PART A MASTER PLANNING CONTEXT

Transcription

1 PART A MASTER PLANNING CONTEXT A

2 This page has been intentionally left blank.

3 Preliminary Draft Introduction Introduction 1.1 Background 1.2 Purpose of the 1.3 Statutory requirements 1.4 BAL s vision and objectives 1.5 structure 1

4 Introduction The approval of the 2014 (2014 MP) fulfils statutory requirements as well as building on development achievements since the approval of the The 2014 MP sets out BAL s objectives for the development of over the next twenty years. 1.1 BACKGROUND In December 2003, the BaCH Consortium purchased the long term lease over (the Airport) together with the Camden Airport lease from the Federal Government. As part of the sale process, the Consortium also acquired the airport management company, Limited (BAL), which continues to manage and operate the Airport. BAL is the Airport Lessee Company (ALC) for Bankstown Airport. BAL is an Australian company owned in equal parts by three major and reputable investors - AustralianSuper, Mirvac Investment Management and Colonial First State Global Asset Management, who invest in BAL on behalf of Australian individuals and families through their superannuation contribution. BAL is committed to the long term growth and development of based on sustainable development principles. The Airport is a significant contributor to the economy of Western Sydney and the /Milperra Specialised Centre (as identified in the New South Wales Government s Draft Metropolitan Strategy for Sydney to 2031). BAL aims to appreciably increase the role Bankstown Airport plays in providing secure, stable and high quality jobs in the region. The 2004/05 was approved by the Minister for Transport and Regional Services on 7 March The 2010 Draft (DMP) was submitted in March However, in February 2011 the Minister for Infrastructure and Transport refused to approve the DMP and requested BAL to submit a fresh DMP within one year. Following the Minister s decision, BAL successfully sought two extensions to the submission date and the DMP was required to be submitted by 15 October PURPOSE OF THE MASTER PLAN The purpose of this document is for BAL to present the 2014 MP for as required under the Airports Act This 2014 MP represents the completion of the six stages involved in the preparation and approval of an Airport as shown in Figure 5. Figure 5 Preparation of Preliminary Draft including an Airport Environment Strategy Public comment on Preliminary Draft Master Plan for 60 business days Consideration of issues raised in public submissions Preparation of Draft Master Plan for submission to the Minister Minister considers Draft Minister approves Master Plan 2014 and Airport Environment Strategy Stages in the preparation of an airport master plan Stage 1 Stage 2 Stage 3 Stage 4 Stage 5 Stage 6 When approved by the Deputy Prime Minister and Minister for Infrastructure and Regional Development (the Minister), this 2014 MP replaces the 2004/05 ( 2005) which was approved in March Key elements in the preparation of the MP include: reflecting on the development on the Airport since 2005; incorporating the changes approved in the 2008 Minor Variation; acknowledging the influence of land uses and communities surrounding the Airport; and presenting BAL s proposals for the management and development of the Airport over the 20 year period to Introduction

5 1.3 STATUTORY REQUIREMENTS Statutory obligations A key statutory requirement for the as required under the Airports Act 1996 requires the master plan to: cover a planning period of 20 years; be reviewed every five years; specify the ALC s development objectives for the Airport; assess the future needs of civil aviation users and other users; specify the ALC s proposals for land use and related development; include forecasts relating to noise exposure levels, flight paths (in accordance with regulations) and the ALC s plans, following consultation, for managing aircraft noise intrusion above significant aircraft noise exposure forecast (ANEF) levels; assess environmental issues and plans for dealing with these issues; specify a five year ground transport plan; specify information on proposed developments for the first five years; assess the likely effect on employment levels at the Airport and on the local and regional economy and community in the first five years; provide an environment strategy; be made available for public comment for a period of 60 business days; and preparation The methodology used in the preparation of this 2014 MP is shown in Figure 6. The following phases were undertaken: Phase 1 data gathering and objective setting; Phase 2 preparation of aviation traffic forecasts and facilities requirements analysis; Phase 3 preparation of a commercial development concept based on land surplus to aviation requirements; Phase 4 preparation of a development concept, analysed for potential impacts on traffic, services and infrastructure, environment, heritage, aircraft noise, airspace protection and the local and regional economy and community; Phase 5 preparation of a land use and zoning plan to provide the implementation framework for individual development proposals; Phase 6 preparation of the PDMP; Phase 7 public comment period for 60 business days; Phase 8 consideration of comments; Phase 9 preparation of the DMP; and Phase 10 submission of the DMP to the Minister for his consideration. In addition to the ten phases, BAL s preparation process also includes ongoing consultation and engagement with key stakeholders and the wider community, informing them of the planning process and gathering input and comments as required. satisfy the relevant requirements of the Airports Regulations Appendix A sets out the requirements of the Airports Act 1996 and Airports Regulations 1997 in relation to airport master plans and the compliance of this 2014 MP. Introduction 25

6 BANKSTOWN AIRPORT 2014 Figure 6 DMP preparation process Date: May

7 BAL s 2014 MP has three primary planning roles namely, to provide: stakeholders with a clear statement of BAL s vision and objectives for the Airport; direction on land use so that long term aviation requirements are catered for and non-aviation developments are appropriately integrated with other airport activities and take into account the local and NSW planning framework; and planning flexibility consistent with the 2014 MP so that BAL can adjust its strategies to accommodate an ever changing commercial and operating environment. In terms of its regulatory role, the 2014 MP will form an integral part of BAL s ALC Consent to Development process (see Figure 7). One of BAL s first reviews of any development proposal is to check its consistency with the 2014 MP. However, the inclusion of a proposed development in BAL s 2014 MP does not imply approval of that development. Any proposed development, including a development referred to in the 2014 MP, is subject to approval under the Airports Act 1996 and Airports (Building Control) Regulations 1996 through the approvals process shown in Figure Integration of the Airport Environment Strategy The Airports Act 1996 also requires BAL to prepare an Airport Environment Strategy (AES) concurrently with the 2014 MP. The previous AES was approved in May 2010 in accordance with the requirements of the Airports Act Consequently, the AES forms part of this 2014 MP and is at Appendix B. 1.4 BAL S VISION AND OBJECTIVES BAL S vision for BAL s aviation vision is to maintain and grow Bankstown Airport s role as a pre-eminent multi-use airport in Australia whilst its commercial vision includes adding value to the nonaviation assets of the Airport. BAL recognises that, to deliver this vision, effective master planning catering for current and future aviation needs and property asset development is critical. BAL intends to communicate the significant role the Airport plays in the economic development of Western Sydney and the Sydney Region as a whole Primary objectives BAL has established the following four objectives for the 2014 MP: to fulfill BAL s statutory obligations under the Airports Act 1996 (Part 5, Division 3, Sections 69 to 87) and the Airports Regulations 1997 in relation to the preparation of an Airport (see Appendix A); to present BAL s 20 year vision for the Airport to year 2034; to explain the principles underpinning BAL s proposed Development Concept for (including the Five Year Ground Transport Plan); and to present the Airport Environment Strategy (see Appendix B). The 2014 MP was approved by the Deputy Prime Minister and Minister for Infrastructure and Regional Development (the Minister), and replaces the 2004/05 ( 2005)¹ which was approved in March Key elements in the 2014 MP include: to reflecting on the development on the Airport since 2005; incorporating the changes approved in the 2008 Minor Variation; acknowledging the influence of land uses and communities surrounding the Airport; and presenting BAL s proposals for the management and development of the Airport over the 20 year period to Introduction 27

8 Figure 7 ALC consent process under the Airports Act 1996 Yes Is the proposed development a Major Airport Development*? No Draft MDP prepared by Applicant in consultation with BAL as per Airports Act and Regulations Application to ABC for Building Approval/Exemption Draft MDP is submitted by ALC to Minister for Infrastructure and Regional Development after 60 business days public consultation Copy of application received by ALC MDP reviewed by Minister Proposal reviewed for consistency with, AES, any approved MDP and the ALC's planning objectives Minister Refuses Minister Approves/ Approves with Conditions ALC Consent/ Consent with Conditions issued No Applicant may Modify or withdraw proposal Yes Applicant to determine if they will proceed / modify the proposal ABC Building Approval/Exemption issued Construction can commence * BAL/CAL as the ALC can meet with potential applicants Pre-Application to provide guidance in this regard. BAL may require further information or advice in support of a proponent's position that a proposed development does not require a MDP. ABC AES ALC MDP Airport Building Controller Airport Enviroment Strategy Airport Lessee Company i.e Limited (BAL) or Camden Airport Limited (CAL) Major Development Plan Action by ABC Action by ALC Action by Applicant Action by Regulator (ABC or Department of Infrastructure and Regional Development) 28 Introduction

9 1.4.3 BAL S airport development objectives BAL s key objectives for the development of the Airport are to: facilitate the efficient use of the existing aviation infrastructure; facilitate the growth of high value and multi-use aviation activity through the provision of appropriate capacity; provide a safe environment for all users, including commercial operators, employees, recreational users and members of the public; incorporate high standards of environmental sustainability and social responsibility in all development; provide a level of security across the Airport in line with statutory requirements; improve value and provide employment through the development of land surplus to existing and future aviation activity; develop appropriate flexibility within the planning framework so that BAL can grow; develop to reflect potential changes in aviation and nonaviation customer needs; and 1.5 MASTER PLAN STRUCTURE To facilitate use of this 2014 MP, the document has been divided into three parts as follows: Part A Master planning context Part B Development concept Part C Planning management provides all the contextual information required to understand the 2014 MP for the Airport. presents the Development Concept for the aviation and the non-aviation land. sets out the way in which BAL will manage the transport, economic impacts, environment, heritage and infrastructure arising from implementation of the Development Concept and provides a five year implementation plan for the Airport. The Airport Environment Strategy, Noise Modelling and Airspace Protection are appendices to this 2014 MP. set out a process for ongoing communication and engagement with stakeholders and the wider community on all aspects of the Airport s operations. The Development Concept for the Airport is presented in detail in Part B of this 2014 MP. In addition to the objectives presented above, the Development Concept is based on a number of more detailed objectives and guiding principles for the development of aviation and non-aviation related land (see Sections 5.3 and 6.2 respectively). Introduction 29

10 This page has been intentionally left blank. 30 Introduction

11 Preliminary Draft Introduction Stakeholder Engagement 2.1 Approach to consultation 2.2 Key stakeholders 2.3 Consultation during the development of the DMP 2.4 Public comment period 2.5 Submissions received and issues raised in submissions 2.6 On-going consultation and engagement 2

12 Stakeholder Engagement BAL is committed to continuing engagement with its key stakeholders to assist the day-to-day management of the Airport as well as the preparation of the 2014 MP. BAL uses a wide range of methods to communicate and consult with the wider community and key stakeholders. 2.1 APPROACH TO CONSULTATION BAL s approach to consultation during the preparation of the 2014 MP has been to engage and inform airport stakeholders and, where possible, the wider community about the development of the 2014 MP and to provide information on the master planning process during its preparation. This consultation informs the key issues of relevance to the airport stakeholders. This approach is consistent with the Airport Development Consultation Guidelines (Department of Infrastructure and Transport 2012). BAL also conducted the formal consultation process on the PDMP in accordance with the requirements of the Airports Act The communications and stakeholder strategy for the 2014 MP was designed to inform and encourage community comment and to ensure that there was clear and transparent communication of the process, proposed changes, and opportunities for comment during the 2014 MP preparation and approval. 2.2 KEY STAKEHOLDERS Consultation with airport stakeholders is a key part of the 2014 MP preparation process. Key stakeholder groups in relation to are: aviation industry tenants, users and industry representatives; non-aviation tenants and users; the local residential and business communities; elected representatives; Federal and NSW Government departments and agencies; Local Government authorities; and various business and community groups. BAL as the ALC for maintains on-going consultation with the following Commonwealth aviation and environmental agencies: the Airports Branch of the Department of Infrastructure and Regional Development which regulates all leased federal airports on Commonwealth land. The Branch administers the Airports Act 1996, its associated regulations and the airport head leases; 32 Stakeholder Engagement the Civil Aviation Safety Authority (CASA) which is responsible for all aspects of aviation safety including regulation of airspace, airport operations and standards compliance, aircraft maintenance and safety of aircraft in flight. The airport operating standards on Bankstown Airport are set through CASA s Manual of Standards Part 139 Aerodromes. CASA conducts surveillance activity on the Airport; Airservices Australia which is the service provider for airspace management and provides air traffic control services on ; and the Department of the Environment in relation to environmental assessment, biodiversity conservation and heritage protection under the Environment Protection and Biodiversity Conservation Act 1999 (EPBC Act) and the Environment Protection and Biodiversity Conservation Regulations 2000 (EPBC Regulations). 2.3 CONSULTATION DURING THE DEVELOPMENT OF THE 2014 MP Consultation and communications during the preparation of the 2014 MP involved: consultation with key stakeholders; information about the preparation of the DMP included in the regular electronic newsletter Sydney Metro e-flyer and Aero Update; communication and consultation with the Planning Coordination Forum; communication and consultation with the Bankstown Airport Community Aviation Consultation Group (BACACG); posting details of the 2014 MP preparation on the website; open community Question and Answer session; letterbox drop to 8,000 residents advising of the Master Plan process and advising of the community Question and Answer information session; and mobile information stands at various local shopping centres. These activities are described in the following sections Consultation with key stakeholders Letters were sent to various Airport stakeholders (including all levels of government) in November 2013 advising of the preparation of the PDMP and in June 2014 letters to stakeholders supplying CD copies of the PDMP and a Quick Reference Guide inviting stakeholders to make a submission. Details of both early and formal consultation are provided in Appendix C. BAL representatives met with the organisations and agencies listed in Table 1 during the preparation of the PDMP.

13 Table 1 Organisations and agencies consulted Sector Organisation and agency Interest groups Councils NSW Government Australian Government Airport and business committees On Airport tenants Community Community Aviation Consultation Group Bankstown Bushland Society Inc. Bankstown City Council Liverpool City Council Hurstville City Council Fairfield City Council Department of Premier and Cabinet Hon Brad Hazzard the then Minister for Planning and Infrastructure Transport for NSW Civil Aviation Safety Authority Airservices Australia Department of Infrastructure and Regional Development Planning Coordination Forum Local Emergency Management Committee Bankstown Business Advisory and Economic Development Committee Airport Emergency Committee Airport Security Committee tenants Residents in the vicinity of Information in the Sydney Metro e-flyer and Aero Update BAL prepares its electronic newsletter - the Sydney Metro e-flyer - on a regular basis and it is distributed to approximately 1,200 interested parties. The various editions of this newsletter contained information on the DMP. The electronic Aero Update provides information particularly for tenants and aviation users. The various editions of the Aero Update contained information on the DMP Consultation with the Planning Coordination Forum BAL operates a Planning Coordination Forum as part of its ongoing commitment to consultation and compliance obligations under the Airports Act Members of the Planning Coordination Forum include Bankstown, Fairfield and Liverpool City Councils, NSW Planning and Environment and the Department of Infrastructure and Regional Development. The Planning Coordination Forum meets every six months to discuss on-and-off airport strategic planning matters. Information about the DMP was given to the Planning Coordination Forum over the preceding 12 months Consultation with the Bankstown Airport Community Aviation Consultation Group The Community Aviation Consultation Group (BACACG), which was formed initially in 2005 as the Community Consultation Forum (BACCF), was reconstituted in November Membership comprises of community and airport users who met the relevant selection criteria. The role of the BACACG is to enable stakeholders to be consulted and become involved in issues relating to the master planning of in a constructive and effective manner. BACACG was briefed on the preparation of the 2014 MP on four occasions over the preceding 15 months Information on the website Details of the 2014 MP preparation process were posted on the website and updated regularly. Stakeholder Engagement 33

14 2.3.6 Notification to NSW Government Ministers and Local Government As required by section 79(1A) of the Airports Act 1996, BAL provided notification of its intention to prepare the PDMP and to submit the DMP to the Minister for his consideration to: the then NSW Minister for Planning and Environment; the NSW Department of Premier and Cabinet (through an agreed whole-of-nsw Government approach); and the local government authorities surrounding the Airport, namely Bankstown City Council, Liverpool City Council, Fairfield City Council and Hurstville City Council. Information was also provided on the public exhibition details and comment was invited on the document Concurrent consultation activity This 2014 MP also recognises that significant nonaviation developments requiring the preparation of a Major Development Plan(s) (MDP) may have occurred concurrently with the process. Any MDP will require formal notification to and assessment by appropriate stakeholders including several Government agencies prior to being submitted for consideration by the Minister. Comments relating to such development proposals cannot be considered as part of the preparation of this MP and will be referred to the appropriate development(s) approval as required under the Airports Act 1996 and applicable guidelines Key issues for stakeholders The key issues raised by stakeholders in consultation activities undertaken during the preparation and public consultation processes of the MP are listed in Table 2. This table also indicates where each issue is addressed in this MP. Table 2 Issues raised by stakeholders in consultations during PDMP preparation Key issues Endorsement of the strategies and current development Potential for consideration of a Major Development Plan at the same time as the PDMP Section of the MP Executive Summary Section Information on aviation forecasts Section 5.1 Impact of Helicopter Noise Relationship between aviation forecasts and airport capacity Sufficient allocation of land for aviation use Effect of the announcement of the Airport in Western Sydney Impact of revised ANEF Availability of information on N60 noise events Land use in the vicinity of Hibbertia glabrescens MS Classification of green space adjacent to Deverall Park Section 5.5 and Appendix E Section Chapter 5 Section Section 5.5 and Appendix E Section 5.5 and Appendix E Sections and 9.5 Sections and 9.5 Key issues Currency of the Ground Transport Plan Section of the MP Chapter 7 Consideration of the Airport ring road Chapter 7 Justification for removal of the Airport ring road Chapter 7 Implementation of curfew 7PM 7AM Section Upgrading to Airfield lighting Section Flooding and storm water management Prohibition of Code C or similar large and prohibition of any Increase in aircraft movements Asbestos material and contaminated soil removal Section 10.7 Sections 4.4 & Appendix B section 4.3 Encouraging travel Choices Section Road through Airport Reserve Section Stakeholder Engagement

15 2.4 PUBLIC COMMENT PERIOD As required by s. 79(1) of the Airports Act 1996, the PDMP was made available for 60 business days between 26 June and 17 September 2014 for public comment Notification to key stakeholders and agencies In addition to notification directly to stakeholders as indicated in Section 2.3, information about the exhibition of the PDMP and the formal public comment period was provided by: notifications in generally circulating and local newspapers (the Daily Telegraph and the Bankstown Torch). The advertisements provided information on how the PDMP could be accessed or purchased, how submissions could be made and closing dates for the receipt of submissions and the public comment period; placement of information about the public comment period and the PDMP on the website in a user-friendly, section-by-section format, together with explanatory material (Quick Reference Guide and Guide to Understanding Noise) and supporting information for downloading; Contact details for in relation to PDMP matters were widely publicised in all written and electronic material, including a freecall 1800 telephone line and address established to receive submissions; and Utilisation of press media by the BAL Chief Executive Officer advising of the PDMP process and responses to media enquiries Exhibition and availability of PDMP During the 60 business day public comment period, the PDMP was available through: display of the PDMP document with a combination of supporting posters, leaflets and electronic information in the Airport terminal (available 7 days a week 6AM to 8PM) and the BAL Management Centre (available during office hours) display of the PDMP document and CD version at sites including the local libraries and Bankstown Council office; supply of the Question & Answer leaflet at different locations, including the Airport, local libraries and Bankstown Council office; distribution of copies of the PDMP on CD to key stakeholders; leaflet delivery to Georges Hall and Condell Park residents supplying information regarding the PDMP and inviting residents to attend a Question and Answer forum on 26 July 2014; Community oriented Question and Answer forum on 26 July 2014; and Information sessions at 2 local shopping centres. Details of the consultation activities undertaken are provided in Appendix C. 2.5 SUBMISSIONS RECEIVED AND ISSUES RAISED IN SUBMISSIONS The public comment period of 60 business days concluded on 17 September BAL acknowledged all submissions received by letter, facsimile or . A total of 826 submissions were received during this time period. Of these, the 790 submissions received as signatures attached to a petition were treated as individual submissions and each signature was separately acknowledged where identifiable. The issues raised in the submissions can be broadly be grouped as follows: managing aircraft noise and flight paths; introduction of a curfew; allocation of proposed land uses; upgrade of airport lighting system; potential expansion of aviation activities on the airport; earth work activity in the south-west sector; the management of environmentally sensitive areas; and flooding and storm water management BAL carefully considered and exhibited due regard to all comments received from stakeholders. Where appropriate, the PDMP was revised before it was submitted, as the DMP, to the Minister for Infrastructure and Regional Development for his consideration under the Airports Act placement of the PDMP on the website in a user-friendly format, together with explanatory material (Quick Reference Guide and Guide to Understanding Noise) for downloading; Stakeholder Engagement 35

16 The changes implemented as a result of demonstrating due regard include: Commitment to work with Bankstown City Council to formulate an appropriate methodology to develop an overall single agreed model sufficient to address flooding and stormwater issues; Developments expected to be implemented in the first five years of the have been revised for the south-east precinct; In consideration of the Transport NSW submission potential inclusion of facilities to support Active Transport for new developments; Ground Transport Plan adjusted to include all known potential proposals; Reference to the Concept Project Plan for the Henry Lawson Drive Corridor between the M5 Motorway and Henry Lawson Drive now included; Training opportunities for indigenous groups recognised; and Socio-economic assessment now includes employment potentially generated by proposed developments in the south-east precinct. 2.6 ON-GOING CONSULTATION AND ENGAGEMENT BAL is committed to ongoing community and stakeholder engagement during the implementation of the Bankstown Airport BAL will continue to consult and engage with its stakeholders through its established consultation and communications processes. 36 Stakeholder Engagement

17 Preliminary Draft Introduction Context 3.1 Historical context 3.2 Existing land use and operations 3.3 Land use and transport links in adjoining and surrounding areas s role in the Sydney Region 3.6 Relationship to the draft Metropolitan Strategy 3.7 Strategic attributes of 3

18 context The context for the 2014 MP is to guide the management and development of over the next 20 years. This is grounded in the Airport s historical evolution and set by the existing on-airport and nearby land use, the development concept presented in the 2005, local and metropolitan planning strategies and aviation planning for the Sydney Region. 3.1 HISTORICAL CONTEXT The key dates and stages in the development of the Airport since 1929 are shown in Table 4. This historical development is reflected in the Airport s evolving role as Sydney s pre-eminent multi-use general aviation airport. The heritage significance of the Airport is important to the wider community and influences the preparation of the 2014 MP. The Heritage Management Strategy 2005 provides the basis for heritage assessment and formulation of conservation policy. BAL s approach to the protection and management of s heritage is presented in Section 9.8. Of s hectares, 43.4 hectares are currently leased to approximately 150 commercial property tenants. These tenants primarily fall into three main categories: aviation flying schools, emergency services, freight, aircraft maintenance, scenic flights and aircraft couriers; aviation-related light aviation manufacturing, servicing and repairs and industry supply chain activities, and general commercial and industrial fast food retailers, supermarket, service station, logistics, facilities, financial services organisations, manufacturing, commercial offices, telecommunications infrastructure and educational facilities. 3.2 EXISTING LAND USE AND OPERATIONS As shown on Figure 8, land at is currently used for a wide range of activities including aviation, nonaviation business and community uses. A breakdown of land use on the Airport by broad use categories is given in Table 3. Over half of the Airport s land (50.1 per cent) is reserved for aircraft movement and parking areas as well as aviation-related tenancies. The areas currently devoted to each of these land use categories are shown in Figure 6. Table 3 land use Land use Area Hectares % Aviation zone Aviation / Business Zone Environmentally Significant Zone Business Zone Roads and drains (not included in above areas) Total all areas Source: Limited 38 Context

19 Table 4 Key dates and stages in the development of Establishment of and its role in World War II 1929 The site was identified by the (then) Department of Civil Aviation (DCA). The intention of the DCA was to develop the site as a second or training airport for Sydney An area of 255 hectares (630 acres) was acquired to establish a Royal Australian Air Force (RAAF) airport A de Havilland (subsequently Boeing) facility was established to produce Mosquito aircraft to The airport was first a RAAF station, then a United States Army Air Corps base and then a Royal Naval Fleet Air Arm Station (HMS Nabberly)., as well as other sites, was investigated as the possible location for Sydney s International Airport. The Bankstown site was considered unsuitable because of runway approach limitations but the Airport was considered suitable to act as a reliever airport. The Commonwealth Government approves the development of the Mascot site as the international airport. Control of passed to the Department of Civil Aviation in November Operation by the Department of Civil Aviation 1952 A gravel runway was constructed in the 11/29 direction (914m) New operational procedures were introduced using three runway directions (11/29, 18/36 and 05/23). A second 1,190 metre runway was constructed also in the 11/29 direction. The centre runway (11C/29C) was strengthened to F27 standard for operations by Sea Venom jets Installation of runway lighting Commissioning of the current control tower Closure of Runway 05/ Relinquishment of the last of the RAAF land to and introduction of General Aviation Airport Procedures (GAAP) Airport ownership transferred to the Federal Airports Corporation on 1 January The Federal Airports Corporation era 1988 to 1998 Leasing of various land areas and some buildings for commercial activities Development of first commercial office and warehouse complex known as Nabberly House on Marion Street Conversion of pilot s briefing office to a passenger terminal for use by regional airlines and charter operators Installation of a Precision Approach Path Indicator system on Runway 11C/29C. Context 39

20 1994 Closure of a grass runway parallel to Runway 18/ Expansion of aircraft parking aprons on the northern side of the airport Development of the loop taxiway connecting Runway 11R/29L to Runway 11L/29R at the eastern end Further property development such as Hawker Pacific development on Airport Avenue Ownership transferred to Sydney Airports Corporation Limited (SACL). The Airport develops as a standalone business 1998 Transfer, on 1 July, of the ownership of the Airport to BAL - a wholly owned subsidiary of Sydney Airports Corporation Limited (SACL) Widening on the northern taxiway fulfilled its role as the main general aviation airport during the Sydney Olympic Games Separation of BAL from SACL. BAL becomes a stand alone entity wholly owned by the Commonwealth. Airport development under BAL s ownership 2003 Sale of BAL to the BaCH Consortium on 15 December Approval of the first and Airport Environment Strategy Closure of Runway 18/36 (north /south runway) 2008 Minor Variation of the approved Airport Environment Strategy approved Arrival of Quickstep Technologies, an advanced composites manufacturer 2013 Boeing Aerostructures Australia relocates to Melbourne 40 Context

21 Birch St Nancy E L Drive BANKSTOWN AIRPORT 2014 Figure 8 Aerial photo of Date: May 2014 Marion St Airport Ave 1 BANKSTOWN AIRPORT Road Milperra Haig Ave Rabaul Rd Georges River Georges River Golf Club 2 Tower Rd Henry Lawson Drive 41

22 J E H TWY C RUN-UP BAYS E E A1 K TERMINAL APRON A2 C K CONTROL TOWER F E E E B1 G1 TWY E RUN-UP BAY G B B2 B C C C A A3 B3 B3 A3 A4 B A K L A4 B4 B4 L A5 M TWY A RUN-UP BAY A A6 B TWY B RUN-UP BAYS BANKSTOWN AIRPORT 2014 B5 N1 L M1 A6 B5 N2 N N1 L N P A A7 A7 A8 KEYS A A8 Apron B6 B B Figure 8A map Date: May L/29R Runway 11C/29C Runway 11R/29L Runway ARP Map LEGENDS Control Tower H Helipad Windsock Airport Reference Point (ARP) Movement Area Guidance Signs (MAGS) C A1 Runway Holding Point Signs C 11L-29R Radio Frequencies Surface Movement Controller (SMC) Air Traffic Control (ATC) ATC Circuit Frequency ATIS Manoeuvring Area Runways Run Up Bays 42

23 2 LAND DEVELOPMENT CONCEPT AVIATION ZONE MILPERRA ROAD BANKSTOWN AIRPORT 2014 MARION STREET BIRCH STREET Figure 9 Airport land zones concept Date: May 2014 HAIG AVENUE RABAUL ROAD GEORGES RIVER GOLF COURSE BUSINESS ZONE AVIATION/ BUSINESS ZONE ENVIRONMENTALLY SIGNIFICANT ZONE ENVIRONMENTALLY SIGNIFICANT SITE 1 3 TOWER ROAD HENRY LAWSON DRIVE 43

24 3.3 LAND USE AND TRANSPORT LINKS IN ADJOINING AND SURROUNDING AREAS Land use A mix of land uses characterises the areas immediately surrounding. In summary, the land uses in adjoining and surrounding areas include: north of the Airport the land to the north of the Airport (that is, north of Marion Street) is a mixture of residential, commercial, recreational and open space; west of the Airport the majority of the land along the western boundary of the Airport is occupied by Georges River Golf Club which is bounded by Henry Lawson Drive and the Georges River. There is a residential area between Rabaul Road and Haig Avenue. There are some residential areas west of the Georges River beyond the southern boundary of the Airport, but the majority of land immediately west of the Georges River is a mix of parks and industrial activity; east of the Airport at the north eastern end of the Airport, there is a commercial/industrial business park east of Birch and Wackett Streets which acts as a buffer between the Airport and residential areas further to the east. At the south eastern end of the Airport, land use to the east is dominated by industrial and commercial areas; and south of the Airport there is a substantial industrial/ commercial precinct south of Milperra Road, as well as the Bankstown Golf Course, which together act as a buffer between the Airport and the residential areas of Milperra and Revesby further to the south Transport links The Airport site is located immediately to the north-east of the junction of two arterial roads Milperra Road and Henry Lawson Drive. Milperra Road (and Newbridge Road west of the Georges River) provides access to Liverpool (which is designated under the Draft Metropolitan Strategy for Sydney to 2031 as a Regional City ) some 5 kilometres to the west and to inner south-western suburbs to the east. Henry Lawson Drive connects to the M5 Motorway some 2.5 kilometres to the south and the Hume Highway some 5 kilometres to the north. The M5 Motorway provides direct access to Sydney Airport and the Sydney central business district (CBD). Access to Bankstown (which is designated as a Regional Centre under the Draft Metropolitan Strategy for Sydney to 2031) some 4 kilometres east of the Airport is provided along Marion Street to the north of the Airport. Further details on the ground transport network serving the Airport is in Section MASTER PLAN 2005 The key features of 2005 and the 2008 Minor Variation are described in the following subsections along with documentation of development achievements on the Airport in the period since Aviation development concept The Aviation Development Concept committed BAL to improving the long term sustainability and growth of the aviation industry within the Sydney Basin to enhance s role as Australia s premier General Aviation (GA) facility. Forecasts envisaged aircraft movements growing modestly to around 424,000 in 2024/25. This forecast was around 15 per cent lower than the peak levels experienced at the Airport in 1989/90. The traffic forecasts also envisaged the introduction of niche passenger services, although these services were expected to account for less than 1 per cent of total aircraft movements. Despite the inclusion of some passenger traffic in the forecast, 2005 did not envisage Bankstown Airport becoming Sydney s second airport. Aviation facilities planning was based on Code 3C aircraft such as the BAe 146 and F100 aircraft that can and do use Bankstown Airport. The Aviation Development Concept clearly ruled out Code 4C aircraft (such as B717, B737 and A320) from using. Key elements of the Aviation Development Concept in Master Plan 2005 included: improving operational and land use efficiency by consolidating GA activity into a contiguous, dedicated zone on the northern side of the Airport, with sufficient space for growth and expansion of new and existing tenants; separating fixed wing and rotary operations via the relocation of the helipad and the addition of a dedicated rotary tenant complex on the southern side of the Airport; matching the supply of aviation infrastructure to demand, thereby ensuring that facilities required by users could be provided and facilities not required could be redeveloped for alternate uses. On this basis, a 220 metre extension to Runway 11C/29C was proposed, enabling some aircraft that could use to operate without payload or stage length restriction. In addition, closure of Runway 18/36 was proposed on the basis that it was used very infrequently, had extremely limited forecast use and its closure would create community benefits. 44 Context

25 3.4.2 Non Aviation land development concept The Non Aviation Land Development Concept was based on the identification of 160 hectares of land as being surplus to aviation, open space and environmental reserve requirements. While a substantial proportion of this land was already occupied by a mix of industrial, commercial and retail tenancies, other parts were either underused or were released for development by the land use efficiency measures adopted as part of The elements of the Land Development Concept was based on sustainable development principles and included: the division of the development land into two land use zones a business zone and an employment zone. These zones were developed taking into consideration Local and NSW Government planning frameworks and would assist BAL to facilitate and control future development of the Airport; the provision of an environment protection zone, known as the bushland area adjacent to Deverall Park, to protect and enhance the environmental qualities of this area and its associated vegetation. This was consistent with BAL s Airport Environment Strategy; and the provision of an open space zone, with areas in the eastern and western sectors of the Airport. The Aviation and Non Aviation Land Development Concepts presented in 2005 identified impacts of the aviation and land development concepts to be managed. These aspects were: surface transport; utilities/infrastructure; The 2008 minor variation to the 2005 After approval of 2005, BAL conducted ongoing consultation with aviation stakeholders in relation to the implementation of the The consultation outcomes suggested that a minor variation to some of the land use provisions included in 2005 would be of benefit to existing and future aviation operators, provide for a more optimal allocation of land for non-aviation purposes, and facilitate implementation of the As a result, BAL reviewed the following two land use proposals presented in 2005: the creation of a helicopter aviation precinct (including the Helicopter Landing Site) on the southern side of Taxiways L2, 3 and 4 at approximately the mid-field position; and the entire existing Tower Road aviation precinct (southwest) ultimately being subsumed into the overall Business Zone. The Minor Variation resulted in the following changes to the 2005, namely: retention of and addition to the majority of the existing Tower Road precinct for aviation use including helicopters; and inclusion of the aviation area south of Taxiways L2, 3, 4 and V2 within the overall Business Zone, and retention of the designated Helicopter Landing Site on the northern side of the airfield. This variation was approved on 18 December 2008 by the then Minster for Infrastructure, Transport, Regional Development and Local Government. environment management; heritage; sustainability; and aircraft noise. Context 45

26 BANKSTOWN AIRPORT 2014 Figure 10 Precincts Date: May

27 3.4.4 Airport development achievements since 2005 Since the approval of 2005, development approvals in the four precincts of the Airport (see Figure 10) have exceeded $95 million in development costs of which approximately $15 million of expenditure was for aviation and aviation-related projects. The following projects have been developed: stage one of the internal collector road in the southeast precinct including extensive flood management infrastructure; Toll Priority and Toll Ipec logistic centres in the north-east precinct; purpose built apron for Toll Priority; three new hangars built in the north-west precinct; runway, taxiway and apron re-sheets; metal and building suppliers in the south-east precinct; earthworks, flood management and site preparation in the south-west precinct making it suitable for development marketing; new drainage facilities airside; pallet refurbishment and recycling plant in the north-west precinct; expansion of vehicle storage capacity in the south-east precinct; new advanced composites manufacturing facility in the south-east precinct; new drive-in restaurant in the south-east precinct; new supermarket in the north west precinct; and significant refurbishment of five hangars. 3.5 BANKSTOWN AIRPORT S ROLE IN THE SYDNEY REGION The existing and future role of was addressed and confirmed in the Australian and NSW Governments commissioned Joint Study on aviation capacity in the Sydney region (Steering Committee 2012) (the Joint Study). In addition to, there are a number of other airports operating within the Sydney Region. The location and general role of these airports are summarised below and shown in Figure Role of in aviation capacity in the Sydney region The Joint Study identified that Bankstown and Richmond Airports are the two airports close to the Sydney market base able to undertake an expanded role to service a proportion of Regular Public Transport (RPT) air services. In relation to, the Joint Study concluded that: could be upgraded and made available to accommodate a limited level of operations by turboprop Regular Public Transport (RPT) aircraft.»» A proposal by the airport operator for a 220 metre extension of the main runway would enable up to Code 3C aircraft to operate at the airport.»» Airservices Australia advises that the operation of RPT jet aircraft at Bankstown would conflict with operations at Sydney (Kingsford-Smith) Airport in some conditions. is Sydney s major General Aviation (GA) airport, with a large volume of Visual Flight Rules (VFR) flights, including a high proportion of training flights. The operation of Instrument Flight Rules aircraft at levels of more than 10 to 12 per hour would create significant disruption and risks to VFR activity.»» If a significant level of RPT services above about 10 per hour were to commence at Bankstown Airport, provision would need to be made to relocate GA activity to other airports. The commencement of any significant level of RPT activity at Bankstown and any extension of the runway would require regulatory approvals, with public consultation and assessment of the environmental impacts.»» Given the location of in a heavily urbanised area, aircraft noise and impacts on road congestion are likely to be significant issues of local concern. Utilisation of for RPT services would require upgrades of airport and road access infrastructure to the Airport. Any upgrades should also consider linkages with Sydney (Kingsford-Smith) Airport and be consistent with NSW Government transport plans. (Steering Committee 2012, p.240) This 2014 MP is based on RPT forecast of 12 movements a day which is the same as that presented in the 2005 Master Plan. Context 47

28 y Airport N km Richmond Richmond RAAF Base Hornsby Penrith Dee Why Sydney CBD 21km 17km Bankstown Liverpool Sydney Airport 32km Camden Airport Sutherland 29km Camden Campbelltown Wedderburn Airport BANKSTOWN AIRPORT 2014 Figure 11 Airports in the Sydney Region Date: May

29 3.5.2 Sydney Airport Sydney Airport is the largest airport in the Sydney Region, providing Regular Public Transport (RPT) services to international, interstate and regional destinations. The airport serves as Australia s key gateway to the international air transportation system. Sydney Airport is located 17 kilometres to the east of. The two airports are connected via the M5 Motorway. Sydney Airport serves approximately 42 per cent of all international passengers and approximately 45 per cent of all domestic and regional passengers in Australia (Sydney Airport 2033, p. 45). Typical aircraft using Sydney Airport include A380s, B747s, B787s B777s, B767s, B737, A340s and A320s as well as relatively low levels of GA activity such as helicopters, corporate and charters 6.7 per cent of total aircraft movements at Sydney Airport in 2012 (Sydney Airport Master Plan 2033, p.45) Camden Airport Camden Airport lies 53 kilometres south west of the Sydney CBD, 30 kilometres south west of and two kilometres north west of the town of Camden. This airport occupies a 196 hectare site and has two GA runways, as well as two grass strips for glider activity. The airport is used for sport aviation, private flying, flying training and ballooning activities, as well as serving as the Sydney Region s gliding centre Other airports in the Sydney Region There are a number of other smaller GA airports within the overall region. These include Albion Park, The Oaks, Warnervale, Wedderburn and Wilton. These airports typically provide GA facilities and cater for activities such as private flying, flying training and sports aviation Development of the Western Sydney Airport In April 2014, the Australian Government announced that Badgerys Creek will be the site for the new airport in Western Sydney. 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. BAL is aware that the operation of the Western Sydney Airport may require changes to airspace arrangements within the Sydney Region that may impinge on current areas used for flight training movements from. BAL will work with relevant agencies on any proposed changes as part of the detailed planning studies for the Western Sydney Airport Holsworthy Park Airport Holsworthy Airport is located within the Holsworthy Military Reserve, which has restricted public access. The airport lies 26 kilometres south west of Sydney CBD and 8 kilometres south of Bankstown. Access to the airport is restricted and only suited to/used by light aircraft with a runway length of 580 metres RAAF Base Richmond The Royal Australian Air Force s RAAF Base Richmond is 50 kilometres north-west of Sydney CBD and some 40 kilometres north west of. This airport houses the military aviation activities of the RAAF Heavy Lift Group. The airport occupies a 270 hectare site and has a single sealed runway with a length of 2,134 metres. Some civilian general aviation activity is allowed, including practice instrument landing system (ILS) approaches and gliding activity on weekends. The operation of RAAF Richmond is significant due to the impact it has on air traffic control and airspace management in the Sydney Region. Context 49

30 3.6 RELATIONSHIP TO THE DRAFT METROPOLITAN STRATEGY The Draft Metropolitan Strategy for Sydney to 2031 (NSW Government 2013) sets out a new plan for the city s future over the next twenty years based on the concept of balanced growth. The /Milperra Specialised Precinct is identified in the Strategy as one of 15 such existing and potential precincts which have a particular role being employment clusters with the potential for further increases in the number of jobs located within each precinct. In the strategic development of the south-western sub-region of the metropolitan area, the role of the / Milperra Specialised Precinct will be to: be promoted 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 (p.96) Several of the criteria used to identify Specialised Precincts are also relevant to the preparation of the MP for the Airport, namely: 3.7 STRATEGIC ATTRIBUTES OF BANKSTOWN AIRPORT Based on its local, regional and metropolitan roles, Bankstown Airport has the following strategic attributes which have informed the preparation of the development concept presented in this 2014 MP: the considerable heritage significance of Bankstown Airport particularly its role in World War II; the extensive aviation and non-aviation development and the associated employment located there; the extensive mixed land use pattern surrounding the Airport; the network of road based transport links to nearby major centres, Sydney Airport and the Sydney CBD; the development concept presented in 2005 and the 2008 Minor Variation and the development achievements since 2005; the confirmed GA role of the Airport in the Sydney Region aviation network; and the identification of the /Milperra Specialised Centre in the Draft Metropolitan Strategy for Sydney to specialised functions must be protected for the long term and residential and other non-specialised but competing uses must not override the core employment activities in these precincts; and need for high quality public places and parks for workers and nearby residents. (p.106) 50 Context

31 Preliminary Draft Introduction Aviation context 4.1 Aviation and airfield infrastructure 4.2 Activity at 4.3 Airport users 4.4 Airport reference code and design aircraft 4.5 Airspace protection 4.6 National Airports Safeguarding Framework 4