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BANKSTOWN AIRPORTMaster Plan and

Airport Environment Strategy

2014

Bankstown Airport Master Plan

Disclaimer

This Master Plan has been prepared by Bankstown Airport Limited (BAL) for the purpose of satisfying the statutory requirements of the Airports Act 1996.

This Master Plan has been prepared with the support of and inputs from:

TPG NSW (The Planning Group)Rehbein AOSEnvironmental Affairs Pty LtdMacroPlan Dimasi

The development concepts presented in this Master Plan are based on certain forecasts and assumptions which have been prepared and adopted by BAL specifically to satisfy statutory requirements. These forecasts and assumptions should not be used or relied upon for any other purpose by any other person.

Whilst all care has been taken in the preparation of the Master Plan, BAL accepts no liability whatsoever to any person who relies in any way on any information contained in this document.

Copyright

Copyright in this document is vested in BAL. No person shall reproduce this document, either in part or in full, in any form, by any means, whether electronic, mechanical, photocopying, recording or otherwise, nor reproduce, store in a retrieval system or transmit this document either in part or in full, without the prior written consent of BAL. Enquiries regarding copyright should be addressed to BAL.

Master Plan Bankstown Airport

Bankstown Airport’s history stretches back to World War II and its aviation role continues to evolve. Aviation, commercial and other activity at Bankstown Airport contribute significantly to the economies of both the Bankstown City Council and Greater Western Sydney Region. Bankstown Airport Limited’s (BAL) vision is to increase the contribution the Airport makes to the local economy and community in a manner that will integrate with the NSW Government’s Draft Metropolitan Strategy for Sydney to 2031.

BAL’s vision for Bankstown’s Airport

BAL’s aviation vision is to maintain and grow Bankstown Airport’s role as a pre-eminent multi-use airport in Australia. This includes encouraging aviation activity by attracting additional corporate and charter activity, as well as niche freight and passenger operations to the Airport. These niche operations will enhance the efficient use of the Airport’s extensive aviation infrastructure and enable investment in maintaining and upgrading facilities.

BAL’s commercial vision includes adding value to the non-aviation assets of the Airport. It is BAL’s intention to enhance existing businesses that will bring jobs and increase the economic prosperity of the local community and as well as service the needs of the existing airport users and the wider community.

To achieve this, BAL’s strategic direction is:

1. to provide an efficient airport supporting all forms of general aviation for the Sydney region;

2. to provide a regional aviation hub for the attraction of new and diverse industries related to the operation of the airport including training, maintenance, manufacturing and emergency services; and

3. to develop the land assets of the Airport in order to provide high quality employment and commercial opportunities.

BAL recognises that to deliver this strategic direction effective master planning is a critical function as it enables stakeholder and community input into the master plan process.

Key Issues

The Master Plan (MP) also sets out how BAL proposes to address key issues such as road traffic, infrastructure, environmental management and heritage protection and provides a five year implementation plan.

Through implementation of the MP, Bankstown Airport will endeavour to fulfil its economic potential while providing for the broader interests of stakeholders and the community.

For the first time, the MP also integrates/incorporates:

• a five year ground transport plan for the Airport which indicates that no major alterations are planned to roads within the landside areas of the Airport between 2014 and 2019 as a result of forecast aviation-related or smaller scale non-aviation development;

• the new Airport Environment Strategy which presents BAL’s objectives for and approach to management of the environment of the Airport.

The Preliminary Draft version of the Master Plan was available for public comment from 26 June to 17 September 2014 - a total of 60 business days. The Draft Master Plan was prepared having due regard to the written submissions received from individual members of the community, airport tenants and business organisations, as well as from Federal, State and Local Governments.

The Draft Master Plan was provided to the Deputy Prime Minister and Minister for Infrastructure and Regional Development on 14 October 2014 for consideration and was approved by the Minister on 19 December 2014. In accordance with the Act, the next review of this MP will need to occur by 19 December 2019.

Colin GroveChief Executive Officer, Bankstown Airport Limited

Foreword


i Foreword 3

ii Executive summary 10

Part A - Master Planning Context

1 Introduction 23

• 1.1 Background 24

• 1.2 Purpose of the Master Plan 24

• 1.3 Statutory requirements 25

• 1.4 BAL’s vision and objectives 27

• 1.5 Master Plan structure 29

2 Stakeholder Engagement 31

• 2.1 Approach to consultation 32

• 2.2 Key stakeholders 32

• 2.3 Consultation during the development of the 2014 MP 32

• 2.4 Public comment period 35

• 2.5 Submissions received and issues raised in submissions 35

• 2.6 Ongoing consultation and engagement 35

3 Master Plan Context 37

• 3.1 Historical context 38

• 3.2 Existing land use and operations 38

• 3.3 Land use and transport links in adjoining and surrounding areas 44

• 3.4 Master Plan 2005 44

• 3.5 Bankstown Airport’s role in the Sydney region 47

• 3.6 Relationship to the Draft Metropolitan Strategy 50

• 3.7 Strategic attributes of Bankstown Airport 50

4 Aviation Context 51

• 4.1 Aviation and airfield infrastructure 52

• 4.2 Activity at Bankstown Airport 54

• 4.3 Airport users 55

• 4.4 Airport reference code and design aircraft 56

• 4.5 Airspace protection 56

• 4.6 National airports safeguarding framework 58

Contents


Part B - Development Concept

5 Aviation Development Plan 61

• 5.1 Aviation activity and forecasts 62

• 5.2 Proposed aviation requirements 66

• 5.3 Aviation development concept 68

• 5.4 Key elements of the aviation development concept 73

• 5.5 Aircraft noise management 75

6 Non-aviation Development Concept 81

• 6.1 Approach to preparation of the Non-Aviation Development Concept 82

• 6.2 Key objectives and principles 82

• 6.3 Regional and local planning context 84

• 6.4 Zoning 88

• 6.5 Built form and urban design 92

• 6.6 Existing use rights 92

Part C - Planning Management

7 Ground Transport Plan 95

• 7.1 Overview 96

• 7.2 Existing ground transport plan 96

• 7.3 Ground access development for the current forecast 100

8 Socio-economic role of Bankstown Airport 105

• 8.1 Scope of assessment 106

• 8.2 Operations and investment 106

• 8.3 Employment at Bankstown Airport 106

• 8.4 Employment in the surrounding area 108

• 8.5 Proposed operations and investment 108

• 8.6 Economic impacts of the MP 109

• 8.7 Employment - multiplier effect 110

• 8.8 Impacts on surrounding retail and commercial centres 111

• 8.9 Other economic impacts 112

• 8.10 Social and community impacts 114


9 Environmental Management 117

• 9.1 Overview 118

• 9.2 Soil conditions 118

• 9.3 Surface water quality 118

• 9.4 Groundwater quality 119

• 9.5 Flora and fauna 119

• 9.6 Ground-based noise 120

• 9.7 Air quality 120

• 9.8 Heritage 121

• 9.9 Resource efficiency 121

• 9.10 Ongoing regulation and management 122

10 Airport Infrastructure 123

• 10.1 Overview 124

• 10.2 Power 124

• 10.3 Water supply 124

• 10.4 Sewerage 125

• 10.5 Telecommunications 125

• 10.6 Gas 125

• 10.7 Flooding and stormwater 125

11 Implementation 127

• 11.1 Approach to Master Plan implementation 128

• 11.2 Aviation development concept proposals 128

• 11.3 BAL land development concept proposals 129

• 11.4 Sub-lessee or third party property development proposals 129

• 11.5 Infrastructure provision or upgrade 129

• 11.6 Development beyond 2019 129

• 11.7 Ground transport plan 130

• 11.8 Economic impacts 130


Appendices

Appendix A - Compliance with the Airports Act 1996, Regulations and Airport Development Consultation Guidelines

Appendix B - Airport Environment Strategy

Appendix C1 - Consultation undertaken for preparation of the PDMP and consultation

undertaken during the public consultation period

Appendix D - Airspace Protection

Appendix E - Noise modelling methodology

Appendix F - Regional and local planning considerations

Appendix G - Land use definitions

Appendix H - Abbreviations and glossary

Figures

Figure S1 - Development concept and land use zoning

Figure S2 - Bankstown Airport precincts

Figure S3 - Comparison of 2029/30 and 2033/34 ANEFs

Figure S4 - 2033/34 ANEF

Figure 5 - Stages in the preparation of an airport master plan

Figure 6 - PDMP preparation process

Figure 7 - ALC Consent process under the Airports Act 1996

Figure 8 - Aerial photo of Bankstown Airport

Figure 8A - Bankstown Airport map

Figure 9 - Airport land zones concept

Figure 10 - Bankstown Airport precincts

Figure 11 - Airports in the Sydney Region

Figure 12 - Aircraft types using Bankstown Airport 2012/2013

Figure 13 - Revenue streams - Bankstown Airport 2012/13

Figure 14 - Recent aircraft movements at Bankstown Airport

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

Figure 16 - Development concept 2033/34

Figure 17 - 2033/34 ANEF


Figure 18 - Comparison of 2029/30 ANEF and 2033/34 ANEFs

Figure 19 - Comparison of 2029/30 and 2033/34 N60 contours

Figure 20 - Vision for Sydney 2031

Figure 21 - Bankstown Airport/Milperra Specialised Centre

Figure 22 - Key access intersections

Figure 23 - Road network plan

Figure 24 - Future potential ground access improvements

Figure D1 - Regional airspace

Figure D2 - Obstacle Limitation Surfaces

Figure D3 - PANS-OPS

Figure D4 - Maximum external lighting intensities

Figure E1 - 2012/13 ANEI

Figure E2 - 2033/34 ANEF contours

Figure E3 - Endorsed 2033/34 ANEF

Figure E4 - 2033/34 N60 contours

Figure E5 - Flight paths - fixed wing aircraft

Figure E6 - Flight paths - helicopters

Figure E7 - Comparison between the 2033/34 ANEF and ANEI

Figure E8 - Comparison between the 2029/30 ANEF and the 2033/34 ANEF

Figure E9 - N60 - current 2029/30 and 2034/35 comparison

Tables

Table S1 - Bankstown Airport zones

Table 1 - Organisations and agencies consulted

Table 2 - Issues raised by stakeholders in consultations during PDMP public consultation period

Table 3 - Bankstown Airport land use

Table 4 - Key dates and stages in the development of Bankstown Airport

Table 5 - Runways at Bankstown Airport

Table 6 - Aviation services at Bankstown Airport

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


Table 9 - Bankstown Airport - passenger forecast

Table 10 - Planning objectives

Table 11 - Aviation-related planning principles

Table 12 - Development concept - land use allocations

Table 13 - Objectives for non-aviation development at Bankstown Airport

Table 14 - Principles for non-aviation development

Table 15 - Bankstown Airport zones

Table 16 - Aviation zone - objectives and permissible uses with consent

Table 17 - Business zone - objective and permissible uses with consent

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

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

Table 20 - Trips to and from Bankstown Airport

Table 20A - 2014 current plus forecast airport trip generation

Table 21 - Trip distribution for Bankstown Airport, including proposed south-west precinct development

Table 22 - Bankstown Airport - employment by industry, 2011

Table 23 - Bankstown Airport - estimated direct employment - permanent and temporary

Table 24 - Bankstown Airport - estimated indirect employment - permanent and temporary

Table 25 - Estimated direct effect and multiplier impacts from capital expenditure, MP 2014

Table 26 - Potential economic impacts, MP 2014

Table 27 - Bankstown Airport - potential community impacts

Table 28 - Aviation development proposals, 2014 to 2019

Table E1 - Building type acceptability in ANEF zones

Table E2 - Distribution of aircraft movements into aircraft type categories

Table E3 - Distribution of forecast aircraft movements by runway end

Table F1 - Section 117 Directions under the EP&A Act

Table F2 - State Environmental Planning Policies

Table F3 - Regional Environmental Plans (Deemed State Environmental Planning Policies)

Table F4 - Local planning instruments - Bankstown LEP 2001 and Draft LEP 2014 Template LEP

10 – Executive Summary


Executive SummaryCONTEXT

Bankstown Airport is NSW’s premier general aviation airport. It is located approximately 25 kilometres south-west of Sydney’s Central Business District. Through its three runway complex, the Airport currently caters for a wide range of general aviation movements (both fixed wing and helicopter) providing for aviation activities including flight training, charter flights, air freight and emergency services. The Airport is also the location of significant aviation and non-aviation related business development within its overall site of approximately 313 hectares.

Bankstown Airport Ltd (BAL) is the Airport Lessee Company for Bankstown Airport and, consistent with its obligations under the Airports Act 1996, has prepared this Master Plan (2014 MP) to set out its vision and objectives for the planning and development of a multi-use airport over the 20 year period to 2034. The implementation of the 2014 MP will result in Bankstown Airport being transformed into an important activity hub in the Sydney metropolitan area which will bring additional jobs and prosperity to the Bankstown area and Greater Western Sydney region.

Over the past decade, property management and development has become an increasingly important part of BAL’s business. Whereas property activities typically account for 30 to 50 per cent of an airport’s income, Bankstown Airport is different, with property accounting for 83 per cent of revenue. Growth in property revenue has assisted BAL to turn Bankstown Airport into a profitable business and has contributed to BAL’s capacity to invest in the provision and maintenance of infrastructure and services to all users.

PREPARATION OF THE MP

Preparation of the 2014 MP included the following activities:

• review of the current Bankstown Airport 2004/05 Master Plan approved by the Minister on 7 March 2005 (2005 MP);

• incorporation of the elements of the Minor Variation to the 2005 Master Plan (approved on 17 December 2008);

• preparation of a number of specialist studies in relation to ground transport, stormwater and flooding, and economic and community impact to provide technical input to the 2014 MP; and

• consideration of and having due regard to issues arising from the extensive stakeholder public consultation period of the 2014 PDMP.

STRATEGIC DIRECTION

BAL’s vision for the Airport is “to meet the current and future aviation needs of Sydney and to develop the aviation and property assets to attain maximum sustainable value”.

To achieve this, BAL’s strategic direction is:

• to provide an efficient airport supporting all forms of general aviation for the Sydney region;

• to provide a regional aviation hub for the attraction of new and diverse industries related to the operation of the airport including training, maintenance, manufacturing and emergency services; and

• to develop the land assets of the Airport in order to provide high quality employment and commercial opportunities.

BAL recognises that to deliver this strategic direction effective master planning is a critical function as it enables stakeholder and community input into the master plan process.

Bankstown Airport already makes a substantial contribution to the Bankstown and Greater Western Sydney economies, generating approximately 2,000 high quality jobs and significant economic activity. BAL’s vision anticipates significantly increasing this contribution based on a strategy encompassing sustainable aviation and non-aviation development over the next 20 years.

The development concept presented in this 2014 MP includes both an Aviation Development Concept and a complementary Non-aviation Development Concept for activities on land identified as surplus to aviation requirements in the longer term.

The land use zoning plan for Bankstown Airport - which reflects both the Aviation and Non-Aviation Development Concepts - is shown on Figure S1 with details of the areas and intent of each zone provided in Table S1. The precincts defined on Bankstown Airport for planning purposes are shown on Figure S2.

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AVIATION DEVELOPMENT CONCEPT

The Aviation Development Concept is intended to enhance Bankstown Airport’s role as one of Australia’s leading multi-use airports and Sydney’s premier General Aviation airport. This Concept commits BAL to improving the long term sustainability and growth of the aviation industry within the Sydney Region consistent with the Australian Government’s strategic planning for aviation in the Sydney Region including the recent announcement of Badgerys Creek as the location for an airport in Western Sydney.

Over the 20 year planning period, BAL’s traffic forecasts envisage aircraft movements growing from levels of around 220,000 movements in 2012/13 to around 298,000 in 2033/34. While forecast traffic levels in 2033/34 represent an increase on 2012/13 levels, the 2033/34 forecast traffic levels are significantly lower than the historical high of around 484,000 movements in 1989/90.

Key elements of the Aviation Development Concept through which BAL will improve the long term sustainability of the general aviation industry and facilitate the growth of air traffic levels include:

• improving operational and land use efficiency by continuing the development approved in the Minor Variation 2008; and

• matching the supply of aviation infrastructure to demand, thereby ensuring that facilities required by users can be provided and any facilities not required can be redeveloped for alternate uses. Should demand require, a 220 meter extension to main runway (runway 11C/29C) as noted in the 2005 Master Plan can be considered, enabling some types of aircraft that can currently use Bankstown Airport to operate without payload or stage length restrictions.

BAL’s traffic forecasts retain the capacity to introduce niche passenger services at the same level as presented in the 2005 Master Plan. Should these services be introduced, they would account for only 1.5 per cent of forecast total aircraft movements. Aviation facilities planning has been conducted on the basis of Code 3C aircraft that can, and do, currently use Bankstown Airport.

Table S1 Bankstown Airport zones

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; and• 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, areas at

the runway ends, as well as north of the runway complex in three sections.

Aviation/Business(plan colour: orange) 12.1 This zone applies to the non-aviation areas to the north of the runway complex.

Environmentally Significant(plan colour:green)

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

Roads and drains 3.5 Roads and drains located in various areas and not included within any zone.

Total 313.2



Aircraft noise management

The existing and forecast aviation activities at Bankstown Airport will result in varying levels of exposure to aircraft noise. During the preparation of this MP, as required under the Airports Act 1996, and also to further assist the community to better understand the impact of aircraft noise, BAL has:

• prepared a 2013 Australia Noise Exposure Index to show the noise levels at the time of preparation of the 2014 MP;

• conducted extensive aircraft noise modelling based on the 2033/34 forecast of aircraft movements – both fixed wing and helicopter – to provide the 2033/34 Australian Noise Exposure Forecast (ANEF);

• provided aircraft and helicopter flight paths; and

• undertaken a comparison of the previously endorsed 2029/30 and the current 2033/34 N60 (instances of noise reaching 60 decibels) noise modelling. The N60 metric provides the community with additional and better information about the forecast extent and levels of aircraft noise.

The 2033/34 ANEF prepared as part of this MP (and endorsed by Airservices Australia) includes 20, 25, 30 and 35 ANEF contours. As shown on Figure S3, the reductions in the extent of the ANEF contours, particularly the 20 ANEF contour, compared to the previous ANEF endorsed by Airservices Australia in 2010, reflect a more realistic air traffic forecast and improved noise modelling resources and techniques.

In terms of significant noise contours on the current 2033/34 ANEF (see Figure S4), the 35 ANEF contour is contained wholly within the Airport’s boundary. The 30 ANEF contour only exceeds the Airport’s boundary slightly north east 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. 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 area of residential development.

BAL will continue to develop and implement its Noise Management Plan in consultation with the Bankstown Airport Community Aviation Consultation Group, appropriate government agencies, aviation operators based at the Airport and users from elsewhere and will continue to seek the involvement of Airservices Australia and the Civil Aviation Safety Authority.

NON-AVIATION DEVELOPMENT CONCEPT

The Non-Aviation Development Concept in the 2014 MP envisages the continued growth and development of BAL’s property business in a way that will contribute to the sustainable development of the Airport consistent with the NSW Government’s 2013 Draft Metropolitan Strategy for Sydney to 2031. Bankstown Airport/Milperra has been identified as a Specialised Precinct in this Draft Metropolitan Strategy and is targeted to experience significant increase in employment capacity by 2031.

The Non-Aviation Development Concept is the key to the transformation of Bankstown Airport into an important activity hub in the Western Sydney Region. It is also the driver behind BAL’s aspirations for Bankstown Airport to substantially lift its contribution to employment and economic activity in the Bankstown area and Greater Western Sydney Region.

The Non-Aviation Development Concept is based on the availability of approximately 130 hectares of land that has been identified through the master planning process as being surplus to aviation and environmental management requirements. While a substantial proportion of this land is currently occupied by a mix of industrial, commercial and retail tenancies, other vacant sites have been identified as suitable for release for development.

The precincts

As shown on Figure S1, around the centrally-located Aviation Zone land applying to the principal aviation activity areas, there are two main zones - the Aviation/Business Zone to the north and the Business zone to the south (South-west and South-east precincts – see Figure S2). A wide variety of uses from light industrial activities to manufacturing, retail and logistics are permissible in these zones.

The northern precincts (covered by the Aviation/Business Zone) are currently the location of the majority of BAL’s existing tenants. Detailed planning will encourage a business park-like employment environment while providing high quality tenant services for a wide range of businesses. Activities in these precincts include light manufacturing, assembly, technical, production, commercial, and aviation.

Industrial, retail and logistics-based activities are planned for the south-east precinct to take full advantage of its superior road transport location – with appropriate 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.

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A mixed use development compromising retail, bulky goods, commercial and industrial-related uses is planned for an area of approximately 40 hectares within the Business zone in the south-west precinct. This proposed development will be subject to a Major Development Plan (MDP) process.

Three environmentally significant sites have been identified at the Airport in the period since 2005. Two sites will be covered by the Environmentally Significant Zone, whilst the third site is located within a drain reserve not covered by a zone.

PLANNING AND ENVIRONMENTAL ISSUES

To support the realisation of the Development Concept presented in this 2014 MP, BAL will implement and manage key planning and environmental issues as follows:

Ground Transport

As required by the Airports Act 1996, a five-year ground transport plan for Bankstown Airport is included in this 2014 MP. The Ground Transport Plan for the 2014 to 2019 period is based on the current landside road network and the surrounding access road system continuing to be used, with the only likely or proposed ground access changes being those that would be implemented as a result of future major development proposals.

On Airport road development

No major alterations are planned to roads within the landside areas of the Airport in the period from 2014 to 2019 as a result of forecast aviation-related or smaller scale non-aviation development.

If the proposed property development in the south-west precinct proceeds, the following access changes (funded by the developer) are expected to occur:

• a new traffic signal-controlled intersection on Milperra Road about 550 metres east of its intersection with Henry Lawson Drive, giving direct access to the development site;

• a new roundabout on Tower Road north of Starkie Drive connecting to the development site; and

• a connection to the development site from Starkie Drive.

However, these changes and any others would be subject to the final form of the proposed developments received and if required Major Development Plan(s).

During the remainder of the 20 year Master Plan period, growth in property development and aviation activity may result in increased traffic using Airport Avenue into and out of

the Airport. Signalisation of the intersection of Airport Avenue and Marion Street is a possible improvement that may occur during this period, if traffic volumes or congestion levels increase to reach the warrant for signals.

Public transport

Public transport access to Bankstown Airport is achieved by a combination of rail and bus including two routes designated as Strategic Bus Corridors under the NSW Government’s Bus Priority Program. Under this program, improvements to provide bus priority are planned at the Milperra Road/Henry Lawson Drive intersection.

Active transport - cycling and pedestrians

BAL will support and encourage cycling by Airport users and will give consideration to including cycling facilities in the design of new access arrangements and building proposals.

Improvements to pedestrian access from the north and east by construction of footpaths along the Marion Street and Birch Street frontages and access ramps at the intersection of Marion Street and Airport Avenue will be considered in future developments.

Car parking

All car parking for the development of the Airport (including any demands associated with any introduction of niche air passenger services) will be contained within the Airport’s boundary.

External road network

Consultation will be undertaken with the NSW Roads and Maritime Services to assess the potential impact of airport development on the external road network. The 2014 MP recognises the need for a staged upgrade of the key intersections servicing Bankstown Airport and the development of a preferred scenario to include additional traffic lanes along Henry Lawson Drive north of its intersection with Milperra Road.

Utilities and infrastructure

Implementation of the Development Concept will require progressive upgrading of power, water and sewerage infrastructure across the airport site. To the extent possible, these works will be included in the verge areas of the on–airport road network. Sustainability principles such as energy efficiency and water conservation and re-use will be encouraged or required, as appropriate by BAL in the design, construction and operation of new developments.



Flooding and stormwater management

BAL has identified flood and stormwater management as important issues for the 2014 MP. Strategies to manage any impacts and opportunities generated by the development concepts on flood and stormwater issues are identified in this MP, including:

• continued implementation of the Bankstown Airport Stormwater and Flood Management Policy which was reviewed in April 2014 and was found to be still current as the fundamental inputs have not been altered;

• design of facilities such as roads, car parks and landscape areas to provide flood storage capacity and to allow the free passage of floodwaters and to facilitate opportunities for retention and re-use of stormwater;

• use of stormwater detention systems in new buildings to reduce runoff peaks and volumes and the management of the quality of any water flowing into the drainage network to create opportunities for retention and re-use of stormwater; and

• BAL will collaborate with Council to formulate an appropriate methodology to develop an overall single agreed model sufficient to address flooding and stormwater issues.

Airport Environmental Strategy

As required by the Airports Act 1996, an Airport Environment Strategy is included as a key component of this 2014 MP.

The Airport Environment Strategy presents BAL’s environmental management overview as well as specific environmental management approaches during the Master Plan period for:

• air quality;

• water quality;

• soil quality;

• ground noise;

• flora and fauna;

• heritage;

• waste and resource use; and

• social and community impacts.

Environmental impacts arising from the implementation of the Development Concept documented in this 2014 MP will also be determined and assessed during the development approval process for individual proposals, with appropriate management actions established prior to approval being given by the Minister in relation to Major Development Plans and the Airport Environment Officer for other ALC consents.

Heritage

As Bankstown Airport dates from the 1940s and the significant development at the Airport for the Royal Australian Air Force during the Second World War, the Airport retains a number of sites and items of heritage significance.

BAL’s Heritage Management Strategy will be the basis for heritage assessment and formulation of conservation policy. This Strategy will be given effect in most areas under a Heritage Management Plan to be prepared for the Airport during the initial period of this Master Plan.

The objective of the Heritage Management Plan will be to provide policies and practical guidelines applicable to the conservation and/or development of individual structures and other items of heritage significance at Bankstown Airport. Heritage issues are also considered as part of the development approval process.



IMPLEMENTATION OF THE MP

Five year implementation plan

The 2014 MP sets out potential proposals anticipated in the period between 2014 and 2019 in relation to:

• aviation development concept proposals;

• BAL land development concept proposals;

• sub-lessee or third party property development proposals; and

• infrastructure provision or upgrades.

Precinct Development Proposal Timing

AVIATION DEVELOPMENT

Aviation

Annual hangar refurbishment programUp to five buildings completed each year

Upgrading of the lighting system on Runway 11C/29C, various taxiways and Airport Lighting Room 2017/18

Decommissioning of runway lights on Runway 11L / 29R 2017/18

Realignment of the threshold on Runway 11C to allow full use of this runway by landing aircraft 2018/19

North-west Development of hangars to the north west of the runways 2016/17

North east

Expansion of the existing eastern fuel farm 2015/16

Development of the ‘North Air site’ to the north of the Toll facility - Aviation use including corporate activities 2016/17

BAL’S NON-AVIATION DEVELOPMENT

North-east and North-west precincts

Development and release of up to four priority sites comprising almost 17,000 square metres including in the vicinity of Airport Avenue.

Completion of first site by 2018

All precincts Consolidating multiple tenancies or accommodating expanding businesses on the Airport. One to five years

South-east precinct Development of the former Boeing Aerostructures site for industrial or logistics uses. One to five years



Precinct Development Proposal Timing

SUB-LESSEE OR THIRD PARTY PROPERTY DEVELOPMENT

North-west Potential development of warehouses/offices, and or commercial/retail

2014 to 2019South- west

Subject to Major Development Plan approval, earthworks and drainage, and undertaking of services and roadwork to provide a business park environment. Potential developments for this area include bulky goods retail, outlet-type retail, logistics facilities, warehouse/office or commercial/retail.

South–east

Subject to appropriate approval, developments of retail/bulky goods, warehouse and logistics operations, redevelopment of the former Boeing Aerostructures site for industrial or logistics uses, a hazardous goods and bulk liquid storage and handling facility, and retail outlet.

Infrastructure provision or upgrades

Infrastructure provision and/or upgrades would be implemented on an ‘as-needed’ basis and subject to market demands. Infrastructure provision would include reticulation of electricity, water and sewer to necessary sites, lead-in power and water and sewer network upgrades and amplifications.

Development beyond 2019

For the timing of developments beyond the initial five year period of the twenty year planning period, there is less certainty when a specific demand, business case or compliance trigger will be reached. Further, the Airports Act 1996 requires a final Master Plan to remain in force for five years. Consequently, this Master Plan will be reviewed and updated by late 2019.

Further development of a business park environment in the north-west and north-east precincts would be considered at that time.

Date post:	18-Mar-2020
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