional and Community Health Hub (REACH) at Deakin University’s Waurn Ponds campus in Geelong. Contact Information _______________________________________________72 RDV ANNUAL REPORT 12-13 RDV ANNUAL REPORT 12-13 HIGHLIGHTS PG2 HIGHLIGHTS PG3 September 2012 December 2012 > Announced the date for the 2013 Regional > Supported the $46.9 million Victoria Living Expo at the Good Move redevelopment of central Wodonga with campaign stand at the Royal Melbourne $3 million from the Regional Growth Show.
    [Show full text]
  • Loss of Control, Clyde North, Vic., 23 February 2007, Van's Aircraft Inc
    ATSB TRANSPORT SAFETY INVESTIGATION REPORT Aviation Occurrence Investigation – 200701033 Final Loss of Control Clyde North, Victoria 23 February 2007 Van’s Aircraft Inc. RV-4, VH-ZGH ATSB TRANSPORT SAFETY INVESTIGATION REPORT Aviation Occurrence Investigation 200701033 Final Loss of Control Clyde North, Victoria 23 February 2007 Van’s Aircraft Inc. RV-4, VH-ZGH Released in accordance with section 25 of the Transport Safety Investigation Act 2003 - i - Published by: Australian Transport Safety Bureau Postal address: PO Box 967, Civic Square ACT 2608 Office location: 15 Mort Street, Canberra City, Australian Capital Territory Telephone: 1800 621 372; from overseas + 61 2 6274 6440 Accident and incident notification: 1800 011 034 (24 hours) Facsimile: 02 6247 3117; from overseas + 61 2 6247 3117 E-mail: [email protected] Internet: www.atsb.gov.au © Commonwealth of Australia 2008. This work is copyright. In the interests of enhancing the value of the information contained in this publication you may copy, download, display, print, reproduce and distribute this material in unaltered form (retaining this notice). However, copyright in the material obtained from other agencies, private individuals or organisations, belongs to those agencies, individuals or organisations. Where you want to use their material you will need to contact them directly. Subject to the provisions of the Copyright Act 1968, you must not make any other use of the material in this publication unless you have the permission of the Australian Transport Safety Bureau. Please direct requests for further information or authorisation to: Commonwealth Copyright Administration, Copyright Law Branch Attorney-General’s Department, Robert Garran Offices, National Circuit, Barton ACT 2600 www.ag.gov.au/cca ISBN and formal report title: see ‘Document retrieval information’ on page iii.
    [Show full text]
  • Avalon Airspace Review 2019
    Avalon Airspace Review December 2019 Office of Airspace Regulation Page 2 of 44 File Reference: FO18/1007 Document Reference: D19/48884 Document control: Version Issue/Nature of Revision Date 0.1 Initial January 2019 0.2 First draft revision February 2019 0.3 Second draft revision March 2019 0.4 Incorporates peer feedback July 2019 0.5 Incorporates Management feedback & update data September 2019 0.6 Branch Manager review October 2019 0.7 Airservices Australia review December 2019 Avalon Airspace Review – 2019 Version: 0.7 Office of Airspace Regulation Page 3 of 44 Executive Summary The Airspace Act 2007 (Act) provides the Civil Aviation Safety Authority (CASA) with authority to administer and regulate Australian-administered airspace and authorises CASA to undertake regular reviews of existing airspace arrangements. The Office of Airspace Regulation (OAR) has conducted an airspace review within a 15 nautical mile (NM) radius of Avalon Airport to determine if the airspace remains fit for purpose. The review examined the airspace architecture, classifications, procedures and infrastructure from the surface to 8,500 feet (FT) above mean sea level (AMSL). The previous aeronautical study specifically for Avalon was conducted in 2008.1 This airspace review applies CASA’s regulatory philosophy which considers the primacy of air safety, whilst taking into account the environment, security, cost and is consistent with the Australian Airspace Policy Statement 2018 and the Minister’s Statement of Expectations. A multifaceted approach was used in conducting this review, including quantitative and qualitative analysis consisting of: • Aerodrome traffic data; • Airspace design; • Australian Transport Safety Bureau (ATSB) incident data; and • Stakeholder consultation.
    [Show full text]
  • Connecting the Bendigo Region to Melbourne Airport
    Connecting the Bendigo region to Melbourne Airport For the first time passengers along the Bendigo Line will be able to catch a train to Melbourne Airport, with a single interchange at Sunshine Station. Bendigo Kangaroo Flat Harcourt To and from Melbourne Airport Bendigo Castlemaine — Seamless interchange between V/Line and airport services at Sunshine. KangarooMalmsbury Flat — Trains running from Sunshine to Melbourne KynetonHarcourt Airport every 10 minutes. CastlemaineWoodend — Easy access for interstate and international Macedon visitors, with a journey time from Melbourne Malmsbury Airport to Bendigo of around two hours. Gisborne Kyneton Melbourne Riddells Creek Airport ClarkefieldWoodend To CBD SunburyMacedon via Metro Tunnel WatergardensGisborne Melbourne Riddells Creek Sunshine Southern Airport Clarkefield Cross To CBD Sunbury via Metro Tunnel Legend Watergardens Melbourne Airport Rail Sunbury, Cranbourne and Pakenham (Metro Tunnel) Sunshine Southern Regional connections Cross Project timeline Legend Further engagementMelbourne Airport and detailed Rail planningSunbury, and development Cranbourne and Pakenham (Metro Tunnel) Regional connections 2020 onwards 2020-2021 2022 2029 Community and Statutory planning Construction Target stakeholder approval process commencement* opening engagement Market engagement date* Business case and Procurement process design development *Subject to relevant Victorian and Federal planning, environmental and other government approvals. About Melbourne Airport Rail Melbourne Airport Rail The Australian and Victorian The final project budget will be governments have agreed that confirmed once all major contracts is a transformational Melbourne Airport Rail will run on are awarded, with construction to public transport project dedicated, new tracks from a new begin in 2022 and a target opening premium station at Melbourne date for Melbourne Airport Rail connecting Melbourne Airport to Sunshine Station, where of 2029.
    [Show full text]
  • MINUTES AAA Victorian Division Meeting
    MINUTES AAA Victorian Division Meeting Tuesday 30 August 2016 8.30-16:30 Stamford Plaza Melbourne, 111 Little Collins Street, Melbourne 1. Welcome and Apologies Paul Ferguson (Chair) opened the meeting and welcomed members, thanking them for their attendance. New members were welcomed including Moira Shire Council (Yarrawonga Aerodrome) and three corporate members; Briggs Communications, JJ Ryan Consulting and Ubimet. Cate Anderson was introduced and welcomed as AAA Policy and Communications Officer. All actions arising have been completed. The sole action from the March 16 Division meeting was to distribute the meeting minutes which was completed. No formal correspondence was received. Attendees and apologies are set out below (the attendees list has been prepared based on the attendance sheet signed by attendees at the meeting). Presentations authorised for distribution are attached to the minutes. Members seeking additional information should contact the presenters directly. ATTENDEES Marianne Richards AAA Guest Matt Smale Air BP Leigh Robinson Airport Equipment Martin Chlupac Airport Lighting Specialists Ra Manuera Airport Lighting Specialists Kent Quigley Airservices Patrick Cui Airservices Australia David Young Arup Cate Anderson Australian Airports Association Nick Lane Australian Airports Association Simon Bourke Australian Airports Association Ken Keech Avalon Airshow Jill Brix Avisure Pty Ltd Roger Druce Bacchus Marsh Aerodrome Joseph Walsh Beca Anthony Perizzolo Boral Allan Briggs Briggs Communications Phil McConnell Cloud
    [Show full text]
  • Moorabbin Airport Master Plan Implementation Framework
    Part B Moorabbin Airport Master Plan Implementation Framework 107 108 The Moorabbin Airport Master Plan is divided into two 1 Implementation Framework distinct sections: Structure 110 ■ Part A Moorabbin Airport Master Plan Context; and 1.1 Implementation Framework Structure 111 ■ Part B Moorabbin Airport Master Plan Implementation 1.2 Land Use and Development Approvals 112 Framework 1.3 Approvals Process 113 Part A describes the Airport and the practical and 2 Land Use Policy 116 policy frameworks within which it operates. It includes a description of the existing operation at the Airport and 2.1 Strategic Policy Considerations 117 likely changes in the nature and form of aviation and 2.2 Vision and Objectives 117 other activity at the Airport. It sets out the context of the 2.3 Land Use Strategy 118 airport in relation to strategic policy at local, regional and state level. 3 Precinct Policy 120 3.1 Precinct A – Airside Operations 122 This part (Part B) sets out the framework within which decision making about future activity at the Airport 3.2 Precinct B – Airport Support Services 124 is made. This part articulates the Moorabbin Airport 3.3 Precinct C – Existing Retail & Commercial 126 Corporation’s (MACs) vision for the Airport in the form of 3.4 Precinct D – Industrial, Office, Retail, a Land Use Policy and includes controls and decision Commercial and Aviation Support 128 making criteria for land use and development at the 3.5 Precinct E – Business and Commercial Airport. including Aviation Support 130 4 Land Use and Development
    [Show full text]
  • Collision with Terrain Involving Cessna 182, VH-KKM, 19 Km WSW Of
    InsertCollision document with terrain title involving Cessna 182, VH-KKM Location19 km WSW | Date of Mount Hotham Airport, Victoria | 23 October 2013 ATSB Transport Safety Report Investigation [InsertAviation Mode] Occurrence Occurrence Investigation Investigation XX-YYYY-####AO-2013-186 Final – 16 April 2015 Cover photo: Aircraft owner Released in accordance with section 25 of the Transport Safety Investigation Act 2003 Publishing information Published by: Australian Transport Safety Bureau Postal address: PO Box 967, Civic Square ACT 2608 Office: 62 Northbourne Avenue Canberra, Australian Capital Territory 2601 Telephone: 1800 020 616, from overseas +61 2 6257 4150 (24 hours) Accident and incident notification: 1800 011 034 (24 hours) Facsimile: 02 6247 3117, from overseas +61 2 6247 3117 Email: [email protected] Internet: www.atsb.gov.au © Commonwealth of Australia 2015 Ownership of intellectual property rights in this publication Unless otherwise noted, copyright (and any other intellectual property rights, if any) in this publication is owned by the Commonwealth of Australia. Creative Commons licence With the exception of the Coat of Arms, ATSB logo, and photos and graphics in which a third party holds copyright, this publication is licensed under a Creative Commons Attribution 3.0 Australia licence. Creative Commons Attribution 3.0 Australia Licence is a standard form license agreement that allows you to copy, distribute, transmit and adapt this publication provided that you attribute the work. The ATSB’s preference is that you attribute this publication (and any material sourced from it) using the following wording: Source: Australian Transport Safety Bureau Copyright in material obtained from other agencies, private individuals or organisations, belongs to those agencies, individuals or organisations.
    [Show full text]
  • Industry Guidelines Ports of Entry (Airports and Maritime)
    Industry Guidelines Ports of Entry (Airports and Maritime) 19 March 2021 Ports of entry (airports and maritime) Victoria moved to COVIDSafe settings from 11:59pm on Friday 26 February 2021, and updates were made to restrictions at 11:59pm on Monday 15 March 2021. These restrictions will be reviewed regularly, to ensure they reflect current public health advice. All businesses must have a completed COVIDSafe Plan for each workplace to continue operating in Victoria. Ports of entry servicing international arrivals have additional obligations as determined by the Workplace Additional Industry Obligations Directions which apply to all ports of entry workplaces (including airports and maritime ports) where ports of entry workers and contractors are employed or engaged. This document provides advice to those employers and workers on how to limit the potential for transmission of COVID-19 and outline how ports of entry may continue to operate in a COVIDSafe way. Which locations are covered by these Guidelines? Ports Airports Port of Melbourne Melbourne Airport Port of Geelong Avalon Airport Port of Portland Essendon Airport Port of Hastings Jet Base Melbourne Which workers are covered by these Guidelines? A port of entry worker means: any airport or maritime port worker who has direct contact with international passengers or crew (excluding international passengers and crew entering Victoria from a Green Zone Country) at the international port of entry, including occasional contact or interactions; or a worker or person who interacts with the environment within the international port of entry where international passengers and crew are or have been, which includes any worker or person who boards a vessel, ship or aircraft.
    [Show full text]
  • Avalon Airport Rail Link
    AVALON AIRPORT RAIL LINK Planning study findings and public exhibition Introduction Avalon Airport Rail Link is a proposed rail link connecting Avalon Airport with Melbourne and Geelong. The rail link will help support Avalon to become Victoria’s second international passenger airport, ensuring that Victoria remains competitive into the future. Study purpose Reservation of the rail link corridor The rail link design has been developed to between the Melbourne – Geelong accurately define the proposed corridor. This planning study is being undertaken rail line and Avalon Airport is being to identify and protect a reservation for implemented by amendment to the Bridge structures will provide rail- a future rail link to the airport. Greater Geelong Planning Scheme to over-road grade separations at Old introduce a Public Acquisition Overlay. Melbourne Road, Princes Freeway and Beach Road. No permanent Background waterways will be crossed but the design would accommodate areas of Situated 20 km north-east of the City Project need temporary ponding after heavy rain, of Geelong and 55 km south-west of The rail link is part of an integrated using culverts or other infrastructure. Melbourne, Avalon Airport is a fully plan to ensure that Victoria is well operational commercial airline facility positioned in the future to cater for The rail link will terminate at a station to with an operating domestic airline the expected growth in air travel. be constructed adjacent to the existing terminal and a runway capable of passenger terminal area of the airport. receiving aircraft up to A380. With the The Victorian Government is planning support of government, the private for a population of more than 10 million operator Avalon Airport Australia Pty people by 2051, including 7.8 million Transport services Ltd is working to secure an international people in Greater Melbourne.
    [Show full text]
  • ADF Serials Telegraph Newsletter
    John Bennett ADF Serials Telegraph Newsletter Volume 10 Issue 3: Winter 2020 Welcome to the ADF-Serials Telegraph. Articles for those interested in Australian Military Aircraft History and Serials Our Editorial and contributing Members in this issue are: John ”JB” Bennett, Garry “Shep” Shepherdson, Gordon “Gordy” Birkett and Patience “FIK” Justification As stated on our Web Page; http://www.adf-serials.com.au/newsletter.htm “First published in November 2002, then regularly until July 2008, the ADF-Serials Newsletter provided subscribers various news and articles that would be of interest to those in Australian Military Heritage. Darren Crick was the first Editor and Site Host; the later role he maintains. The Newsletter from December 2002 was compiled by Jan Herivel who tirelessly composed each issue for nearly six years. She was supported by contributors from a variety of backgrounds on subjects ranging from 1914 to the current period. It wasn’t easy due to the ebb and flow of contributions, but regular columns were kept by those who always made Jan’s deadlines. Jan has since left this site to further her professional ambitions. As stated “The Current ADF-Serials Telegraph is a more modest version than its predecessor, but maintains the direction of being an outlet and circulating Email Newsletter for this site”. Words from me I would argue that it is not a modest version anymore as recent years issues are breaking both page records populated with top quality articles! John and I say that comment is now truly being too modest! As stated, the original Newsletter that started from December 2002 and ended in 2008, and was circulated for 38 Editions, where by now...excluding this edition, the Telegraph has been posted 44 editions since 2011 to the beginning of this year, 2020.
    [Show full text]
  • The Table of Services (PDF)
    APPENDIX 1: TABLE OF SERVICES Proposed Service Contract type Availability Brief Service Description Airframe Aircraft Type Nominated Operational Base Firebombing Delivery System Passenger Carriage Fuelling Service Period Approximate timing Specimen Contract applicable Schedules Additional Information ID Primary / Absolute / Partial RW / FW Type 1 / Type 2 / Type 3 Tank / Bucket / (Bucket) / Long line bucket / Tank or Required / Optional Wet-A Hire / Wet- (in addition to Schedules 1, 2, 3,4, & 5) Secondary bucket / Tank (preferred) or Bucket B Hire / Dry Hire (Note 7) (Note 11) (Note 1) (Note 2) (Note 5) (Note 9) (Note 10) (Note 3) (Note 4) (Note 4) (Note 6) (Note 8) AAS Firefighter & Cargo Transport RW21302 Primary Absolute ROTARY WING Type 3 Moorabbin Airport, Victoria Bucket (Optional) Required Wet-B 14 weeks Dec-Mar Schedules A & B Burning (Note 14) Firebombing (optional) AAS Firefighter & Cargo Transport RW21303 Primary Absolute ROTARY WING Type 3 Ovens helibase, Victoria (Note A) Bucket Required Wet-B 14 weeks Dec-Mar Schedules A & B Firebombing Burning (Note 14) AAS Firefighter & Cargo Transport RW21304 Primary Absolute ROTARY WING Type 3 Bairnsdale, Victoria Bucket Required Wet-B 14 weeks Dec-Mar Schedules A & B Firebombing Burning (Note 14) AAS RW21305 Primary Absolute ROTARY WING Type 3 Bendigo Airport, Victoria (Bucket) Required Wet-B 14 weeks Dec-Mar Schedules B Burning (preferred) (Note 14) Airborne Information Gathering (AIG) (Note 16) This Service requires a specific configuration to support regular 'airborne information gathering' operations (Refer to Section 2.1 of Part B RW21307 Primary Absolute AAS ROTARY WING Type 3 Moorabbin Airport, Victoria (Bucket) Required Wet-B 14 weeks Dec-Mar Schedules B & C in the Invitation to Tender document).
    [Show full text]