part b development concept - bankstown airport · part b development concept b. ... traffic...

PART B

DEVELOPMENT CONCEPT

B

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Preliminary Draft Master Plan Bankstown AirportPreliminary Draft Master Plan Bankstown Airport

Introduction

5

Aviation development plan5.1 Aviation activity and forecasts

5.2 Proposed aviation requirements

5.3 Aviation development concept

5.4 Key elements of the aviation development concept

5.5 Aircraft noise management

62 – Aviation Development Plan

Bankstown Airport Master Plan

BAL’s traffic forecasts envisage aircraft movements growing from around 220,000 in 2012/13 to around 298,000 in 2033/34. These levels are significantly lower than:

• the forecast included in the 2005 Master Plan of around 424,000 by 2024/25; and

• the historical high of around 484,000 recorded at the Airport in 1989/90.

The Aviation Development Concept includes:

• improving operational and land use efficiency for aviation purposes; and

• matching the supply of aviation infrastructure to demand.

5.1 AVIATION ACTIVITY AND FORECASTS

5.1.1 Aviation forecast considerations

Traffic forecasts are critical to the airport master planning process as they form the basis of the analysis of aviation facility requirements over the 20 year planning period. The preparation of air traffic forecasts for Bankstown Airport for the 2014 MP took into consideration the following factors:

• trends in the existing Bankstown Airport GA traffic, based on historical patterns (see Section 5.1.2);

• GA traffic that may transfer to Bankstown Airport from Sydney Airport such as helicopters, corporate, charter and freight as foreshadowed in the Sydney Airport Master Plan 2033 (Sydney Airport 2014, p. 52);

• private aircraft and smaller operations traffic that may transfer from Bankstown Airport to other airports in the Sydney Region or elsewhere;

• the potential for niche passenger aircraft operations commencing at Bankstown Airport (see Section 5.1.5); and

• review of limited available empirical evidence in relation to aircraft activity, sales activity and flight alternatives from various national and international sources such as Airservices Australia, General Aviation Manufactures Association, Recreational Aviation - Australia, and the Bureau of Infrastructure, Transport and Regional Economics.

5.1.2 Historic air traffic patterns

The annual number of aircraft movements at Bankstown Airport has been relatively volatile, as the Airport has experienced significant growth spikes followed by rapid decreases in aviation activity over the last 25 years.

Recent traffic history is presented in Figure 14 which shows the annual number of aircraft movements between 2002/03 and 2012/13 for fixed wing and rotary aircraft. Fixed wing operations, while continuing to account for the majority of aircraft movements, have reduced while rotary (helicopter) operations have increased steadily since 2003/04.

Figure 14 Recent aircraft movements at Bankstown Airport

Source: Airservices Australia

5.1.3 Aviation traffic forecast

The significant variation in historical aircraft movement numbers gives an indication of the difficulty in forecasting future activity at Bankstown Airport. Existing and future aviation activity levels at the Airport are highly susceptible to a range of domestic and international conditions which affect the GA industry and vary over time. These factors include:

• changes in exchange rates which affect cost of aviation-related activities such as flight training, new aircraft and replacement parts for existing aircraft;

• fuel pricing which influences, among other things, frequency of recreational aviation;

• general economic conditions which influences business confidence and flow-on demand for aviation services;

• growth in light recreational aircraft ownership as opposed to traditional GA aircraft;

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Aviation Development Plan – 63

Master Plan Bankstown Airport

• labour costs related to aviation activities;

• increases in compliance requirements and related costs; and

• technological changes such as the increasing use of unmanned aircraft (commonly known as drones) for a variety of services such as aerial photography and remote surveillance of infrastructure.

Given this range of factors, BAL considers that future aircraft movement levels at the Airport are unlikely to recover in the planning period to levels recorded in the last decade.

For the planning period, BAL has adopted a forecast based on an average annual growth rate of 1.35 per cent over the next twenty years with activity levels changes not expected to be positive until 2015/16. This adopted growth rate was extrapolated from the limited empirical evidence available from sources such as Airservices Australia, aircraft sales, and forecasts contained in recently approved Master Plans for other Australian GA airports.

The continuation of overall negative aviation growth at Bankstown Airport to 2015/16 is anticipated to be due to:

• experienced annual negative growth of -10.4 per cent for fixed wing traffic recorded from 2008/09 to 2013/14; and

• annual growth of 3.7 per cent in helicopter activity over the same period, driven by industry growth and specific growth considerations at Bankstown Airport including increased interest in flight training and consolidation of Government Emergency Services.

From 2015/16, slow positive growth is anticipated as a result of an improving economy.

The aircraft movements traffic forecast for Bankstown Airport is presented in Figure 15 and Table 8. Over the 20 year period to 2033/34, total air traffic is forecast to grow from 220,000 movements in 2013/14 to around 298,000 movements in 2033/34. While forecast traffic levels in 2033/34 represent an increase on 2013/14 levels of approximately one third (35.6 per cent), the 2033/34 forecast traffic levels are significantly lower than both the historical high of around 484,000 aircraft movements recorded at the Airport in 1989/90 and the forecast of around 424,000 aircraft movements in 2024/25 contained in Master Plan 2005 (Bankstown Airport 2005, p.48).

The Airport capacity is estimated to be 450,000 movements per year well above the forecast level of activity anticipated over the next twenty years.

Table 8Bankstown Airport aircraft movement forecasts – 2013/14 to 2033/34

Year

Aircraft

movements

% change (per

annum)

00/01 (actual) 321,036

01/02 (actual) 339,010 5.6%

02/03 (actual) 337,314 -0.5%

03/04 (actual) 247,398 -26.7%

04/05 (actual) 239,410 -3.2%

05/06 (actual) 317,634 32.7%

06/07 (actual) 329,550 3.8%

07/08 (actual) 367,170 11.4%

08/09 (actual) 365,162 -0.5%

09/10 (actual) 306,927 -15.9%

10/11 (actual) 257,334 -16.1%

11/12 (actual) 240,142 -4.8%

12/13 (actual) 220,294 -8.24%

13/14 (actual) 219,770 -0.25%

14/15 217,572 -1%

15/16 219,126 0.7%

16/17 222,413 1.5%

17/18 225,750 1.5%

18/19 229,136 1.5%

19/20 232,573 1.5%

20/21 236,061 1.5%

21/22 240,783 2%

22/23 245,598 2%

23/24 250,510 2%

24/25 255,520 2%

25/26 260,631 2%

26/27 265,540 1%

27/28 268,508 1%

28/29 272,536 1.5%

29/30 277,442 1.5%

30/31 282,436 1.5%



Year

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movements

% change (per

annum)

31/32 287,520 1.6%

32/33 292,695 1.8%

33/34 298,613 2%

Source: Bankstown Airport Limited

Figure 15 Bankstown Airport - aircraft movement 2004/05 to 2033/34

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These traffic forecasts will support Bankstown Airport’s position as the premier GA airport in NSW and reflect factors including:

• its proximity to a large population catchment;

• continued economic stability for the Australian and NSW economies;

• continued decentralisation of private and public sector operations from the Sydney CBD to major centres or regional cities, such as the announced relocation of three NSW Government departments over the next two years to western Sydney;

• continued population density growth in existing and greenfield sites in the Western Sydney Region;

• constraints on GA aviation capacity at Sydney Airport; and

• expansion of vocational education and training (VET) accredited Flying Schools.

In terms of aircraft type, by 2033/34 the aircraft traffic forecast assumes that:

• around 4.9 per cent of aircraft movements will be by typical regional turbo prop aircraft. This includes the proposed level of activity of charter operations, potential passenger (RPT) transport and freight activity, using aircraft types such as the SA-226 Metro SAAB 340 or DHC-8;

• around 3.6 per cent of aircraft movements will be by typical regional jet turbine aircraft. This includes the proposed level of activity by many of the aircraft types that currently use Bankstown Airport for private use or business operations such as the Cessna Citation X, Bombardier Global Express and Cessna 525C as well as for potential passenger services;

• around 78.5 per cent of aircraft movements will be by typical GA fixed wing aircraft that currently use Bankstown Airport, including single engine piston and twin engine piston aircraft. These aircraft are typically used for flying training, private use, charter, and other business activities; and

• around 13 per cent of aircraft movements will be by typical rotary aircraft that currently use Bankstown Airport. These aircraft are typically used for flying training, emergency services, private use, charter and business activities.

5.1.4 Contribution of air freight-related activity

There is only one substantial, dedicated freight operator at Bankstown Airport operating turbo prop aircraft including the ATR-42, Metroliner and other relatively small aircraft.

It is estimated that freight-related activity will grow to around 12,800 movements by 2033/34. This represents 4.3 per cent of the projected aviation activity levels in 2033/34. This forecast increase reflects the growing relative importance of Bankstown Airport as a freight hub. BAL anticipates that the pattern of freight activity will remain similar to the current pattern over the planning period.

While some allowance has been made for the utilisation of larger aircraft for freight operations over the planning period, the majority of freight-related traffic is expected to use similar aircraft to those currently undertaking freight operations.

5.1.5 Contribution of passenger related activity

Assumptions

The 2005 Master Plan foreshadowed the introduction of niche passenger services to capital and regional cities using jet and turbo prop aircraft capable of carrying between 35 and 90 passengers. The previously endorsed ANEF (2009) was based on 36 passenger flights per day, equating to 12,000 movements per year of such aircraft.

While the market potential remains, to date, Bankstown Airport has been unable to develop this market. Analysis of the market suggests that potential passenger services would most likely be a premium product that exploits the convenience the Airport offers in terms of reduced travel time, especially in relation to destinations in the growing Western Sydney Region, and streamlined passenger processing. Analysis also indicates that this type of passenger service would be carried out by aircraft capable of carrying between 35 and 50 passengers.

Due to the limited market size and the currently available facilities on Bankstown Airport, the assumed model of passenger service for this 2014 MP is based on a forecast 12 movements per day (6 arrivals and 6 departures) or a total of 4,380 aircraft movements per year. This level of forecast activity is comparable to that presented in the 2005 Master Plan (Bankstown Airport 2005, p. 50).

The passenger traffic forecast for Bankstown Airport encompasses a range from a low of 76,000 to a high of 93,000 passengers per annum. The forecast assumes that Bankstown Airport will only accommodate a limited, start-up,



niche passenger aircraft operations in the planning period to 2033/34. Until a proponent is forthcoming, BAL has assumed varying aircraft models and seat load factors to establish low and high passenger forecasts.

Consistent with the findings and recommendations of the Joint Study into aviation capacity in the Sydney Region (Steering Committee 2012), this 2014 MP is not based on any assumption that Bankstown Airport will become a major passenger transport airport or act as a surrogate second airport for Sydney. Rather, it is assumed that, over the planning period, Bankstown Airport may accommodate low capacity and low frequency niche start-up operations by small regional or inter-state based carriers.

In April 2014, the Australian Government announced that Badgerys Creek will be the site for the new Western Sydney Airport. It is estimated that the first aviation activity could occur in the mid 2020s. However, the timing of the development of initial aviation operations at the Badgerys Creek Airport is yet to be exactly determined.

Table 9 Bankstown Airport - passenger forecast

Low forecast High forecast

76,000 93,000

Airport requirements for passenger services

Based on the passenger forecasts presented in Table 9, there is no requirement to build new facilities at Bankstown Airport for passenger services due to:

• at a forecast level of 6 arrival and 6 departures per day using the expected aircraft type, the current airspace arrangements would not require any changes;

• the length of the main runway (Runway 11C/29C) of 1,416 metres and its strength is capable of facilitating aircraft which carry either 35 or 50 passengers;

• sufficient aircraft apron space is available to cater for the predicted levels of aircraft activity;

• the passenger terminal has the capacity to accommodate the likely passenger flows;

• the likely size of aircraft assumed to be involved in passenger services would not require checked bag screening to be implemented; and

• ground transport would be accommodated with the current landside facilities in relation traffic circulation, vehicle parking and taxi services.

Local and Regional community impact of passenger operations

BAL has considered the likely impacts of any introduction of passenger operations on the local and regional community. BAL has included in this 2014 MP measures to mitigate any community impact (see Section 5.5 Chapters 7, 8 and 9 and the AES). The potential impacts are anticipated to be in relation to aircraft noise, ground traffic, and car parking as follows:

• aircraft noise has been included in the calculation of the ANEF (see Section 5.5 and Figure 17). When compared to the previously endorsed ANEF (2009), a reduction is forecast in the overall extent of the noise contours related to the operation of fixed wing aircraft due to a reduction in the forecast aircraft size and activity levels;

• future ground traffic generated by passenger services is included in the assessment of ground traffic included in Chapter 7. This assessment includes the traffic generated by higher activity levels than the predicted passenger forecast which would equate to up to 255 passengers per day over a 16 hour operational day (from 6.00 a.m. to 10.00 p.m.) or an average of approximately 16 passengers per hour arriving at or leaving Bankstown Airport; and

• car parking is considered in Section 7.2 and commits BAL to managing all passenger operations car parking demand on Airport with appropriate infringement management.

The size of aircraft anticipated to operate passenger services would be no larger than aircraft that currently use Bankstown Airport and would weigh less than half the weight of some aircraft that currently use the airport.

Should a passenger services operation be introduced to Bankstown Airport, Bankstown Airport Limited commits to a full community information campaign prior to the introduction of such services.

5.2 PROPOSED AVIATION REQUIREMENTS

A key step in the preparation of this 2014 MP has been the determination of the land and facilities required to accommodate the forecast level of aircraft and potential passenger movements presented in Section 5.1.

The facilities requirements analysis process involved reviewing the traffic forecast-driven requirements against existing facilities to determine which facilities need to be upgraded or provided and the most efficient way in which any upgraded or additional facilities can be provided.



All proposals to make changes to aviation facilities will require relevant approval under the Airports Act 1996. Some of the changes proposed may require the preparation of a Major Development Plan under the Airports Act 1996 which includes extensive consultation requirements. Inclusion of any proposed aviation facilities in the 2014 MP does not give approval to proceed with any changes. Rather, inclusion in the 2014 MP is the first step in the approvals process. The key aspects of the facilities requirement analysis are set out below.

5.2.1 Proposed aviation infrastructure requirements

The existing Bankstown Airport runway and taxiway system is described in Section 4.1. The annual operational capacity of the runway system has been previously estimated at 480,000 aircraft movements per annum, based on the fact that Bankstown Airport recorded more than 484,000 aircraft movements in 1989/90.

The traffic forecasts project that, by 2033/34, annual aircraft movements will reach approximately 298,000. This level of forecast traffic suggests activity levels to be well below the Airport’s estimated maximum annual capacity. As a result, no airport capacity increases are required or proposed through to the end of the current Master Plan period.

Based on the Design Aircraft identified in Section 4.4, runway and taxiway geometry and separations meeting Aerodrome Reference Code 3C standards will apply to those movement and operations areas where activity by the largest aircraft types is expected to occur. While other lesser standards have been applied to other areas of the Airport, the standards used will reflect the Reference Code for the largest aircraft expected to use those facilities on a regular basis.

On the basis of the demand forecast, however, some changes to the runway complex are required as follows:

• Runway 11C/29C extension – subject to demand, a 220 metre extension of Runway 11C/29C may be required from 1,416 metres to 1,636 metres. The current runway is not of sufficient length to enable all Code 3C aircraft to operate at Maximum Take-Off Weight (MTOW) or without undue payload or stage length restrictions. While these types of aircraft can and do use the existing runways, an extension would provide operational efficiency and flexibility;

• allowances for the placement of a Runway End Safety Area (RESA) of 90 by 60 metres at each end of runway 11C/29C. A RESA enhances the safety of the Airport and is mandated by the regulator (CASA) to be included under certain conditions including lengthening of runways. The RESA is engineered to support the largest aircraft expected to use the Airport and is not included as part of the take-off or landing distances;

• runway, taxiway and apron pavement strengthening – to facilitate Code 3C standard aircraft with an Aircraft Classification Number or Pavement Classification Number of PCN 25/F/A for runway 11C/29C and a limited number of taxiways and aprons;

• upgrade of runway lighting on Runway 11C/29C - to improve the operational efficiency of the Airport and to elevate the airfield lighting system to current standards including a stand-by generator and portable lighting; and

• removal of runway lights on Runway 11L/29R – this is proposed because this runway is a lesser code than Runway 11C/29C and thus not suitable for many of the operations occurring during hours of darkness. The capacity to utilize portable lighting for this runway will be maintained.

5.2.2 Passenger terminal requirements

The existing passenger terminal at Bankstown Airport has a total gross floor area of 715 square metres. It is estimated that the terminal has a passenger processing capacity of 120 departing passengers and 110 arriving passengers per hour at IATA Level of Service (LOS) Category C. The passenger movement forecasts anticipate a high of 93,000 passengers per annum (see Table 9). Planning criteria contained in the USA Federal Aviation Administration (FAA) Advisory Circular 150/5360-13, Planning and Design Guidelines for Airport Terminal Facilities and FAA Advisory Circular 150/5360-9, Planning and Design of Airport Terminal Facilities at Non-Hub Locations have been used to determine overall passenger terminal requirements.

On the basis of the traffic forecast presented in Section 5.1, any passenger aircraft operations introduced will be adequately handled in the current terminal facility.

As such, none of the existing terminal and related facilities need to be redeveloped during the 20 year planning period based on the forecast level of traffic. This extends to:

• aircraft apron – sufficient aircraft apron exists within the terminal precinct to accommodate the forecast requirements using power-in/power-out operations;

• terminal building – the overall floor area is generally sufficient to reflect the traffic forecast, however, some internal reconfiguration may be required to meet the requirements of specific operators; and

• vehicle parking – an appropriate area is available for public, employee, rental car, bus and taxi parking within the Airport’s boundaries and would be appropriately managed.



5.2.3 Aircraft parking and storage

There is currently an estimated 45,000 square metres of designated grass tie-down area accommodating an estimated 90 small aircraft parking positions. It is anticipated that this number of grass and light aircraft tie-down facilities exceeds the needs based on forecast traffic levels.

In addition to grass parking and tie-downs, there is currently 70,600 square metres of aircraft apron of which an estimated 63,700 square metres is available for based and transient aircraft parking. It is anticipated that this level of apron parking is more than adequate to accommodate forecast traffic levels.

5.2.4 Airside tenant areas

Around 12 hectares of land is currently leased to airside tenants, just over 50 per cent of which is occupied by building area. An additional 2 hectares is provided in aprons allocated for existing hangars.

Based on the traffic forecast, it is estimated sufficient space is allocated for additional new hangars.

5.2.5 Security arrangements

Although planning for long term security arrangements is not a requirement for an Airport Master Plan under the Airports Act 1996, BAL has considered security issues during the preparation of the MP.

Bankstown Airport is classified as Security Controlled Airport Category 6 and has in place security measures based on risk assessments and the requirement of the Aviation Transport Security Act 2004.

The Airport has a transport security program based on a comprehensive security risk analysis and addresses how security activities are managed and how security incidents are reported and responded to. Supplementary measures include a 24 hour camera surveillance system on the airfield, secure gate access to the airfield, an onsite NSW Police presence due to Police Airwing operations and audits by the regulator – the Office of Transport Security. BAL complies with all of the requirements of the security regulations. BAL will also comply with any requirements should passenger services be introduced. BAL will also regularly review security measures when required by relevant Government agencies.

5.2.6 Emergency management arrangements

Although planning for long term emergency management arrangements is not a requirement of an Airport Master Plan under the Airports Act 1996, BAL has considered emergency management arrangements during the preparation of the 2014 MP.

In accordance with Civil Aviation Safety Regulations, BAL has an Airport Emergency Plan (AEP) in place which outlines the roles and responsibilities of external emergency agencies to respond to an airport emergency. The members of the AEP Committee include representatives of all the emergency services. In accordance with its obligations under the regulations, BAL regularly tests the procedures involved in responding to an airport emergency. The AEP Committee has determined that the management of natural emergencies including bush fire and flood and emergency evacuation of the Airport will be dealt with through the District Disaster Emergency Plan (Displan). BAL will actively participate in the Displan.

The PDMP does not plan for the provision of dedicated aviation rescue and fire-fighting services at Bankstown Airport as provided at other major airports by Airservices Australia unless the level of passenger traffic forecast for Bankstown Airport exceeds the threshold set by CASA required for the provision of such services.

5.2.7 Public safety

In anticipation of Federal Government Public Safety Zones (PSZ) regulations being developed, BAL has adopted a PSZ standard for delineation of the areas involved and safety levels that should be applied to those areas.

The inclusion of PSZs promotes greater safety for the community and aviation operators by ensuring various standards in relation to land use. Specific development proposals within the PSZ are subjected to detailed assessment either through the Major Development Plan process where applicable or via BAL’s ALC consent process.

Land use zoning in the area surrounding the Airport is the responsibility of local government. BAL will continue to liaise with and advise Councils concerning specific off-airport development proposals.

5.3 AVIATION DEVELOPMENT CONCEPT

5.3.1 Planning objectives and principles

BAL’s key objectives and principles underpinning the planning process for the preparation of the Aviation Development Concept for a multi-use aviation business are presented in Tables 10 and 11 respectively.



Table 10 Planning objectives

Objective Comment

Business objectives

To retain and enhance Bankstown Airport’s role as a premier multi-use and general aviation (GA) facility.

Although all aspects of GA activity are important to BAL, particular emphasis has been placed on two key aspects:• facilitating the development of Bankstown Airport as a service and

maintenance centre for GA and smaller aircraft; and • facilitating Bankstown Airport’s vital role in pilot training.

To continue to attract high value corporate, government and charter operators/tenants

Over time, Bankstown Airport has established itself as a centre for corporate, government and charter operations. Key operators and tenants that are located at Bankstown Airport include NSW Police Air Wing, the National Parks and Wildlife Service and New South Wales Air Ambulance Rescue Service. BAL’s objective is to continue to attract operators and tenants of this nature that can benefit from Bankstown Airport’s operating efficiencies and availability of land for development of facilities.

To retain the capacity to introduce niche passenger services if the opportunity arises

Bankstown Airport is accessible to the Greater Western Sydney catchment area of 1.9 million people, which is about 43 per cent of Sydney’s metropolitan population. This catchment includes 14 local government areas.

The Joint Study on aviation capacity in the Sydney region presented recommendations in relation to meeting the future aviation needs in the Sydney Basin. In relation to Bankstown Airport, the Joint Study recommended use of the Master Plan process to resolve a strategy to allow Bankstown Airport to accommodate RPT aircraft. This recommendation is consistent with the position adopted by BAL in this 2014 MP and previously in the 2005 Master Plan.

To continue to attract high value niche freight activity

Freight activity already occurs at Bankstown Airport - primarily through Toll Priority and related activities.

Bankstown Airport is an ideal location for niche, high-speed parcel delivery freight activity due to Bankstown Airport’s operating efficiencies, availability of land for development of facilities and proximity to major transport routes such as the M5 and M7 Motorways. Parcel delivery freight makes up a growing proportion of the overall freight market as the majority of air freight is carried in the belly of passenger aircraft or by dedicated freight aircraft which cannot operate at Bankstown Airport and BAL will continue to foster this attractive market segment.

Other aviation-related objectives

To maintain safe and secure operations

BAL is determined to maintain its record of safe and secure aviation operations. Apart from statutory, regulatory and licence obligations to do so, BAL believes that maintenance of its reputation as a safe and secure airport is a key business continuity and customer attraction issue.



Objective Comment

To meet BAL’s statutory and regulatory obligations

BAL intends to meet the statutory requirements of airport ownership contained within the Airports Act 1996, the Civil Aviation Safety Regulations and the Aviation Transport Security Act 2004 and its Regulations. BAL will also ensure that all developments are planned after taking into account local and state planning frameworks and regulations. These business and aviation objectives are consistent with the zoning of the Airport site for ‘aerodrome’ purposes under the Bankstown Local Environmental Plan 2001 and ‘air transport facility’ under the Draft Bankstown LEP 2014. The Regional Planning Context within which the Airport is situated is described in Section 6.3.

Table 11 Aviation-related planning principles

Aviation-related

principlesComment

Consolidation of GA activity

The current consolidation of GA activity and tenancies across the Airport was reaffirmed by the 2008 Minor Variation, which retained GA activity along Tower Road and the introduction of Aviation/Business land zones, which are available for GA activity.

Management of rotary operations

The 2005 Master Plan principle of separating fixed and rotary wing operations was amended in the 2008 Minor Variation. Given that rotary operations currently account for 13.9% of all flight activity and that the MP forecasts that this level of activity is expected to be maintained, in May 2013 BAL commissioned a safety review of rotary operations on the Airport which extended to all aspects of rotary operations. The review established that current operations meet the requirements of the regulator.

Matching supply of aviation infrastructure to forecast demand

Bankstown Airport has one of the most extensive runway and taxiway complexes of any GA airport in Australia. In addition to three runways, the Airport has almost 12 km of taxiways, in part a function of the geographic spread of aviation tenancies over the site. The principle of matching the supply of aviation infrastructure to demand has been adopted in the MP. Variations to aviation infrastructure will be planned according to demand (subject to consultation and regulatory requirements) and the following principles:

• Utilisation of existing facilities

Given the extent of facilities at Bankstown Airport, the MP has adopted the principle of using existing facilities where possible;

• Selection of design aircraft

The aviation planning underpinning this is based on the selection of a design aircraft – that is, the largest aircraft likely to use the Airport on a regular basis. Selection of a design aircraft is based on traffic forecasts and consultation with aviation industry tenants and users. The design aircraft then sets the parameters for runway and taxiway lengths and widths, as well as appropriate setbacks and other operational constraints.

• Efficient transport management and access

Aviation tenants and users at Bankstown Airport require an efficient road network for operator and customer access to business premises and key aviation facilities. The 2014 MP includes a Ground Transport Plan for the next five years.

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5.3.2 Airport development concept

The Bankstown Airport Development Concept is presented in Figure 16. From an aviation perspective, the Development Concept highlights all of the areas to be reserved for aircraft operations, aircraft movement and parking and airside tenant requirements. The Concept also highlights the mixed use areas that can and will be used for aviation purposes when required. Table 12 shows the proposed land use allocations in the 2033/34 Development Concept, relative to existing land use and the allocated land use areas in the approved Minor Variation 2008 (which modified the 2005 Master Plan).

The proposed 2033/34 Development Concept increases the area of the Aviation zone from 149.2 hectares to 156.5 hectares.

In addition and to provide further flexibility for potential aviation uses, this 2014 MP includes an increase of some 2.8 hectares to the Aviation/Business Zone. The Aviation/Business Zone applies to two areas of land to the north of the runway complex and is suitable either for aviation/aviation related or business uses.

Land as allocated in this 2014 MP has the capacity to cater for all existing and forecast aviation activity. As discussed below, the Aviation Development Concept reflects to the objectives and principles set out in Section 5.4.1.

5.3.3 Consistency with objectives and principles

Objectives

As set out below, the Aviation Development Concept meets all of the objectives presented in Table 10:

• to retain Bankstown Airport’s role as a multi-use and GA facility

The 2008 Minor Variation resulted in a reduced requirement for tenant relocation compared to that envisaged under the 2005 Master Plan (see Section 3.4.3) as a result of the majority of the Tower Road aviation precinct being retained for aviation use.

Where relocation is desirable to achieve other Master Plan objectives, space has been provided in a contiguous aviation precinct which will result in substantial operational efficiencies over time. The Aviation Development Concept also provides adequate space for new tenants and tenant expansions.

• to continue to attract high value, corporate, government and charter operators/tenants

The Aviation Development Concept provides adequate space for existing tenant expansion plans and new tenant arrivals, including corporate/charter and government operations. Infrastructure improvements such as a runway extension, upgraded airfield lighting, taxiway modifications, aviation area consolidation and ground transport improvements will increase the attractiveness of Bankstown Airport to this market segment.

Land use areas

Existing land use area (hectare) March

2014 ¹ Zoning areas

2005 Master Plan for 2024/25 ²

2033/34 Development Concept

Environmentally Significant Zone 11.2 11.2 11.2

Business Zone 132.4 140.0 129.9

Aviation Zone 156.8 149.2 156.5

Aviation Business Zone 9.3 9.3 12.1

Roads and drains ³

3.5 3.5 3.5

Total 313.2 313.2 313.2

1. See Figure 2

2. 2005 Master Plan for 2024/25 including 2008 Minor Variation

3. Roads and drains not contained within a zone.

Table 12 Development Concept - land use allocations



• to continue to attract high value niche freight activity.

The Aviation Development Concept provides for an area dedicated to freight. Infrastructure improvements such as a runway extension, upgrade of airfield lighting, taxiway modifications, aviation area consolidation and surface transport/access improvements increase the attractiveness of Bankstown Airport to this market segment.

• to retain the capacity to attract niche passenger aircraft activity.

The Aviation Development Concept allocates a limited area for low capacity/low frequency passenger aircraft and related activity. This includes the terminal precinct as well as aircraft and vehicle parking areas.

Principles

As noted below, the Aviation Development Concept is consistent with the principles in Table 11:

• consolidation of GA services

The Aviation Development Concept incorporates the consolidation of most current and future aviation activity, including aircraft parking and tenancy requirements, into a dedicated aviation zone. This consolidation also optimises existing facilities efficiency. The consolidated areas are sufficiently large to accommodate all existing and forecast activity at Bankstown Airport.

• matching of supply and demand for aviation infrastructure

Where required by demand, the Aviation Development Concept includes the provision of additional aviation infrastructure, including an extension to runway 11C/29C, upgrade of airfield lighting and land allocations for future expansion/ developments.

• utilisation of existing facilities

To the extent possible, the Aviation Development Concept uses existing facilities. The existing terminal precinct has also been retained. The 2008 Minor Variation further complemented this principle through retention of the majority of the Tower Road aviation precinct.

• efficiency of transport management and access

The inclusion of a Ground Transport Plan ensures that the ground transport requirements of the Aviation Development Concept are considered and managed.

5.4 KEY ELEMENTS OF THE AVIATION DEVELOPMENT CONCEPT

The facility improvements and modifications identified in the facility requirements analysis have been integrated into the proposed Development Concept for the Airport (see Figure 12). These improvements and modifications are summarised below.

5.4.1 Prescribed airspace

Prescribed airspace includes the application of CASA Category I precision approach, retention of NDB procedures in formulating the PANS-OPS and Obstacle Limitation Surfaces (OLS) standards for Code 3 aircraft to Runway 11C/29C and Code 2 for other runways.

5.4.2 Operating hours

Bankstown Airport operates 24 hours per day. The operating hours of the Airport are a Commonwealth requirement. Maintaining 24 hour operation is an outcome of satisfying section 3.2 of the Head Lease between BAL and the Commonwealth.

5.4.3 Runways

Runways 11C/29C

Future changes to Runway 11C/29C within the 20 year planning period are:

• extension of the runway by 220 metres to 1,636 metres. The runway extension may be needed to enable the majority of Code C aircraft to operate without undue payload or stage length restrictions. This extension essentially links Runway 11C/29C to the loop taxiway at the eastern end of the runway complex. The runway extension is essentially to maximise operational efficiencies;

• placement of Runway End Safety Areas (RESA) at each end of the main runway as required by the regulator. The dimension of the RESA required at Bankstown Airport is 90 meters long by 60 meters wide;

• pavement strengthening as required. Pavement strengthening is required to extend the effective life of the pavement. The level of usage by aircraft such as the Bombardier Global Express would degrade the pavements and reduce their effective life. Strengthening essentially is intended to protect the effective life of high cost assets; and

• upgrade of the Airport Lighting Room, airport lights for the main runway and supporting taxiways as the current asset is reaching its end off serviceable life.



Runways 11L/29R

Decommissioning of runway lights on the northern runway due to its infrequent use and usability, as the majority of aircraft operating during hours of darkness require the longer runway and appropriate navigational aids. The longer runway is also supported with portable lighting should a major lighting failure occur

5.4.4 Taxiway modifications

The planned taxiway modifications are:

• pavement strengthening as and where required to accommodate the Design Aircraft;

• straightening of Taxiway B (as implied in the 2005 Master Plan) will not be undertaken (as included in the 2008 Minor Variation). This taxiway will be retained in its current location, as will the run-up bays at the western end, thereby making use of existing aviation infrastructure; and

• removal of the decommissioned taxiways previously known as A6 and C1 which were closed in August 2011 with agreement from the Bankstown Airport Safety Management System (SMS) Committee for a trial period before further agreement from the Committee in February 2012 that these taxiways could remain closed.

5.4.5 Terminal area improvements

Potential terminal area improvements are:

• refurbishment of the passenger terminal as needed to accommodate passenger aircraft service levels;

• development of a passenger terminal area car park and vehicle access and circulation system; and

• improvement of terminal apron areas for anticipated power-in and power-out passenger aircraft operations.

5.4.6 Aircraft parking and storage

The requirement for aircraft parking and storage changes are:

• maintaining the general aviation grass/light aircraft parking as it meets demand forecasts;

• maintaining the general aviation sealed apron parking as it meets demand forecasts; and

• provision of high-strength pavement parking apron for transient large corporate/charter aircraft.

5.4.7 Helipad

The 2014 MP incorporates the retention of the designated Helicopter Landing Site (HLS) on the northern side of the airfield as approved in the 2008 Minor Variation. The designated HLS will continue to meet the needs of the existing helicopter operators based at the Airport. As the existing operational procedures will continue to apply, there will be no need for new arrangements and flight paths to be defined in association with Airservices Australia. Larger helicopter arrival and departure can also take place from the runways.

5.4.8 Helicopter movement area

The 2014 MP also recognises that an area in the north-west precinct of the Airport is currently used for low altitude helicopter training and manoeuvres. The area in question is not zoned for this use and, due to an existing sublease, is unable to be rezoned to Aviation under this 2014 MP. However, it is intended to retain this area for aviation use for the duration of this Master Plan and to rezone it to Aviation when practical. As such current helicopter facilities and infrastructure can manage demand for the duration of the planning period.

5.4.9 Non-directional beacon

Airservices Australia has confirmed that the non-directional beacon (NDB) at Bankstown Airport will remain in its current location. The NDB was refurbished in October 2012. The site is included in the Aviation Zone (see Section 6.4.2).

5.4.10 Airport fuel farm

This 2014 MP includes aircraft fuel storage facilities in two locations - one in the north-east and one in the north-west precinct with good airside access to support diverse aviation operations.

5.4.11 Tenant facilities

The planned tenant facility improvements are:

• accommodation of existing tenant activity to the end of the planning period; and

• provision of space to accommodate increase in aircraft hangars, freight facilities and aviation support facilities consistent with the demand forecasts.

5.4.12 Airservices Australia and support facilities

Subject to Airservices Australia’s planning, the only support facility change that may occur during the period of this 2014 MP is the potential relocation of the ATCT, including the need to replace this ageing facility and to improve ATC visibility of operating areas of the airfield.



Airservices Australia has provided detailed current and future navigational system and air traffic control planning and technical standards and critical zones/siting criteria for developments and for the proposed runway extension. These are acknowledged and will be taken into account in the assessment of future developments through an aviation study. Airservices Australia will be consulted on developments that may impact on navigational aids or other operational facilities.

5.5 AIRCRAFT NOISE MANAGEMENT

5.5.1 Modelling of aircraft noise

Modelling of the noise impact of aircraft operations has been undertaken for the following reasons:

• to fulfill the requirement for an Australian Noise Exposure Forecast (ANEF) in an airport master plan under the Airports Act 1996;

• to assist the community to understand the noise impacts associated with the endorsed 2014 ANEF included in this 2014 MP, and

• to assist in land use planning.

Details of the aircraft noise modeling undertaken for this MP are presented in Appendix E.

The role of noise modelling in land use planning is described in Australian Standard AS2021-2000: Acoustics - Aircraft noise intrusion - Building siting and construction which advises on the acceptability of building sites for various uses based on ANEF zones.

An ANEF, which was endorsed for technical accuracy by Airservices Australia on 23 January 2014, is provided as part of this 2014 MP (see Figure 12).

In addition to the preparation of an ANEF, BAL conducted additional noise modelling to assist the community and airport stakeholders to better understand the impact of aircraft noise. This additional modelling involved the following:

• development of an Australian Noise Exposure Index (ANEI) based on actual aircraft movements for the 12 month period ending 30 June 2013 as an indication of the estimated impact of aircraft noise at the time of preparation of this 2014 MP;

• use of N60 modelling – as although not a formal requirement under the Airports Act 1996, a recent guidance from the Australian Government² recommends that General Aviation (GA) airports such as Bankstown Airport also use noise metrics based on the number of aircraft noise events to assist the community to better understand the impacts of aircraft noise; and

• use of flight path maps as – the Airports Act 1996 requires the provision of flight path movement maps in Airport Master Plans to demonstrate where aircraft fly. BAL commissioned flight path maps for both fixed wing aircraft and helicopters. These maps are presented in Appendix E.

The noise modelling methodology used in this 2014 MP is the Integrated Noise Model (INM) to prepare both ANEI and ANEF contours and N60 maps. The INM model, ANEI, ANEFs and N60s are described in Appendix D.

5.5.2 2014 ANEF for 2033/34

The 2033/34 ANEF contours based on forecast air traffic are shown in Figure 17. This 2033/34 ANEF was endorsed for technical accuracy by Airservices Australia on 23 January 2014 as shown in Appendix E.

The 2033/34 ANEF prepared as part of this 2014 MP includes 20, 25, 30 and 35 ANEF contours. In terms of the significant ANEF contours, the 35 ANEF contour is contained wholly within the Airport’s boundary. The 30 ANEF contour only exceeds the Airport’s boundary slightly northeast of the Airport over a small area zoned as General Industrial. At the eastern end of the Airport, the 30 ANEF contour extends over areas within the Airport zoned as Environmentally Significant and Business, while at the western end the 30 ANEF contour extends over an area within the Airport zoned as Environmentally Significant and crosses over Rabaul Road and a small residential area.

In regard to managing the significant ANEF contours, BAL will ensure that on the Airport there will be compliance with the provisions of Australian Standard 2021-2000 for any new development. In relation to land outside the Airport, BAL has advised the relevant Councils of the land to be affected and the requirements of Australian Standard 2021-2000.

The Noise Management Plan and the further actions in Section 5.5.4 also address measures for managing noise, including proposing changes to the Draft Bankstown Local Environmental Plan 2014 and other proposals for Council’s consideration to prevent inappropriate development in the areas of significant contours and to ensure that any other development will be constructed to meet AS 2021-2000.

² DIRD Guidance Material for Selecting and Providing Aircraft Noise Information.

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5.5.3 Changes in aircraft noise exposure

Changes between the 2014 and 2010 ANEFs

The main changes reflected in the 2014 ANEF for 2033/34 (see Figure 18) compared to the previously endorsed 2010 ANEF for 2029/30 result from:

• the overall reduced aircraft movement numbers;

• variation to the aircraft type percentage;

• redistribution of the runway ends used; and

• changes to the size of helicopters considered.

The flight paths, ANEF and N60 contours provided in Appendix E have been prepared on the basis of the current Class D airspace procedures which are expected to remain in place in the foreseeable future. The ANEF contours and N60 maps are prepared on the aircraft type category, runway strip end use and day-night assumptions set out below. Flight track assumptions have been developed in consultation with Airservices Australia (Bankstown Air Traffic Control).

Helicopter flight tracks reflect BAL’s Noise Management Plan and Fly Neighbourly Procedures, which are to climb as soon as possible within the Airport perimeter as instructed. As per the Minor Variation 2008, the designated helicopter landing site (HLS) in the north-west precinct of the Airport is retained. This means helicopter circuits and arrivals and departures will continue to be undertaken on the northern side of the airfield, as they are currently.

Comparison of N60s

Similar to the comparison between the current and proposed ANEF contours, a comparison between the 2029/30 N60 contours and the 2033/34 N60 contours has been developed and is shown in Figure 19. The outcome is positive with an overall reduction in the areas impacted by 200, 100 and 50 N60 events in the environs of the Airport.

These N60 contours reflect a better guide to assess noise impacts on the community.

5.5.4 Noise Management Plan and actions

BAL’s Noise Management Plan (NMP) documents noise management initiatives that are currently being undertaken as well as proposed future initiatives in relation to planning and operation. The NMP recognises that changes to the noise environment may occur for a variety of reasons and BAL commits to undertake an assessment of impacts when such changes occurs. BAL will update the ANEF in conjunction with the next Master Plan in five years.

BAL intends that the Bankstown Airport Community Aviation Consultation Group (BACACG) will have an ongoing and enhanced role consultative role in the monitoring of the NMP (see below). BAL has also prepared explanatory material including a Guide to Understanding Noise for Bankstown Airport which is available online and from the Airport office.

BAL’s Action Plan for aircraft noise management is as follows:

• planning – BAL will advise Bankstown, Liverpool, Hurstville and Fairfield City Councils of the extent of land affected by aircraft noise. BAL will work with these Councils to ensure that any new development in areas affected by the ANEF contours is undertaken in compliance with AS 2021-2000 having regard to the applicable ANEF contour(s) and the type of development. BAL has established a Planning Coordination Forum with Bankstown, Liverpool, and Fairfield City Councils and the NSW Department of Planning and Environment. This Forum meets every six months to discuss Airport and development activities. This provides an additional avenue for detailed land use planning and liaison on noise to supplement the BACACG;

• flight track monitoring technology – while no GA airport has this technology specifically dedicated to their airport - Airservices Australia’s WebTrak extends to Bankstown Airport for those flights that operate with active transponders;

• ground running - BAL has issued Aircraft Engine Ground Running Guidelines (2013) to manage the impact of noise associated with ground based aircraft operations. These Guidelines have been distributed to all operators at the Airport and are available on the Airport’s web site. There are dedicated run-up bays on the Airport (see Section 4.1.2);

• aircraft noise management - Fly Neighbourly Procedures for both fixed and rotary wing aircraft using Bankstown Airport is a voluntary code of conduct implemented by BAL to encourage the minimisation of noise in the vicinity of the airport. Fixed wing pilots are encouraged to:



o Climb as soon as possible to minimise noise over residential areas;

o Reduce engine revs as soon as possible;

o Avoid flying over residential areas, hospitals and schools when possible. Endeavour to be above 1,000 ft when flying over residential areas, hospitals and schools;

o Keep circuits as compact as possible - do not fly wide circuits;

o Use the preferred runway direction 29 over the Georges River.

• Helicopter operators are encouraged to:

o Climb as soon as possible to minimise noise over residential areas;

o Use rates of climb and descent that minimise noise over residential areas;

o Avoid blade slap by using slower, steeper descents;

o Maintain correct tracks after take-off;

o Try to avoid flying over residential areas, hospitals and schools when departing from or approaching a landing site (or conducting circuit training). Always fly above 500 ft, and endeavour to be above 1,000 ft when flying over noise sensitive areas;

• BAL communicates this procedure and publishes it in a variety of airport media;

• complaints procedure – BAL will continue to monitor noise complaints made to the Airport and Airservices Australia and will report routinely to BACACG through a formal protocol as a means of identifying problem areas and investigating solutions in consultation with the community. As well as consultation with BACACG, complaints received directly by BAL will be dealt with on a case-by-case basis and will be forwarded to CASA and Airservices Australia where appropriate. BAL will also work with the Aircraft Noise Ombudsman within Airservices Australia, if required;

• alert the community to Aircraftnoise.com.au, an initiative of Airservices Australia and the Australian Airports Association and supported by the Aircraft Noise Ombudsman and aviation industry. This website has information on the causes and reporting of noise at airports and how the industry is working together to manage it;

• community consultation – BAL will continue active involvement in consultation with the community via the BACACG and associated bodies on issues relating to noise with assistance from Airservices Australia and CASA to respond to noise and other operational issues; and

• adventure flight operators are required to notify BAL of commencement of their operations and BAL considers the potential noise impacts of these operations.

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Preliminary Draft Master Plan Bankstown AirportPreliminary Draft Master Plan Bankstown Airport

Introduction

6

Non-aviation development concept6.1 Approach to preparation of the Non-Aviation Development Concept

6.2 Key objectives and principles

6.3 Regional and local planning context

6.4 Zoning

6.5 Built form and urban design

6.6 Existing use rights

82 – Non-aviation Development Concept


The Non-Aviation Development Concept will transform Bankstown Airport into an important economic activity and employment hub in the Western Sydney Region. This Concept is based on the availability of approximately 130 hectares of land that has been identified as surplus to aviation and environmental management requirements. Four land use zones will facilitate and control future development on the Airport.

6.1 APPROACH TO PREPARATION OF THE NON-AVIATION DEVELOPMENT CONCEPT

The Non-Aviation Land Development Concept proposed for Bankstown Airport is presented as part of the overall Development Concept 2034/35 in Figure 16.

As shown in the master planning process chart (see Figure 6), the Development Concept 2033/34 for Bankstown Airport started with determining the land required for aviation purposes as presented in Chapter 5. Once the Aviation Development Concept was determined, land identified as being surplus to aviation was considered for the Non-Aviation Development Concept.

In accordance with the requirements of the Airports Act 1996, the 2014 MP:

• incorporates the objectives and associated principles for development of non-aviation land;

• specifies BAL’s intentions for land use and development and establishes a strategic planning framework to guide the long term development of the site;

• implements land use zones with associated objectives reflecting BAL’s stated landside aims and consistent with the NSW Standard LEP Template to the extent possible in Appendix F;

• notes that through the Bankstown Airport Urban Design Guidelines 2009, detailed development guidelines and controls have been established to assist in achieving the proposed land use objectives, and

• provides a process whereby relevant objectives and guidelines will be considered in the assessment of any development proposal on the Airport.

Known potential proposals are listed in section 11.3 and are subject to the relevant development assessment process which will include consultation with appropriate stakeholders.

6.2 KEY OBJECTIVES AND PRINCIPLES

6.2.1 Key objectives for non-aviation development

This 2014 MP presents a comprehensive master plan for the Bankstown Airport site to provide the planning and development framework for Airport tenants and users, other key stakeholders and the wider community. The 2014 MP sets out the existing development approval, building approval and environmental assessment processes. Land on the Airport is developed either by BAL or by a sub-lessee.

BAL’s objectives for the non-aviation development on the Airport are shown in Table 13.

Table 13Objectives for non-aviation development at Bankstown Airport

Objective Comment

To consolidate Bankstown Airport’s role as a major activity hub

A key objective for BAL is to optimise the contribution that Bankstown Airport makes to jobs and economic activity in Bankstown and Greater Western Sydney.

To enhance value

The development of land surplus to aviation activity will ensure that value is enhanced for BAL’s shareholders and businesses located on the Airport.

To grow and diversify the business

The growth and diversification of non-aviation development on the Airport will contribute to BAL’s long term sustainability and reduce the impact of revenue shocks such as the loss of a major tenant or large scale reduction in aviation activity due to external factors.

To integrate with metropolitan planning policies and land use in surrounding areas

A key objective is for non-aviation development to complement metropolitan and regional planning strategies and to integrate with surrounding areas and the local community.

To meet all BAL’s statutory, regulatory and governance obligations

BAL will meet all of its statutory, regulatory and governance obligations.

Non-aviation development concept

Non-aviation Development Concept – 83


6.2.2 Key principles for non-aviation development

In achieving the objectives outlined above, BAL proposes to adhere to the principles presented in Table 14.

Table 14 Principles for non-aviation development

Principle Comment

Compatibility with aviation operations

Any non-aviation development is to be compatible with aviation activity – for example, taking into account appropriate prescribed clearances, prescribed airspace requirements and aviation risk considerations and to ensure the safety and security of persons at the Airport in general.

Sustainability

Property developments are to adopt high levels of environmental and social sustainability by striving to use resources in an efficient manner while meeting the expectations of stakeholders including government regulators, employees, tenants, investors and the broader community with regard to financial, social and environmental performance.

Development planning

Developments are to be planned taking into account local and State planning regulations where relevant and other matters identified in Bankstown Airport Urban Design Guidelines as reviewed from time to time and posted on the Airport website.

Traffic management Developments are to be planned to take into account traffic impacts on external road systems and residential areas in the vicinity of the Airport.

Conservation of heritage items

Key heritage elements of Bankstown Airport are to be conserved in accordance with the Bankstown Airport Heritage Management Strategy and the proposed Bankstown Airport Heritage Management Plan. Any new development will consider and respect heritage issues.

Open space and environmental areas

The Non-Aviation Development Concept is to be implemented having regard to Environmentally Significant sites addressed in Section 4.5 in the Bankstown Airport - Airport Environment Strategy 2014. Adequate open space areas and landscaping will be provided by each development proponent.

Community consultation

Development proposals will be subject to BAL’s Consultation Policy – Development Assessment 2014 as reviewed time to time which takes into account the potential impacts and scale of developments. Consultation will include the Bankstown Airport Community Aviation Consultation Group and the Planning Coordination Forum.

Flooding and stormwater

Developments are to be planned to take into account BAL’s Stormwater and Flood Management Strategy (see Section 10.7).



6.3 REGIONAL AND LOCAL PLANNING CONTEXT

6.3.1 Regulatory requirements

Regulations under the Airports Act 1996 require that, in relation to the development objectives for the Airport, the 2014 MP must address the extent (if any) of consistency with planning schemes in force in NSW. For the landside part of the Airport, the 2014 MP must describe proposals for land use and related planning, zoning or development in an amount of detail equivalent to that required by and using terminology (including definitions) consistent with that applying in land use planning, zoning and development legislation in force in NSW.

Notwithstanding this requirement, it should be noted that:

• land use and planning within the Airport site is regulated under the Airports Act 1996 and not under the NSW Environmental Planning and Assessment Act 1979 (EP&A Act);

• where the term ‘development’ is used in this 2014 MP, it describes a ‘building activity’ and associated land use as set out in the Airports Act 1996 and associated regulations (rather than the definition of ‘development’ in the EP&A Act);

• where the term ‘public utility undertaking’ is used in the land use zonings in this 2014 MP, it describes the provision of infrastructure services such as electricity, gas, telecommunications, water, sewer, stormwater and fuel rather than the definition in the NSW Standard Instrument (Local Environmental Plans) Order 2006; and

• this 2014 MP contains definitions of land use types in Appendix F. Many definitions are the same as those in the Standard LEP Template, however, not all Standard Template definitions were suitable. Appendix F clarifies where Standard LEP Template definitions have been adopted and where other Master Plan specific terms are used.

6.3.2 Relationship to NSW planning policy and planning instruments

Although the Airport’s future land use and planning is regulated under the Airports Act 1996 (and not under the EP&A Act), it is essential that an understanding of the NSW planning policy and its associated planning instruments as they relate to Bankstown Airport is included in this MP.

Environmental Planning and Assessment Act 1979

The statutory planning framework in NSW is provided through the EP&A Act. In addition, there are other NSW Acts that deal with planning issues including the Heritage Act 1977, the Protection of the Environment Operations Act 1997, and the Water Management Act 2000. The EP&A Act and the planning instruments created under it are administered by variously the NSW Government and relevant local councils.

Sydney Draft Metropolitan Strategy

The Minister for Planning and Environment, through the Department of Planning and Environment, is responsible for state and regional policy direction within NSW.

The primary policy document for planning of the Sydney metropolitan area is currently the Metropolitan Plan for Sydney to 2036 (Metropolitan Plan) which was released in December 2010. The Draft Metropolitan Strategy for Sydney to 2031 (Draft Strategy) is a new plan to guide the city’s growth to 2031. Once the Draft Strategy is finalised, it will replace the existing Metropolitan Plan.

With approximately 1.3 million more people expected in metropolitan Sydney by 2031, the Draft Strategy identifies a need for around 545,000 new homes and 625,000 new jobs across the metropolitan area. Planning for this growth in the right way will help to boost the economy and make Sydney a great place to work and live. The Draft Strategy will help to locate new housing and jobs across the metropolitan area. This will help to give people a choice of housing that is more affordable and enable them to work closer to where they live.

In particular, the Draft Strategy identifies a number of key places to focus new housing and jobs alongside good transport connections. These plans align with the projects identified in the NSW Government’s Long Term Transport Master Plan and the State Infrastructure Strategy.

The Draft Strategy in its Vision for Sydney in 2031 identifies Bankstown Airport/Milperra as a ‘Specialised Precinct’ (see Figure 20). ‘Specialised Precincts’ are places which, in the Metropolitan Plan, are referred to as ‘Specialised centres’.



In relation to ‘Strategic centres and Specialised precincts’, the Draft Strategy identifies minimum jobs targets for the period 2011 to 2031. For the ‘Bankstown Airport/Milperra Specialised Precinct’, job targets are identified as 16,000 in 2011, 17,000 in 2021 and 18,000 in 2031.

The metropolitan priorities for the ‘Bankstown Airport/Milperra Specialised Precinct’ are listed as follows:

• promote as an aviation centre for Sydney;

• support other specialised clusters associated with the Airport and Milperra industrial lands; and

• provide capacity for at least 2,000 additional jobs to 2031.

The Draft Strategy also includes a ‘Potential High Speed Rail Link’ parallel to the AM31 (Hume Highway) road corridor and relatively close to Bankstown Airport.

The NSW Government is currently seeking further feedback on the Draft Strategy to help inform the final Metropolitan Strategy for Sydney to 2031 which is intended to be adopted in late 2014. After adoption of the new Metropolitan Strategy, Sub-regional Delivery Plans for local areas of Sydney will be developed in partnership with communities and local Councils.

Bankstown Employment Lands Development Study

The Bankstown Employment Lands Development Study 2009 was prepared by Bankstown City Council as a citywide study in response to the preparation of the NSW Government’s 2010 Metropolitan Strategy. The Employment Lands Development Study sets out a strategic direction for employment lands in Bankstown and make recommendations as to how the NSW Government’s jobs targets may be met. The Study was adopted by Council in September 2009.

One of the key directions of the Study was to ‘strengthen the role of Bankstown Airport-Milperra as a Specialised Centre’ (see Figure 21). The ‘specialised centre’ (now ‘specialised precinct) categorisation indicates that the centre is of strategic significance to the Sydney Metropolitan Region in terms of attracting employment and future investment. Specialised centres will be a focus of future infrastructure investment. Of the 15,400 existing jobs, around 3,000 people are employed in association with Bankstown Airport, and the rest are predominantly employed in the Milperra Industrial Area and the University of Western Sydney.

The vision for this specialised centre is to expand opportunities for high value added industries and skilled jobs associated with aviation, manufacturing and logistics, through improving planning and industry networks, development and redevelopment opportunities, and access to and from the area. Value chain profiling indicated significant opportunities to further strengthen aerospace industries. The Study notes that the Airport represents the major potential for new activities through improved utilisation of surplus land, if airport related activities are rationalised, and the short north south runway removed.

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Figure 21Bankstown Airport/Milperra Specialised Centre

Source: BCC Employment Lands Development Study 2009

Bankstown local area plans

Bankstown Council is preparing eight local area plans to inform its citywide strategic planning, outline the delivery of infrastructure and priorities and inform statutory planning. Bankstown Airport is in the local area called Bankstown Airport Milperra Industrial Precinct Condell Park Industrial Precinct. Given the unique activities and character within this Specialised Centre, a different approach is required to that used in other local areas. Planning for this area has not yet been commenced by Council.

State planning policies

These broader policy documents are implemented through State Environmental Planning Policies (SEPPs), Regional Environmental Plans (REPs) and Ministerial directions (i.e. Section 117 Directions) made under the EP&A Act, and are administered by the NSW Department of Planning and Environment with some delegation to local councils.

The regulation of land use and development in NSW is implemented through LEPs - also made under the provisions of the EP&A Act. LEPs are administered by local councils. The making of LEPs requires NSW Government input to ensure that their provisions are consistent with broader policy and relevant SEPPs, REPs and Ministerial directions.

Section 117 Directions

Consideration has been given to Section 117 Directions made by the Minister for Planning and Environment under Section 117 of the EP&A Act (see Table F1 of Appendix F).

State Environmental Planning Policies (SEPPs)

Consideration has been given to all current SEPPs, and relevant draft SEPPs (see Table F2 of Appendix F).

Regional Environmental Plans (REPPs)

Consideration has been given to all current REPs and relevant draft REPs¹. These are detailed in Table F3 of Appendix F.

Local Environmental Plans

Bankstown Airport is located within the Bankstown City Council area. Although the Bankstown LEP 2001 and the Draft Bankstown Local Environmental Plan 2014 include the Airport, these planning instruments do not operate to control development on the Airport site. Rather, the Airports Act 1996 is the controlling legislation for environmental and planning matters on the Airport and operates to the exclusion of the NSW legislation.

Bankstown Local Environmental Plan 2001 and Draft Local Environmental Plan 2014

The Airport site is zoned ‘5 Special Uses (Aerodrome)’ under the provisions of the Bankstown Local Environmental Plan 2001 (LEP 2001) and (SP1) ‘Special Activities– Air Transport Facilities’ under the provisions of the Draft Bankstown LEP 2014 (Draft LEP 2014) which was adopted by Council in February 2014 and at the time of writing this report with the Minister for Planning and Environment for review. The objectives of the Special Uses Zone are to identify land owned, used or required to be used by, or under the authority of, a public authority or for some other semi-public purposes, and to permit a range of uses which are compatible with the locality. The objectives of the Special Activities zone are to provide for special land uses that are not provided for in other zones, to provide for sites with special natural characteristics that are not provided for in other zones, and to facilitate development that is in keeping with the special characteristics of the site or its existing or intended special use, and that minimizes any adverse impacts on surrounding land.

Consideration has been given to the relevant zones and provisions of both LEP 2001 and Draft LEP 2014. These are detailed in Table F4 of Appendix F.

¹ As a result of SEPP (Repeal of REP Provisions) 2009 introduced on 26 June 2009, REPs became ‘deemed’ SEPPs on 1 July 2009 under the new Division 2, Part 3 of the EP&A Act. REPs are no longer part of the hierarchy of environmental planning instruments in NSW. A number of REPs have been removed from the planning system and many obsolete clauses have been removed from those remaining.



Liverpool Local Environmental Plan 2013

Land west of the Georges River is within the Liverpool City Council area and is regulated under the Liverpool Local Environmental Plan 2013. The land immediately to the west of the Georges River is generally zoned W1 Natural Waterways and RE1 Public Recreation. Other zones include N3 Heavy Industrial and IN2 Light Industrial which buffers R2 Low Density Residential and R3 High Density Residential zones further to the west.

Heritage

Heritage issues are regulated at Commonwealth and State levels. Only the Commonwealth legislation applies to Bankstown Airport. This 2014 MP recognises Airport heritage items which have been identified in the Bankstown Airport Heritage Management Strategy. Heritage issues are addressed in Section 9.8.

6.4 ZONING

6.4.1 Land use zoning overview

BAL has prepared a land use zoning plan to facilitate and control future development at the Airport (see Figure 9). The zoning plan has been prepared in response to the metropolitan planning regime which identifies Bankstown Airport/Milperra

as a ‘Specialised Precinct’ in the 2013 Draft Metropolitan Strategy for Sydney to 2031. The Airport land has been recognised as containing infrastructure that performs a vital economic and employment role within the wider metropolitan context. A summary of the zones is presented in Table 15.

6.4.2 Land use zoning

As shown on Figure 9, around the centrally located Aviation Zone land which applies to the principal aviation activity areas, there are two main zones - the Aviation/Business zone to the north (north-west and north-east precincts) and the Business zone to the south (south-west and south-east precincts). A wide variety of uses from light industrial activities to manufacturing and logistics are permissible in these zones. The balance of the south-east precinct is suitable for a variety of uses from retail bulky goods to logistics and warehousing.

Industrial and logistics-based activities are planned for the 10.5 hectare south-east precinct to take full advantage of its superior road transport location – with approval having been given to development of a substantial part of the precinct. B-double truck access is provided from the M5 Motorway to this precinct via Milperra Road. Activities include logistics, warehousing, manufacturing and distribution.

Zone

Gross area

(hectares) Location and general description

Aviation(plan colour: blue)

156.5

This zone includes all operational aviation areas, namely:- runway/taxiway complex,- aircraft movement and parking areas/helipad- terminal and corporate aircraft reserve- airside tenancy buildings and associated taxiways.

Business(plan colour: yellow)

129.9

This zone applies to the non-aviation areas to the south of the runway complex (Aviation zone) as well as some areas at the each of the runway ends.North of the runway complex in three sections, the Business zone provides a transition between the Aviation zones and the Aviation/Business zone.

Aviation/Business(plan colour: orange)

12.1 This zone applies to the non-aviation areas to the north of the runway complex to the east and west of the internal collector road system.

Environmentally Significant(plan colour – green)

11.2 This zone applies to two areas - one near the western extremity of the Airport and the other to the east of the runway complex adjacent to areas zoned Business.

Roads/ Drains 3.5 Roads and Drains not contained within a zone (e.g. parts of Tower Road).

Total 313.2

Table 15 Bankstown Airport zones



Within the Business Zone south of the runway complex, a mixed use precinct compromising retail, bulky goods, commercial and industrial-related uses is planned for the south-west Precinct. This area covers approximately 40 hectares and a proposed development for this area will be subject to the Airports Act 1996 and the Airports (Building Control) Regulations 1996 including, as applicable, a Major Development Plan (MDP) process.

The objectives of each land use zones and permissible uses are set out in Tables 16 to 19. All development is subject to the approvals process shown in Figure 7 in Chapter 1. Land use definitions are presented in Appendix G.

Development which is not specified within a particular zone as permissible may nevertheless be permitted where BAL is satisfied that the development is a ‘compatible land use’ being development that:

• is not inconsistent with the provisions of the 2014 MP;

• is not inconsistent with the objectives of the zone in which the use will be located;

• will not have an adverse effect on other land within the locality, and

• will not render the land unfit for the purpose for which it has been zoned.

Overall, any development on the Airport must be consistent with the 2014 MP.

6.4.3 Sensitive developments

Section 71A of the Airports Act 1996 provides that the development, or a redevelopment that increases the capacity of certain community facilities at leased Federal Airports are ‘major airport development’ for the purposes of Section 89 of the Act . The following ‘sensitive developments’ constitute a ‘major airport development’:

• residential dwelling (except accommodation for students studying at an aviation educational facility);

• community care facility (which includes an aged care facility, nursing home and respite care facility);

• pre-school;

• primary, secondary or tertiary educational institution (except an aviation educational facility); and

• hospital (except a facility the primary purpose of which is to provide emergency treatment to persons at the Airport and which does not include in-patient facilities).

The above types of development on airport land (apart from the exceptions indicated) can only proceed pursuant to an approved Major Development Plan. Some of the exempted uses are included within the land use tables for the Aviation, Business, and Aviation/Business zones.

Section 71A requires an airport master plan to identify any proposed ‘sensitive developments’. No sensitive developments are planned by BAL on the Airport within the planning period. Any redevelopment work at Georges River Grammar School is reviewed by DIRD to establish that it is facility improvement and does not increase student capacity.

6.4.4 Environmentally significant areas

The 2014 MP recognises three environmentally significant areas identified in Section 2.6 of the Airport Environment Strategy (AES) (see Appendix B). These areas, which are annotated as *1, *2 and *3 in Figure 9, are described as follows:

• *1 – that area adjacent to the stormwater drains in the north-east precinct of the Airport populated by Acacia pubescens, a species listed under both the Environment Protection and Biodiversity Conservation Act 1999 and the Threatened Species Conservation Act 1995 (NSW) as ‘vulnerable’;

• *2 – that area of the north-west precinct of the Airport populated by Hibbertia glabrescens MS, a species known to occur only on Bankstown Airport and listed under the Environment Protection and Biodiversity Conservation Act 1999 as ‘critically endangered’; and

• *3 – that area of bushland in the south-east precinct adjacent to Deverall Park.

6.4.5 Aviation zone

This zone is shown in blue shading on the zoning plan (see Figure 9). It includes the runway complex, extends to the northern side of the runway complex with an area for hangars located to the south of the runway complex.

The objective for the zone and permissible uses with consent are shown on Table 16.



Table 16Aviation zone - objective and permissible uses with consent

Objective Permissible uses with consent

To identify land for current and future aviation development as well as other development compatible within the Airport environment.

accommodation for students studying at an aviation educational facility; advertisement; aircraft and airport maintenance and storage facilities; aircraft engine testing areas; aircraft surveillance equipment;airport freight facilities; airport terminal and support facilities;aviation educational facility;business premises; commercial premises; car park; child care;communications facility; compatible land use; events and marketing;facility with the primary purpose of providing in-house training to staff of an organisation conducting operations at the airport;filming; flood mitigation works; fuel storage and distribution; hospital (whose primary purpose is to provide emergency treatment to persons at the airport and which does not include in-patient facilities); industry; civil works, land reshaping and filling; meteorological facilities; public utility undertaking; road; road transport terminal; runways, taxiways, helipads and aprons; shops (servicing the daily convenience needs of the local workforce and population or servicing those associated with the airport terminal); security control and screening points; transport depot; transport infrastructure; transport terminal; utility installation; vehicle storage; visual and non-visual navigation aids; andwarehouse.

6.4.6 Business Zone

This zone is shown in yellow shading on the zoning plan (see Figure 9). It is generally located on the northern and southern limits of the Airport site with some areas at the extreme west and east ends of the Airport. The objective for the zone and permissible uses with consent are shown on Table 17.

Table 17Business zone - objective and permissible uses with consent


To encourage a broad range and mix of employment, business and industrial development within a coordinated and cohesively planned environment.

accommodation for students studying at an aviation educational facility (including residential dwellings); advertisement; amusement centre; aviation educational facility;bulky goods retailing; business premises; bushland regeneration works; car park; child care facility club; commercial premises; communications facility; community care facility; compatible land use; Events and marketing:filming; facility with the primary purpose of providing in-house training to staff of an organisation conducting operations at the airport;flood mitigation works; generating works; hospital (whose primary purpose is to provide emergency treatment to persons at the airport and which does not include in-patient facilities); hotel; industry; land filling; motel; motor showroom; place of assembly; place of public worship; plant nursery; public utility undertaking; recreation facility; refreshment room; road; road transport terminal; service station; shop transport depot; transport terminal; utility installation; andwarehouse.



6.4.7 Aviation/Business Zone

This zone is shown in orange shading on the zoning plan (see Figure 9). It is generally located on the northern side of the runway complex. This zone is already the location of a number of aviation-related tenancies which may prefer to locate on-airport but do not require airside access, as well as non-aviation tenancies, car parking facilities and vacant areas. Other employment-generating developments will be permissible in this zone in locations that are compatible with permissible commercial activity.



To encourage a broad range and mix of commercial and business development within an integrated and active precinct.

To identify land that is suitable for either aviation, aviation-related or employment related development, or a combination of such development.

advertisement; amusement centre; aviation educational facility;bulky goods retailing; business premises; bushland regeneration works; car park; child care facility civil works, club; commercial premises; communications facility; community care facility; compatible land usefacility with the primary purpose of providing in-house training to staff of an organisation conducting operations at the airport; facility with the primary purpose of providing short term accommodation for persons receiving aviation training at the airport; flood mitigation works; generating works; hotel; hospital (whose primary purpose is to provide emergency treatment to persons at the airport and which does not include in-patient facilities); industry; land reshaping and filling; motel; motor showroom; place of assembly; place of public worship; public utility undertaking; recreation facility; refreshment room; plant nursery; road; road transport terminal; service station; shop; transport depot; transport terminal; utility installation; and warehouse.

Table 18 Aviation/Business zone - objective and permissible uses with consent



6.4.8 Environmentally Significant Zone

This zone is shown in light green shading on the zoning plan (see Figure 16). The areas are located at both the eastern and western ends of the runway approaches. The area at the western extremity of the Airport incorporates environmentally significant site *2, whilst the area at the eastern end of the Airport incorporates environmentally significant site *3 and community netball courts to enhance the environment surrounding the Airport. It is not proposed to change this use.

Environmentally significant site *1 is located within a drainage reserve in the north-east precinct of the Airport on the Airport boundary.


Table 19Environmentally Significant zone - objective and permissible uses with consent


identify land for open space, recreational and compatible uses to enhance the environment surrounding the Airport.

Except within the environmentally significant site *2:

advertisement; bushland regeneration works; car park; club; communications facility; community facility; compatible land use; filming; flood mitigation works; land filling; public utility undertaking; recreation facility; road; shop (ancillary to the function of the zone);utility installation.

Development and building consent

With certain limited exceptions pursuant to the Airports (Building Control) Regulations 1996, all development on the Airport will require both BAL development consent as well as building approval from the Airport Building Controller (ABC).

6.5 BUILT FORM AND URBAN DESIGN

The 2014 MP establishes various zonings over the site to control development of both aviation and non-aviation activities. The construction of building forms, paved areas and infrastructure on the Airport site will involve the potential for environmental impacts including the range of issues addressed in Chapter 9, together with impacts associated with the streetscape and visual quality of the area and the potential for amenity-related impacts on nearby residential properties.

The 2014 MP contains broad objectives that call for the integration and cohesive planning of precincts within the Airport (see Section 1.4.3). More detailed controls have been developed to assist in achieving these objectives and to address the range of potential impacts arising from construction activity and built form and use in the Bankstown Airport Urban Design Guidelines 2009 (BAL 2009). Applications for development on the Airport will be required to address sustainability, built form and urban design issues as part of the development assessment process and in accordance with the Bankstown Airport Urban Design Guidelines.

Objectives, targets and actions in relation to heritage management are addressed in Section 9.7 and Table 6 of the AES.

6.6 EXISTING USE RIGHTS

Where there are inconsistencies between current land uses and the development permitted under the zonings within this 2014 MP, the current land uses may continue to exist with no further approvals. The tenants may expand or change the use on their respective sites and within their curtilage subject to consent by BAL.

A change to another use which is not specified within a particular zone as permissible may be permitted by BAL where it is satisfied that the development is a “compatible land use” being development that is:

• not inconsistent with the provisions of the 2014 MP;

• not inconsistent with the objectives of the zone in which it will be located;

• will not have an adverse effect on the land within the locality, and

• will not render the land unfit for the purpose for which it is zoned.

Where a pre-existing lease is in place on the Airport, no changes to tenancies are planned.

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