1

Canberra Airport
Master Plan
Preliminary Draft - February 2009
This Master Plan has been prepared by Canberra Airport Pty Limited as part of the Airport’s internal strategic planning processes and in
accordance with the provisions of Part 5 of the Airports Act 1996 (“the Act”) and the Regulations made under that Act, and should be read in
that context only. The assumptions and forecasts in this Master Plan should not be used or relied upon by any person or entity for any other
purpose.

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

The maps and plans within this Master Plan are indicative only, actual developments and the timing and placement of those developments will
be subject to demand, detailed planning and the obtaining of relevant approvals.

The words “include”, “including”, “for example” or “such as” and “in particular” are not used as, nor are they to be interpreted as, words of
limitation and when introducing an example, do not limit the meaning of the words to which the example relates to that example or examples
of a similar kind. Where the use of the word “may” is used in the Master Plan where associated with a right of Canberra Airport it means to be
allowed or permitted to, rather than a measure of likelihood or possibility.

Photos courtesy of: Ginette Snow, Paul Sadler, Alison Rowell and The University of Canberra.
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Table of Contents

Foreword 5
1. Introduction 7
1.1 Vision 10
1.2 Purpose and development objectives 11
1.3 Location 13
1.4 History 13
1.5 Existing and future facilities 15
1.6 Master Plan Statutory Requirements 16
2. The economic impact of Canberra Airport 19
2.1 Airport businesses 23
2.2 Conclusion 23
3. Consultation process 25
3.1 Ongoing Consultation 28
3.2 Master Plan Consultation 32
4. Integration with local planning strategies 35
4.1 National Capital Authority 38
4.2 ACT Government 40
4.3 NSW Government and Queanbeyan City Council 43
4.4 Cross-border land-use planning issues 45
5. Airline Growth 47
5.1 Domestic and regional airlines growth 50
5.2 International growth opportunities 59
5.3 Impact of Sydney Airport on passenger growth 62
5.4 Second Sydney Airport 63
6. Freight Operations 65
6.1 Existing Overnight Express Freight Network 69
6.2 Regional, domestic and Trans-Tasman Airfreight growth 71
6.3 International Airfreight opportunities 76
6.4 Regional infrastructure and planning implications of freight growth 77
6.5 Community Impact of freight growth 79
7. General Aviation and Military operations 83
7.1 General Aviation Operations 86
7.2 Military Operations 87
7.3 VIP Operations 87
8. Passenger terminal facilities 89
8.1 Current terminal facilities 92
8.2 New passenger terminal facilities 94
8.3 Busy hour passenger forecasts 95
8.4 RPT apron stand demand 95
8.5 Passenger terminal ground transport, car parks and roads 95
9. Runways and airfield developments 101
9.1 Runway and taxiway system demand 104
9.2 Airport ultimate capacity and future new runway requirements 105
9.3 Airspace capacity 105
9.4 Airport capability to handle international air services 105
Canberra Airport | Preliminary Draft Master Plan 2009

9.5 Apron capacity 106

9.6 Augmentation of runway and taxiway system 106
9.7 Enhancement of navigation aids and flight procedures 109
9.8 Canberra Air Traffic Control Tower 110
9.9 VHST Implications 110
9.10 Implementation 111
10 Development concept and options 115
10.1 Intended uses of the Airport site 118
10.2 Indicative precinct planning vision 118
10.3 Permitted land uses in the Airport precincts 128
10.4 External planning context and potential conflicts 131
10.5 Signage policy 133
11 Road access issues 135
11.1 External Road Connections 139
11.2 Internal road access and parking 149
12. Engineering Services 153
12.1 Gas 156
12.2 Sewerage 157
12.3 Stormwater 157
12.4 Potable Water Supply 157
12.5 Non-Potable Water Supply 158
12.6 Electrical 158
12.7 Telecommunications 158
12.8 Airport access 158
13. Airspace Protection 159
14. Aircraft noise 165
14.1 Noise outcomes specifically excluded by this Master Plan 174
14.2 High Noise Corridor 176
14.3 Current measures to avoid noise disturbance 177
14.4 Noise respite measures under investigation 181
14.5 Community aircraft noise complaint behaviour 183
14.6 Community and industry consultation 183
14.7 Describing and displaying high levels of aircraft noise 184
14.8 Noise beyond the noise contours 195
15. Environmental Management 199
15.1 Vision for environmental management 202
15.2 Major achievements to date 202
15.3 Identification of environmental issues 203
15.4 General environment 204
15.5 Canberra Airport Referral 213

Appendices 217
Appendix 1 – Definitions, Abbreviations, Acronyms 218
Appendix 2 – Airservices Australia References 223
Appendix 3 – Implementation and Staging 227

Foreword
Through this Master Plan, the airport team is delighted to
be able to share our vision for Canberra Airport with the
community.
We have worked very hard in the decade since the
Airport’s sale and are proud of what we have managed to
achieve so far. Canberra Airport has evolved from a small,
dilapidated facility to an international-capable, world-
leading, sustainable multi-purpose Airport development.
This Master Plan recognises the importance of working
with the community for the community, to deliver an asset
that not only delivers jobs and economic growth, but one
of which the region can rightly be proud.
The Master Plan revolves around three key themes:
• Infrastructure-ready: the community expects an
airport that is ready for growth, has airlines that fly
to a range of destinations and wants competitive
airfares. An airport must ensure that all of its facilities
– runways, aprons, navigation aids, terminals, car
parks, freight facilities and roads – are ready for
growth. Such investment requires long term planning
and major investments.
Through unprecedented levels of investment in
aviation and community infrastructure, including
roads, Canberra Airport is ready to meet the needs of
all Airport users.
• Generator of economic and employment
growth: in today’s difficult times more than ever,
communities want jobs for their citizens and for their
children as they grow up. An airport is a significant
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economic engine driving the development of a
city and the region around it. The growth of an
airport not only delivers large numbers of jobs but
it stimulates a range of other industries that creates
many more jobs in restaurants, hotels, warehouses
and other transport businesses. As such, airports play
a leadership role in investment and confidence for
other businesses to grow their activities. Airports are
the 21st century seaports and railway stations – major
transport gateways that are attractive locations for
businesses (and government) to congregate around.
Canberra Airport is the primary economic and social
gateway for the region, employing thousands of
people and generating a massive regional economic
impact.
• Meeting the needs of the community in
sympathy with the community: Canberra Airport is
committed to working with its community to deliver
the outcomes sought by the community: growth
in flights and destinations, upgraded roads, and
residential amenity without the adverse impact of
aircraft noise.
Through this Master Plan, Canberra Airport is working
with the community to develop infrastructure, deliver
jobs and ensure residents are protected from aircraft
noise.
We have pleasure in presenting to you Canberra Airport’s
Preliminary Draft Master Plan, and invite you to consider
the Master Plan and submit your comments or suggestions
in writing by close of business on Friday 8 May 2009.
Terry Snow Stephen Byron
Executive Chairman Managing Director
Canberra Airport | Preliminary Draft Master Plan 2009
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Chapter one
introduction
Canberra Airport | Preliminary Draft Master Plan 2009

Chapter one | Introduction
Canberra Airport’s vision for the future is clear and bold.
With community support, Canberra Airport is developing
an Airport that is truly worthy of Australia’s national capital
city and is doing it in a way that maximises economic
growth and jobs for the region. In recognition of this,
Canberra Airport was awarded the Australian Capital City
Airport of the Year Award in both 2002 and 2007.
Following the additional aviation capabilities developed
through the extension and strengthening of the main
runway in 2006, this Master Plan reinforces Canberra
Airport’s critically important role as the only curfew-free
airport between Brisbane and Melbourne capable of
handling 747 and A380 aircraft1, its increasing role as an
airfreight hub and as a back-up for Sydney’s increasingly
crowded skies. To this end, to respond to the needs of the
community and business, this Master Plan foreshadows
a continuation of the massive investment in aviation
infrastructure, including a new integrated domestic
and international terminal, runway, apron and taxiway
upgrades, and improvements to the Airport’s aircraft
navigation aids.
To support these aeronautical plans, and to respond to the
increasing needs of business to seek to locate themselves
at or near airports, Canberra Airport continues to develop
a range of commercial uses on-Airport using attractive
buildings and surrounding landscapes that are designed
to create a ‘sense of arrival’ in the nation’s capital.
1
It is noted that operations by A380 aircraft are not expected at Canberra Airport during the life of this Master Plan, aside from VIP visits and ad-hoc diversions from other
Airports. It is also noted that A380 aircraft are significantly quieter than B747 and other widebody aircraft.
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They also reflect the Airport’s absolute commitment to
environmental sustainability.
Locally owned and managed, Canberra Airport is a
family business that is proud of its role as an economic
engine for the region, not only through its role as a
transport gateway, but also through the delivery of new
businesses and new jobs. Since 1998 the number of
Airport businesses has grown from 70 to over 180 and the
number of jobs has similarly increased significantly. This
is in addition to both the ongoing employment of over
500 construction workers and the engagement of some
950 businesses in the ongoing operation of the Airport.
Canberra Airport’s major investment, over $600 million so
far, is playing a major role in the economic growth of the
region.
Canberra Airport is also committed to continuing to do
everything possible to minimise the impact of aircraft
noise on the community. This is notwithstanding short-
sighted plans by developers to build homes under
flight paths will lead only to long-term problems for
future residents of those homes, and then in time, the
broader community as a whole. Canberra Airport has
and will continue to steadfastly oppose such plans that
risk the introduction of noise sharing over Canberra and
Queanbeyan and future Airport operations.
This chapter of the Master Plan sets out a coherent vision
for the Airport’s growth over the next 20 years.
Canberra Airport | Preliminary Draft Master Plan 2009

Chapter one | Introduction

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

Key elements are:

• development of an airport worthy of the Nation’s

Capital - the development of first-class aeronautical
and commercial facilities, customer services and
amenities appropriate to the character of Australia’s
capital;

• development of Canberra Airport as a major capital

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

• development of a critical national aviation

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

• development of new integrated airport terminal

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

• commitment to environmental sustainability - to

develop the Airport sympathetically with Canberra’s
community and environment;

• creation of opportunities - to make Canberra Airport

and its environs the centre of a business, retail,
transport and freight hub to respond to the needs of
users, providing economic impetus for office parks

and, subject to legislation, specialist tax free trade
zones;
• maximise business opportunities - to maximise
total on-Airport employment and business growth
in response to increasing business demands to be
located on-Airport, without compromising on aviation
operations;
• commitment to respond to the needs of users - grow
aviation and non-aviation development at Canberra
Airport in response to the needs of aircraft operators,
business and the general public; and
• commitment to the community - to continue to
work with and in the regional community to ensure
Canberra Airport consults, operates and grows with its
community, including minimising the adverse impacts
of aircraft noise.
1.2 Purpose and development objectives
1.2.1 Overall purpose of this Master Plan
In addition to meeting the requirements of the Airports
Act, the purpose of this Master Plan is:
• to establish the strategic direction for the efficient and
economic development of the Airport over the next
20 years as well as to outline detailed development
objectives for the next five years;
• to provide for the development of additional aviation
and other uses of the Airport site;
• to communicate to the public the intended uses of
the Airport site and growth of the Airport;
• to reduce potential conflicts between uses and users
of the Airport site, and to ensure that uses of the
Airport site are compatible with the areas surrounding
the Airport; and
• to grow the Airport in sympathy with the broader
region by responding to the needs of the community,
both in terms of delivering flights, jobs, and business
opportunities as well as minimising the impact of
noise on people’s lives.
1.2.2 Detailed development objectives
As required under the Airports Act, Canberra Airport’s
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development objectives are as follows.
Objective 1
Ensure the Airport is operated and developed in a safe,
comfortable, secure and environmentally sustainable
manner.
This objective involves:
• ensuring that the maintenance of operational
safety is paramount to the planning of all
Airport development. This corresponds with the
Commonwealth Government’s number one priority
of safety in aviation as outlined in the 2008 Aviation
Green Paper. This focus on safety at Canberra
Airport will significantly influence form, location and
construction methods;
• maintaining security standards in accordance with
Government regulations;
• working with government, industry and the
community to ensure appropriate land uses under
flight paths;
• the continuing development of Canberra Airport as a
leader in environmental sustainability, supported by
the parameters outlined in the Environment Strategy
(approved 1 June 2005); and
• maintaining and improving the comfort of travellers
and of Airport visitors.
Objective 2
Develop Canberra Airport as a multi-modal transport hub
for passenger and freight connections.
The integration of a number of passenger and freight
modes of transport into a single location in Canberra offers
significant opportunities. The concentration of road, rail
and air services in one location offers a unique ability to
seamlessly transfer between transport modes.
The provision of a new, substantially larger, multi-level
terminal with international capabilities and multi-modal
linkages (including freight facilities) is a key objective
of the Master Plan as a logical and long-term strategy
to further enhance the Airport’s transport hub concept.
The new Airport terminal building has been designed to
reflect Canberra Airport’s role as a regional and national
gateway and will reflect design concepts used by national
institutions elsewhere in Canberra.
Canberra Airport | Preliminary Draft Master Plan 2009
Objective 3 Objective 6
Develop a culture of excellence based on customer service
and quality.
Development of the Airport should demonstrate a
commitment to excellence by:
• providing high levels of customer service;
• adopting airport management best practice; and
• adding value to services for stakeholders, including
the aviation industry, customers, lessees, the
travelling public, Airport visitors and/or the region’s
community.
Objective 4
Ensure that the design of the Airport reflects its role as a
gateway to the National Capital.
The form and image of all airport buildings should reflect:
• the creation of an exciting ‘sense of arrival’
experience for passengers;
• the creation of a wide range of attractive,
environmentally friendly and user-friendly buildings,
including but not limited to office and retail;
• an introduction to the unique aspects of the national
capital and the region; and
• high quality contemporary airport design.
The new Airport terminal building has been designed to
reflect Canberra Airport’s role as a regional and national
gateway and will reflect design concepts used elsewhere
in Canberra.
Objective 5 it delivers has enabled the Airport to fund major aviation
Maximise the economic growth of the Airport and the
surrounding Region.
The development of the Airport will seek to maximise
economic growth in the region through activities such as:
• maximising aeronautical growth;
• proactively introducing initiatives to take full
advantage of aeronautical and other opportunities;
and
• maximising the range of aeronautical and commercial
development options to the Airport.
Provide a business environment that allows the Airport
and its associated businesses to reach their potential.
A vibrant, flexible and supportive commercial and physical
environment will be created at the Airport to create
substantial development opportunities and to allow
businesses to respond to changing market needs, maintain
viability and achieve growth in both aeronautical and
other activities.
Objective 7
Being in a position to meet the needs of Sydney Airport
users, including overflow domestic and international
passenger and freight services.
Given the curfew imposed on Sydney Airport, the 80
movements per hour cap, restrictions on aircraft parking,
and rapidly increasing demand for flights, Canberra
Airport is expected to play an important longer-term role
in meeting the overflow aviation needs of the Sydney
region. By providing easy access, excellent infrastructure
and competitive pricing, Canberra Airport expects to attract
passenger and freight operations from Sydney. This is likely
to include a 24-hour domestic and international freight
operation and overflow passenger services. Please refer to
Chapter 6.
Objective 8
Develop non-aeronautical land to support future
aeronautical infrastructure development.
Increasingly, businesses are recognising the role of airports
as economic drivers for their region and are demanding
a presence on or near major airports. Commercial
development in response to this demand and the
alternative revenue streams (i.e. independent of airlines)
infrastructure developments such as runway and terminal
upgrades. Commercial land will be put to productive use
where commercially possible, considering surrounding
land uses and transport linkages, by incorporating a wide
range of activities, including office and retail.
Objective 9
Adopt best available technology to improve all-weather
utilisation of the Airport.
To make the most effective use of the Airport, systems
are expected to be progressively upgraded so aircraft
can operate efficiently under a wide range of weather

conditions and with a greater range of capabilities.
Objective 10 and commercial expansion on the eastern side of the
Respond to the needs of the community.
The community has an ongoing expectation that Canberra
Airport meets local demand for additional flights, as
well as a reasonable expectation that Airport growth
will not adversely impact on its residential amenity via
increased levels of aircraft noise. Canberra Airport will
grow the Airport in response to community and business
needs, while continuing to strongly oppose inappropriate
residential development under flight paths. Canberra
Airport also commits to investigating further noise respite
measures for existing residents of the region.
Objective 11 1.4 History
Be open and accountable.
Canberra Airport has always been open with its
stakeholders, including the broader regional community, as
to current and future planned developments at Canberra
Airport. Canberra Airport commits to remaining open and
accountable to the community, and it is intended that this,
and all future Master Plans, underpin this commitment.
1.3 Location
Canberra Airport is located in the Majura Valley, eight
kilometres east of Canberra’s CBD and four kilometres
north-west of Queanbeyan. It is located on the East-West
Transport Corridor defined in the National Capital Plan
and on the major East-West Employment Corridor defined
in the Canberra Spatial Plan, which contains 70% of
Canberra’s employment. It is also denoted as a Defined
Office Employment Centre in the National Capital Plan and
as an Activity Node in the Canberra Spatial Plan.
Most of the land north and south of the Airport is used
for Broadacre purposes because it is overflown by aircraft
or because of its long association with Defence activities.
This land (including the Airport) is denoted as a new
Employment Corridor in the Canberra Spatial Plan.
Civil aviation facilities have historically been confined
largely to the south-west corner of the Airport (apart from
some Airservices Australia facilities), with the Department
of Defence occupying Fairbairn, to the north-east of the
Airport site.
The withdrawal of Defence facilities from Fairbairn in May
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2004 and the inclusion of these facilities as part of the
Airport lease has presented opportunities for civil aviation
Airport, the uses for which are outlined in greater detail in
Chapter 10.
The aviation impact of Canberra Airport extends well
beyond the Airport itself. Aircraft noise exposure zones,
prescribed airspace and other safety requirements affect
much of the land to the north and south of the Airport.
Planning for land use in the Majura and Jerrabomberra
valleys and in the vicinity of Canberra Airport is affected by
aviation requirements and needs to recognise and protect
the 24-hour curfew-free operation of the Airport.
Canberra Airport was established on the existing site in
1927 and controlled by the civil authorities until 1940,
when responsibility passed to the Department of Air. From
1940 it was used by civil aircraft under the terms of a Joint
User Agreement between the Department of Civil Aviation
(and its successors) and the Department of Defence. In
1989 the Federal Airports Corporation (FAC) assumed
control of the civil (or western) side of the Airport under a
Crown Lease arrangement with the Commonwealth.
The first structure on the Airport site, a hangar, was
completed in 1936. Construction of RAAF facilities and
accommodation began in 1940. Runways were initially
hard surfaced in 1948.
Significant construction of the present civil aviation area
began in the early 1960s. By the mid 1960s these facilities
comprised the passenger terminal, airfreight sheds and
the Department of Civil Aviation hangar and workshop.
The civil aviation side of Canberra Airport around 1970 is
shown in Figure 1.1.
Until 1972, the main access road (Fairbairn Avenue,
later Pialligo Avenue) ran parallel to the cross Runway
12/30 and passed roughly in front of the current terminal
building. A 650 metre extension of the main north-south
runway at that time required the construction of the
present Pialligo Avenue deviation to the south and the
extension of the Fairbairn access road (Glenora Drive).
Passenger terminal extensions by the Commonwealth,
Ansett and Australian Airlines commenced in the mid
1980s but were in need of a major refurbishment by
the mid 1990s. Due to a lack of investment in the 1980s
Canberra Airport | Preliminary Draft Master Plan 2009
Figure 1.1
Canberra Airport, circa 1970
and 1990s by the Commonwealth, Airport infrastructure
had deteriorated by the time of sale and consequently
significant investment was needed by the new owners in
the runways, taxiways, apron, terminal and other Airport
infrastructure.
In recognition of the critical need for major capital
investment as well as the significant opportunities and
developments that could be progressed at airports
throughout Australia under private ownership, the
Commonwealth Government decided to divest itself of its
airport assets in the early 1990s. In order to maximise sale
values of the airports, as well as to ensure that airports
had the ability to reach their maximum development
potential in order to counter the natural cyclical nature
of the aviation sector, and in common with airports
internationally, the Commonwealth Government sold the
airports with a comprehensive set of development rights.
In 1998 Canberra Airport Pty Limited, a Canberra-based
family business, purchased the lease of the aviation
facilities, land and infrastructure known as Canberra
Airport, including development rights. In the same way
as other bidders and stakeholders in the sale process,
the company was highly conscious of the rights and
obligations associated with ownership of the Airport, and
accordingly, it has endeavoured to maximise both the
aeronautical and commercial potential of the Airport in
Figure 1.2
Canberra Airport 1998
accordance with its lease with the Commonwealth. This
scope of development activity underpinned bids to the
Commonwealth and was confirmed with the approval of
the 1999 Master Plan and the subsequent approval of the
2005 Master Plan. These Master Plans also included the
rights to 24-hour non-curfew capability. Canberra Airport
will use these rights to expand aviation opportunities and
to meet its obligation and desire to use the Airport site as
an airport.
The privatisation of the Airport in 1998 heralded a
significantly increased investment in aeronautical
infrastructure. This investment has included (but is not
limited to:
• the upgrade of the common-user central terminal for
the 2000 Olympics;
• major terminal apron expansion;
• expansion of the General Aviation precinct;
• 6.5km of taxiway upgrades;
• upgraded terminal facilities including cafés, new
check-in desks, new security screening points, new
baggage infrastructure and new car rental desks;
• purchase and full redevelopment of the ex-Ansett

terminal as a multi-user facility;
• a new Qantas maintenance hangar;
• new car rental maintenance and cleaning facilities;
• an expansion to the width and the sealing of the
Runway 17/35 shoulders;
• a 600m runway extension to Runway 17/35
• the strengthening of Runway 17/35 (with
Commonwealth contribution) to cater for larger VIP
operations;
• the major upgrading of facilities at Fairbairn;
• upgraded facilities for the Aero Club;
• new RAAF SPA maintenance and reception facility;
• a new fuel farm;
• comprehensive security upgrades;
• a new hangar and headquarters facility for
Brindabella Airlines;
• a new freight facility for Australian Air Express;
• a new Non-Directional Beacon (NDB); and
• a new catering facility building.
In addition to these aeronautical investments, the
Airport has also made a major investment in commercial
infrastructure including Brindabella Business Park, Majura
Park (a mixed use zone incorporating a range of uses such
as retail and offices), and Fairbairn.
1.5 Existing and future facilities
The Airport has two runways: the main runway (Runway
17/35) is 3,283 metres long after its extension in 2006
and is aligned approximately north-south, while the
intersecting (or cross) runway (Runway 12/30) is 1,679
metres long. The cross runway is generally used by
smaller aircraft.
The runways are supported by a taxiway system which
provides access to each runway end and at intermediate
points along the runways. The taxiway link to the northern
end of the main runway is on the eastern side of the
Airport and is less than the standard width for wide-
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bodied aircraft. The taxiway link to the southern end of
the main runway is on the western side of the Airport and
meets the standards for large aircraft operations and will
be extended to the northern end of the runway in the
future. The currently limited number of wide-body aircraft
operations at Canberra Airport can make a turn on the
northern end of the main runway using the turning node.
The taxiway system includes a number of lower strength
taxiways currently suitable for use by lighter aircraft. These
taxiways are predominantly in the vicinity of the General
Aviation apron area and Runway 12/30. These will be
progressively upgraded for larger aircraft.
The RPT apron is a common user apron with all parking
stands capable of being allocated to any airline by
Canberra Airport. The apron currently accommodates up
to twelve aircraft parked overnight, with an additional
overnight parking bay provided west of the intersection of
taxiways Bravo, Delta and Juliet. The existing apron area
includes provision for the parking of some wide-body
aircraft although the presence of such aircraft reduces the
overall capacity of the apron area. Extensions to the RPT
Apron are expected to commence shortly to respond to
increased demand.
The General Aviation apron area currently provides parking
and hangar access for light aircraft and smaller business
jets and the Fairbairn apron area provides parking for
military, freight, large commercial, General Aviation (GA),
and other operations including some larger aircraft. In
the event of multiple aircraft diversions from Sydney
or Melbourne, the Fairbairn apron is used once parking
positions on the RPT apron are exhausted.
The General Aviation area accommodates a range of
facilities and businesses, including the new Airport fuel
farm, a modern high-security underground facility that
replaces the several above-ground facilities previously
in use. The area is currently approaching capacity and
with terminal and other associated facilities encroaching
into this area, future General Aviation expansion will be
accommodated in other precincts.
The current terminal building has a common user end,
owned by Canberra Airport, with the northern end
currently owned by Qantas on leased land. A new
Southern Terminal Concourse is to be built on previous car
parking areas south of the existing terminal, followed by
the planned construction of a Western Terminal Concourse
over the existing terminal building. The completed new
Canberra Airport | Preliminary Draft Master Plan 2009
terminal will be a multi-level structure, with an elevated
roadway arrangement and multi-level car parks. Please
refer to Chapter 10 for further details on the terminal
development.
The Airport access routes are currently undergoing major
works to duplicate the roads between the Airport and
the city, and to improve the road conditions through
the Majura Valley. Access to and from the Terminal
Precinct onto Pialligo Avenue includes a grade-separated
intersection. During 2006 and 2007 the Airport access
routes suffered congestion during peak hours due to
higher levels of Queanbeyan commuter traffic and the
four-fold increase in traffic down Majura Road due to the
opening of Horse Park Drive (connection to Gungahlin).
These issues are being solved with the upgrade to the
road system. For further information and plans depicting
current and future road systems around the Airport, please
refer to Chapter 11.
Whilst the 1998 Very High Speed Train (VHST) proposal
was eventually unsuccessful, it is expected that a high
speed rail system linking Canberra Airport with Sydney
and later Melbourne will eventually be constructed. A
high-speed rail link, required for any alternative airport
outside the Sydney basin would contribute greatly to
Canberra Airport’s role in accommodating some of
Sydney’s air transport needs as well as opening up further
opportunities for Canberra Airport and the region more
broadly.
Using current technologies, a high speed train could take
less than 50 minutes from Sydney Railway Station via
Sydney Airport and then non-stop via a new rail corridor to
Canberra Airport.
Should a rail proposal proceed, Canberra Airport has been
identified as the preferred location for the Canberra rail
terminus and has been confirmed as such in the Canberra
Spatial Plan as well as this Master Plan. It poses few
construction problems for both the approach through the
Majura Valley and for a station near the terminal building.
1.6 Master Plan statutory requirements
In accordance with the Airports Act, Canberra Airport
Pty Limited is required to submit a draft Master Plan for
the approval of the Minister for Transport and Regional
Services, for a 20 year horizon.
The Airports Act section 71(2) requires a draft Master Plan
to specify:
a. the airport-lessee company’s development objectives
for the airport; and
b. the airport-lessee company’s assessment of the future
needs of civil aviation users of the airport, and other
users of the airport, for services and facilities relating
to the airport; and
c. the airport-lessee company’s intentions for land
use and related development of the airport site,
where the uses and developments embrace airside,
landside, surface access and land planning/zoning
aspects; and
d. an Australian Noise Exposure Forecast (ANEF) (in
accordance with regulations, if any, made for the
purpose of this paragraph) for the areas surrounding
the airport; and
da. flight paths (in accordance with regulations, if any,
made for the purpose of this paragraph) at the
airport; and
e. the airport-lessee company’s plans, developed
following consultations with the airlines that use the
airport and local government bodies in the vicinity of
the airport, for managing aircraft noise intrusion in
areas forecast to be subject to exposure above the
significant ANEF levels; and
f. the airport-lessee company’s assessment of
environmental issues that might reasonably be
expected to be associated with the implementation
of the plan; and
g. the airport-lessee company’s plans for dealing with
the environmental issues mentioned in paragraph
(f) (including plans for ameliorating or preventing
environmental impacts); and
h. if a draft environment strategy for the airport has
been approved—the date of that approval; and
j. such other matters (if any) as are specified in the
regulations.
The Master Plan is not a development plan as such. It
is noted that subject to the provisions of the Airports
Act, Airports are required to submit separate major
development plans for approval from the Minister for
Infrastructure, Transport, Regional Services and Local
 17

Government. A Major Development Plan submitted to

the Minister must set out a range of issues, including the
Airport’s plans for dealing with the environmental impacts
that might reasonably be expected to be associated with
that development.

Since privatisation, Canberra Airport has completed

Major Development Plans for the redevelopment of the
passenger terminal, for a major upgrade and extension of
the main runway and taxiways, for a shopping centre, and
for various office and related buildings.
Canberra Airport | Preliminary Draft Master Plan 2009
 19

Chapter two
economic impact at
canberra airport
Canberra Airport | Preliminary Draft Master Plan 2009
 21

Chapter two | Economic impact at Canberra Airport

In just ten years of private ownership, Canberra Airport
has been transformed from an aviation backwater into a
modern and vibrant internationally-capable Airport.
During this time, more than $600 million has been
invested in the redevelopment of the Airport’s terminal,
runways, aircraft aprons, car parks, access road and
commercial buildings. Almost half of this total, $250
million, was spent last year alone. No other capital city
airport has so far matched this level of infrastructure
investment.
The lengthening and strengthening of the Airport’s main
runway during 2006 is a crowning achievement. At a
cost of more than $50 million, it gives the region an
Airport with true national and international passenger
and freight capabilities and the subsequent economic
benefits that flow from those capabilities. A $250 million
integrated domestic/international terminal building will
underpin an unprecedented level of investment in aviation
infrastructure into the future.

This massive investment in essential infrastructure

represents the Airport’s absolute and growing confidence
in the robust future of Canberra and the region.

Since 1998, the number of Airport businesses has

more than doubled from 70 to 180. At the same time,
the Airport’s program of rolling works has led to the
engagement of more than 100 local construction
businesses and provided secure jobs for more than 500
construction workers.
Canberra Airport | Preliminary Draft Master Plan 2009

Chapter two | Economic impact at

Canberra Airport
As well as a key element in the Capital Region’s transport
infrastructure, Canberra Airport is important to a number
of allied sectors, from regional transport services and
the major tourism attractions to support services such as
catering, travel consultants and hotels. In addition, there
have been significant positive economic impacts to the
region from business, retail and commercial development
at Canberra Airport.

Since its privatisation in 1998, Canberra Airport has

undergone a massive transformation which has had a
profound and positive impact on the ACT and regional
economy.

In the ten years since privatisation, well in excess of $600

million has been spent on redeveloping the Airport into
a true gateway for our national capital. This investment
represents a very significant financial commitment to the
long-term success of Canberra as a city and regional centre
of a region. This sum:

• represents almost ten times the purchase price of the

Airport. No other capital city airport has come close
to investing such a large proportion in new capital
investment activity;

• is at least 100 times more investment than that

which occurred at Canberra Airport over the five
previous years under Commonwealth ownership.

The extension and strengthening of Runway 17/35 in

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

The upcoming new terminal project and associated

infrastructure will constitute an investment of over $250
million and demonstrates Canberra Airport’s ongoing
commitment to the region as a social and economic hub.

A recent study by independent consultants URS,

commissioned by Tourism Transport Forum (TTF),
estimated that Canberra Airport’s then $500m investment
in the Airport has direct benefits to 109 different industries
and has resulted in over:

• $1.75 billion in gross output;

• $735 million in value added; and

• $400 million in wage and salary incomes to Australian

workers.
 23

This is a huge economic contribution to Canberra and the for over 500 construction workers onsite, with a further
surrounding region. estimated 500-700 workers offsite.

2.1 Airport businesses 2.2 Conclusion

More than 180 businesses currently operate at Canberra
Airport. These largely fall into seven main general
activities:
• Infrastructure: the Airport (owner and manager),
Airservices Australia (provider of air traffic control
and fire fighting services), Australian Federal Police,
private security, terminal maintenance, terminal
cleaning, telecommunications, runway sweepers and
a mowing contractor;
• Air transport: Qantas (including regional subsidiaries
Sunstate and Eastern Australia Airlines), Virgin Blue,
Tiger Airways, Brindabella Airlines, RAAF SPA Fleet,
General Aviation and charter operators as well as
airfreight (such as Australian Air Express) and courier
companies;
• Aviation support services: in-flight and terminal
catering suppliers, aircraft maintenance (such as
Qantas Defence Services), and operators of aircraft
hangars and fuel providers;
While the future appears strong for Canberra Airport and
the Capital Region as a whole over the next 20 years,
success depends on the support of the community,
business and Government, the competitiveness of
Canberra as a destination and importantly, support from
the entire Capital Region.
Canberra Airport can deliver jobs to the community across
a broad range of sectors. The challenge is to ensure
these jobs are delivered with the ongoing support of the
community.
The ongoing development of the Airport over the next five
years will see significant investment in additional aviation
infrastructure (such as a new terminal, taxiway and
navigational aid upgrades). Given the current economic
conditions, this aviation development will be vital to the
region’s economy and social well-being.
This Master Plan serves as a framework for this expansion
aviation facilities and other development of the Airport.

• Retailing/Wholesaling: shopping centre, cafes,

supermarkets, bulky goods, wholesale, convenience,
service stations and terminal franchises (and other
major and minor retail operators);

• Office: a range of public sector and private sector

office tenants; and

• Directly airport-related activities off-airport site: this

group of activities is more diverse, and includes
the Airport components of bus and coach service
businesses, freight and aircraft charter firms, the
Airport business of Canberra Cabs and limousine
companies, booking agencies of the major airlines
and air crew transport and accommodation.

By 2029/30 it is expected that up to 25,000 people will

be directly employed at Canberra Airport, up from the
current 8,000 jobs currently located on-Airport.

In addition to permanent on-airport employment, over

100 local construction firms have been involved in the
rebuilding of the Airport on an ongoing basis over the last
nine years. In turn this has delivered ongoing employment
Canberra Airport | Preliminary Draft Master Plan 2009
 25

Chapter three
Consultation process
Canberra Airport | Preliminary Draft Master Plan 2009

Chapter three | Consultation process
Canberra Airport recognises that strong community ties
are essential in ensuring the effective and sympathetic
delivery of its future development plans. Since Canberra
Airport commenced management of the Airport in 1998,
the Airport has been engaged in ongoing consultation with
the broader community.
Aircraft noise is one example of continual engagement
with the community. Through specific noise consultations
with community and industry, the Airport has been able to
gain a better understanding of concerns and perspectives
27
and, in some cases, has been able to influence changes to
flight paths and operations in response to those concerns.
Over and above community consultation, Canberra
Airport is also actively engaged in a comprehensive
ongoing series of consultations with local, state and
Commonwealth governments and key industry groups.
Canberra Airport remains committed to meaningful
consultation with all stakeholders.
Canberra Airport | Preliminary Draft Master Plan 2009

Chapter three | Consultation process

Canberra Airport is a local family-owned business with a

strong commitment to Canberra and the people of the
Australian Capital Region.

The Airport is a critical driver in the local and regional

economy, and local ownership provides a unique
opportunity among major Australian airports to better
integrate the Airport’s development and operation with
local and regional priorities and community aspirations.

This Master Plan sets a strategic direction for Canberra

Airport that is consistent with the needs of Airport
users and regional priorities. The Master Plan reflects
a comprehensive and ongoing consultation process
with key stakeholder groups and recognition of local
and regional views, including surrounding land owners
and users. Canberra Airport welcomes initiatives by the
Commonwealth in the Aviation Green Paper to strengthen
the consultation process via the formation of community
consultative groups.

Further consultation specific to the Master Plan is also

undertaken to obtain further ideas and options from
airport users and the public and to gauge reaction to the
preliminary draft Master Plan before a final draft of the
Master Plan is finalised. This consultation process, required
under the Airports Act, is about ensuring that options for
the Master Plan have been fully explored, concerns and
impacts identified and alternatives considered.

3.1 Ongoing consultation

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

Targeted consultation is also undertaken for major

projects, including under the Airports Act administered
Major Development Plan process, as well as one-off
key initiatives, such as the 2001 Regional Plan (which
culminated in the High Noise Corridor, described at Chapter
14) and the development of Canberra Airport’s Ultimate
Practical Capacity ANEF (endorsed in June 2008).

3.1.1 Community consultation
Aside from the formal Master Planning public consultation
process, Canberra Airport is committed to regularly
consulting with the community at the ACT and surrounding
region. This is manifested through regular presentations
by Airport management to meetings of peak community
organisations (such as the North Canberra Community
Council and Tuggeranong Community Council) and other
community and professional groups such as local Rotary
and Lions Clubs and the Institute of Engineers.
Major Airport developments are also subject to a formal
public consultation process under the Airports Act Major
Development Plan provisions, as well as any minor
variations to the Master Plan or any Major Development
Plan.
Canberra Airport also recently voluntarily conducted a
separate and broad public consultation process as part
of the development of its endorsed Ultimate Practical
Capacity ANEF, provided at Chapter 14. This had never
been undertaken before by an airport nor by Airservices
Australia, but was valuable in understanding community
and other stakeholder perspectives on the aviation growth
of Canberra Airport to its ultimate capacity.
Ongoing consultation with the community on all relevant
airport-related issues (not simply aircraft noise) is
conducted through the Canberra Airport Aircraft Noise
Consultative Forum, with meetings held three times a
year. All peak community groups are represented, as well
as a residents representative from neighbouring Pialligo.
Community organisations represented at Forum meetings
are as follows:
• Pialligo Residents Association
• Jerrabomberra Residents Association
• Ridgeway Community Group
• North Canberra Community Council
• Gungahlin Community Council
• Tuggeranong Community Council
• Woden Valley Community Council
• Weston Creek Community Council
29
3.1.2 Consultation with the Commonwealth
Canberra Airport consults regularly with various
Commonwealth departments and agencies with respect to
ongoing and future development and operations at and in
the vicinity of Canberra Airport.
Consultation comprises specific meetings with
Commonwealth politicians, and departmental
representatives on key issues, as well as regular ongoing
meetings. These include (but are not limited to:
• Development Planning Liaison meetings, dealing with
all building and planning issues at the Airport either
approved or in planning, with representatives from
the Department of Infrastructure, Transport, Regional
Development and Local Government, National Capital
Authority and Airservices Australia;
• Regular environment and heritage consultation
meetings, dealing with environmental, development
and planning issues at the Airport, with the
Department of Environment, Water, Heritage and the
Arts;
• Low visibility procedures review group, dealing with
proposed upgrades to instrument landing capabilities
and associated aviation capability of the Airport, with
representatives from Airservices Australia and the Civil
Aviation Safety Authority;
• Canberra Airport Safety Committee, dealing with
on airport safety issues, with representatives from
Airservices Australia, Australian Federal Police and
Department of Defence;
• Canberra Airport Bird and Wildlife Management
Committee, dealing with bird and wildlife
management on and in the vicinity of Canberra
Airport, with representatives from Airservices
Australia, the Civil Aviation Safety Authority and
Department of Defence;
• Canberra Airport Emergency Committee, dealing with
planning for and response to all types of emergency
situations on or in the vicinity of Canberra Airport,
with representatives from Airservices Australia, the
Australian Federal Police, the Australian Transport
Safety Bureau, and Department of Defence;
• Canberra Airport Security Consultative Group, dealing
with security issues on and in the vicinity of the
Canberra Airport | Preliminary Draft Master Plan 2009
Airport, as well as in the community more generally,
with representatives from Airservices Australia, the
Australian Federal Police, the Australian Transport
Safety Bureau, and Department of Defence;
• Industry Aircraft Movement Procedures Review Group,
dealing with Aircraft noise, aviation development and
regional planning issues, with representatives from
the Department of Infrastructure, Transport, Regional
Development and Local Government, Airservices
Australia, Department of Defence and National Capital
Authority; and
• Canberra Airport Aircraft Noise Consultative Forum,
dealing with Aircraft noise, aviation development and
regional planning issues, with representatives from
the Department of Infrastructure, Transport, Regional
Development and Local Government, Airservices
Australia, Department of Defence and National Capital
Authority.
Canberra Airport is also represented on the Regional
Airspace Users Advisory Committee (RAPAC), dealing
with airspace and aviation issues at and in the vicinity
of Canberra Airport, chaired by the Civil Aviation Safety
Authority and also attended by representatives from
the Department of Infrastructure, Transport, Regional
Development and Local Government, Airservices Australia
and the Department of Defence.
3.1.3 Consultation with the ACT Government
Canberra Airport recognises its key role to the ACT and
region economy and the need to integrate into the
Territory planning and development framework. The ACT
Government equally recognises the Airport’s key role as an
economic and transport hub for the region.
Canberra Airport and the ACT Government are in the final
stages of negotiating a Memorandum of Understanding
(MoU) recognising the Airport’s key role in the Territory
and the need to safeguard the ongoing development and
operation of the Airport. The draft MoU also acknowledges
that the ongoing growth of Canberra Airport must be well
planned and managed in close consultation with the ACT
Government and must take account any impacts on the
ACT community. The draft MoU sets out a consultation
framework and includes a dispute resolution process.
As outlined in Chapter 4, Canberra Airport is recognised
by and operates within the context of the Canberra
Spatial Plan and Economic White Paper, as well as the
Commonwealth administered National Capital Plan.
An example of the excellent level of consultation
and cooperation with the ACT Government was the
participation of the Airport in the ACT Government
Roundtable on-Airport roads. This consultation forum led
to a number of traffic studies being completed at the
Airport’s cost and the commencement of substantial road
works around the Airport, funded and constructed jointly
between the Canberra Airport, the ACT Government and
the Commonwealth. More details on this are provided at
Chapter 11.
Regular Airport meetings with ACT Government
representatives include:
• Development Planning Liaison meetings, dealing with
all building and planning issues at the Airport either
approved or in planning, with representatives from
the ACT Chief Ministers Department;
• Regular liaison meetings with ACT Chief Minister’s
department, dealing with all issues relating to
Canberra Airport, including on- and off- airport
development, infrastructure (including roads),
environment, land-use planning and aircraft noise;
• ACT Tourism Ministerial Advisory Council meeting,
with representatives from ACT Tourism, Chief
Minister’s Department and the Department of
Territory and Municipal Services;
• Canberra Airport Emergency Committee, dealing with
planning for and response to all types of emergency
situations on or in the vicinity of Canberra Airport,
with representatives from ACT Ambulance, ACT Rural
Fire Service, ACT Fire Brigade, ACT Emergency Services
Authority, ACT Department of Disability, Housing and
Community Services, ACT Department of Health and
the ACT SES;
• Industry Aircraft Movement Procedures Review Group,
dealing with Aircraft noise, aviation development and
regional planning issues, with representatives from
the ACT Chief Ministers Department, Department of
Territory and Municipal Services and ACT Planning and
Land Authority;
• Canberra Airport Aircraft Noise Consultative Forum,
dealing with Aircraft noise, aviation development and
regional planning issues, with representatives from

the ACT Chief Ministers Department, Department of
Territory and Municipal Services and ACT Planning and
Land Authority; and
• Canberra Airport Roads Forum, dealing with regional
road infrastructure and upgrades, with representatives
from ACT Roads.
3.1.4 Consultation with the NSW Government
Whilst Canberra Airport is wholly located within the ACT,
flight paths to and from Canberra Airport pass over NSW,
including at low altitude. The issues of aircraft noise,
airspace protection and maintaining a residential-free
corridor to and from Canberra Airport within NSW are
thus of critical importance to the ongoing unconstrained
aviation operations of Canberra Airport and its ability
to fulfil its role in the national network of Airports.
Furthermore, surrounding areas of NSW are also critical for
the provision of regional infrastructure including roads and
public transport.
Consultation with the NSW Government includes regular
meetings with the NSW Department of Planning and
the Premiers Office. Officials from the NSW Department
of Planning also attend Industry Aircraft Movement
Procedures Review Group and the Canberra Airport Aircraft
Noise Consultative Forum. NSW Police and Queanbeyan
SES also attend the Airport Emergency Committee
meetings.
3.1.5 Consultation with the Queanbeyan City situations on or in the vicinity of Canberra Airport
Council and other regional councils
Queanbeyan City Council in NSW is an important Airport
stakeholder. Canberra Airport consults regularly with
Queanbeyan City Council on a range of infrastructure and
land-use planning issues, with particular emphasis on
aircraft noise issues.
Canberra Airport has formally presented at Queanbeyan
City Council meetings on various occasions, as well as
regularly consulting directly with the Mayor, councillors,
General Manager and Strategic Planning officials.
Representatives from Queanbeyan City Council, including
the Mayor, attend Canberra Airport Aircraft Noise
Consultative Forum meetings. Representatives from the
Palerang Shire Council and Yass Valley Council are also
invited to attend the meetings and are included in all
correspondence and meeting notes.
31
Canberra Airport’s Managing Director has also presented
on a number of occasions to the ACT Chief Minister’s
Regional Leaders Forum, which consists of representatives
from the ACT and NSW Government and the Mayors of the
fourteen City and Shire councils in the Capital Region.
3.1.6 Stakeholder consultation
Aside from consulting with the various levels of
Government, Canberra Airport regularly meets with
other key Airport stakeholders, including but not limited
to airlines and aircraft operators, business and tourism
groups, tenants both on Airport and in the surrounding
area.
Regular consultative forums involving Airport stakeholders
include (but are not limited to):
• Low visibility procedures review group, dealing with
proposed upgrades to instrument landing capabilities
and associated aviation capability of the Airport;
• Canberra Airport Safety Committee, dealing with on-
Airport safety issues;
• Canberra Airport Bird and Wildlife Management
Committee, dealing with bird and wildlife
management on and in the vicinity of Canberra
Airport;
• Canberra Airport Emergency Committee, dealing with
planning for and response to all types of emergency
• Canberra Airport Security Consultative Group, dealing
with security issues on and in the vicinity of the
Airport, as well as in the community more generally;
• Industry Aircraft Movement Procedures Review Group,
dealing with Aircraft noise, aviation development and
regional planning issues; and
• Canberra Airport Aircraft Noise Consultative Forum,
dealing with Aircraft noise, aviation development and
regional planning issues.
Canberra Airport is also represented on the Regional
Airspace Users Advisory Committee (RAPAC), dealing
with airspace and aviation issues at and in the vicinity
of Canberra Airport, chaired by the Civil Aviation Safety
Authority and also attended by representatives from the
General Aviation community and the airlines.
Canberra Airport | Preliminary Draft Master Plan 2009
Canberra Airport regularly consults with and presents
to key business and industry organisations such as the
Canberra Business Council, Queanbeyan Business Council
and the ACT and Region Chamber of Commerce and
Industry.
Canberra Airport management have also at various times
held chairmanships and directorships on the Australian
Capital Tourism Commission, Tourism Industry Council,
Tourism Task Force, Canberra Business Council, Property
Council of Australia, Canberra Convention Bureau,
Australian Airports Association, Tourism Task Force and
other business and industry groups. Not only does this
demonstrate a commitment to business, planning, tourism
and development in the region as a whole, but also
serves as an important consultation and information-
dissemination point to a wide range of interests in the
community at large.
3.1.7 Future community consultation processes
The December 2008 Aviation Green Paper outlined
proposals for formal community consultation groups
to “foster effective community engagement in airport
planning and operations issues”. Canberra Airport strongly
supports this initiative and believes that with certain
changes, the current Canberra Airport Aircraft Noise
Consultative Forum is well suited to fill this role. Already,
Master Plans and Major Development Plans are all
discussed by this committee as part of the consultation
process. Canberra Airport looks forward to working with
the Commonwealth to formalising a Canberra Airport
community consultation group as a matter of priority.
3.2 Master Plan consultation
3.2.1 2008 draft Master Plan consultation
Specific pre-consultation meetings were undertaken with
the Commonwealth, ACT and NSW Governments and the
Queanbeyan City Council as well as key industry groups
in the preparation of the 2008 preliminary draft Master
Plan. The views of the groups that accepted the invitation
for consultation were carefully considered and taken into
account for the preparation of the 2008 preliminary draft
Master Plan.
Further, a range of submissions were received as part
of the official public consultation process for the 2008
preliminary draft Master Plan. These were analysed and
responded to as part of the final draft submitted to the
Minister. Due regard was had to all of these submissions,
including those received after the close of the official
consultation period.
The pre-consultation meetings and all submissions to the
draft 2008 Master Plan inform and have been considered
in the preparation of the 2009 preliminary draft Master
Plan, though it is noted that this does not prejudice any
meetings held or submissions received as part of the
official consultation process for the 2009 Master Plan.
3.2.2 2009 preliminary draft Master Plan
consultation
Following the rejection of the draft 2008 Master Plan
by the Minister for Infrastructure, Transport, Regional
Development and Local Government, Canberra Airport
has held consultation meetings with the Department
Infrastructure, Transport, Regional Development and Local
Government with respect to the 2009 preliminary draft
Master Plan.
Furthermore, prior to the release of the 2009 preliminary
draft Master Plan for public consultation, Canberra Airport
has written to all airline and airfreight users of Canberra
Airport seeking specific input as to their needs as users
of the Airport, and to gain a more comprehensive
understanding of their current and future operations
at Canberra Airport. Responses to this request for
information will inform the 2009 draft Master Plan and
will be annexed to the draft Master Plan for consideration
by the Minister for Infrastructure, Transport, Regional
Development and Local Government.
Pre-consultation meetings have also been held
with Airservices Australia, CASA, RAAF 34 Squadron,
Queanbeyan Councillors, National Capital Authority and the
ACT Government.
The Airports Act also requires that before submitting
a draft Master Plan to the Minister for Infrastructure,
Transport, Regional Development and Local Government
for approval, the company must undertake a public
consultation period. Canberra Airport has advertised in
local newspapers that a preliminary version of the Master
Plan was available, and invited public comment within 60
business days of the newspaper notice. Canberra Airport
has also placed a notice and a copy of the preliminary
draft Master Plan on its website, which will be available
for viewing and download free of charge throughout the
 33

60 business days public comment period.

As stipulated by the Airports Act, Canberra Airport will

have due regard to all submissions received during the
public consultation period before submitting a draft Master
Plan to the Minister. This includes a detailed summary of
key points raised in each individual submission, Canberra
Airport’s response to those points, and changes (if any)
made to the preliminary draft Master Plan in response to
those points.

The full text of all submissions received, as well as

Canberra Airport’s response to those points, and changes
(if any) made to the preliminary draft Master Plan in
response to the key points raised in the submissions will
all be provided to the Minister alongside the final draft
Master Plan in the form of a Consultation Report.
Canberra Airport | Preliminary Draft Master Plan 2009
 35

Chapter four
Integration with
local planning strategies
Canberra Airport | Preliminary Draft Master Plan 2009

Chapter four | Integration with local
planning strategies
This chapter of the Master Plan provides an overview
of how Canberra Airport integrates with the planning
strategies of the region.
Canberra Airport works in close consultation with the ACT
Government to ensure that the Airport plays a positive role
in the overall growth and development of the ACT.
The ACT Government’s Economic White paper and
Canberra Spatial Plan are two excellent examples of
the Airport’s successful integration with local planning
strategies. Similarly, the co-operation between the Airport,
ACT and Commonwealth Governments to upgrade the
roads through the Majura Valley has been very successful
and productive.
The Economic White Paper acknowledges the Airport’s role
as a major employment generator capable of achieving
sustainable growth and development. It also recognises
that the Airport has set new benchmarks for commercial
investment in the ACT.
The Canberra Spatial Plan sets out the ACT Government’s
strategic plan for the next 30 years and beyond. It too
37
recognises the critically important role the Airport plays
in bringing new industries and new jobs to Canberra
and denotes the Airport as an Activity Node capable
of accommodating up to 5% to 10% of the ACT’s
employment.
Similarly, the Airport has engaged with the National
Capital Authority to actively integrate with the Authority’s
vision for the Capital, and the Airport has been denoted
in the National Capital Plan as a Designated Office
Employment Centre.
Canberra Airport also maintains a regular dialogue with
the Queanbeyan City, Yass Valley and Palerang Shire
Councils and the NSW Government. Unfortunately, despite
ongoing consultation, it is disappointing to note that the
NSW Government and Queanbeyan City Council appear
to be committed to developing land under Canberra
Airport flight paths for residential development, potentially
impacting on the future amenity of residents across the
region.
Canberra Airport will continue to take an active role in all
local planning strategies.
Canberra Airport | Preliminary Draft Master Plan 2009

Chapter four | Integration with local

planning strategies
Canberra Airport plays a pivotal role in the current and
future success of Canberra and the region as a major
social, tourism, business, government and trade gateway.
Canberra Airport therefore recognises the importance
of managing on-Airport development in unison with
metropolitan and sub-regional planning strategies,
and seeking, where possible, to have Canberra Airport
recognised in these strategies as a critical economic and
business gateway for the region that should be protected
from inappropriate land-uses in the vicinity of the Airport.

This is confirmed by the December 2008 Aviation Green

Paper which noted:

The Commonwealth will “work through the Council of

Australian Governments and other appropriate forums
to ensure a national land-use planning regime is put in
place near airports and under flight paths to avoid noise-
sensitive developments being located in these areas and
to protect communities from excessive levels of aircraft
noise.” Commonwealth Government Aviation Green
Paper, December 2008.

4.1 National Capital Authority

Following an amendment to the Airports Act in 2007 to
bring Canberra Airport into line with all other privatised
Airports, the National Capital Plan no longer applies at
Canberra Airport.

The National Capital Authority have agreed that an

amendment to the National Capital Plan (NCP), although
“cosmetic to ensure consistency with the Airports Act”
would “correctly reference the Master Plan for the Airport
and acknowledge that the relevant planning authority
is the Department of Infrastructure, Transport, Regional
Development and Local Government.” The amendment to
the NCP is expected within the next 12-18 months.

While no longer applying, the National Capital Plan

currently identifies Canberra Airport as part of the Central
National Area, as a Defined Office Employment Centre and
on the East-West Transport Corridor, as shown in Figure 4.1.
The National Capital Plan states under the heading Policies
for the Location of Office Employment that:

• “Major office employment should be located within

Defined Office Employment Centres located within the
two transport corridors.”; and

• “Defined Office Employment Centres within the

 39

Figure 4.1
“Defined Office Employment Centres”, from the National Capital Plan

Note Canberra Airport as a Defined Office Employment Centre and on the defined East-West Transport Corridor
Canberra Airport | Preliminary Draft Master Plan 2009
East-West Corridor comprise Belconnen Town Centre,
Bruce, Civic Centre, Russell and Canberra International
Airport.”
Furthermore, Broadacre Areas surround Canberra Airport,
which are recognised as becoming of “considerable
economic importance to Canberra over time, and which
offer a basis for the future economic development of the
city.”
Current Airport development and proposals under this
Master Plan are thus consistent with the National Capital
Plan.
The land uses identified in this Master Plan are contained
in Chapter 10. Where defined, these uses adopt the
definitions in Appendix 1. Where not defined, these uses
adopt the definition in the National Capital Plan.
4.2 ACT Government
“For us to continue to develop as a vibrant commercial
and tourist destination, the face we present to the world
is extremely important. Canberra International Airport
is now a gateway to the region of which any city could
be proud… Particularly outstanding was development
of Brindabella Business Park and the widening of the
runway.” ACT Chief Minister, Jon Stanhope, 12 November
2002 on the announcement of Canberra Airport being
named the Major Australian Airport of the Year 2002.
Canberra Airport works closely with all relevant areas of
the ACT Government to ensure that the Airport is strongly
integrated into the ACT strategic and planning framework,
although it is not a requirement of the Airports Act
that this Master Plan or development at the Airport be
consistent with this framework. Canberra Airport regularly
and comprehensively consults with the ACT Government,
as outlined in greater detail in Chapter 3 . Canberra Airport
has also worked collaboratively with the ACT Government
to deliver key infrastructure projects in the vicinity of
Canberra Airport, such as the upgrade to Pialligo Avenue.
Canberra Airport has been recognised by the ACT
Government as a critical piece of infrastructure to the ACT
and the surrounding region, and the ACT Government has
further acknowledged that the Airport and its ongoing
growth must be encouraged as well as integrated into the
urban form of the city.
4.2.1 Canberra Plan
Central to the ACT Government’s strategic planning is
the formation of the Canberra Plan, outlining how the
Government will achieve its goals in the next 30 years
in a strategic manner. The most relevant components of
the Canberra Plan for the Airport are the Economic White
Paper and the Canberra Spatial Plan, which are addressed
below in Sections 4.2.2 and Section 4.2.3. Both of these
documents demonstrate the Airport’s importance to and
integration with the city.
In August 2008, ACT Chief Minister Jon Stanhope
launched a review of the Canberra Plan, The Canberra
Plan - Towards our Second Century. The Canberra Plan
acknowledges the importance of Canberra Airport in
the region, and equally the importance of managing
airport development in close consultation with the ACT
Government.
“The Canberra International Airport is an important
element of the ACT’s economy and the ACT Government
will continue to support the planned expansion of both
passenger and freight activity.
These developments complement our ongoing efforts to
attract new migrants and businesses to the Territory, and
also facilitate the diversification of the ACT economy by
providing the opportunity for new economic activity.
It is imperative that the proposed airport expansion be
well planned and managed in close consultation with the
ACT Government.
Development at the Airport should take account of
relevant ACT planning laws and policies in order to
moderate significant impacts on metropolitan planning
and local infrastructure provision.” The Canberra Plan -
Towards our Second Century (2008).
Development at the airport and the role of the Airport
to the ACT’s economy is outlined in further detail in
the Economic White Paper and Canberra Spatial Plan,
described below.
4.2.2 Economic White Paper
“We should not fear strategies that pursue economic
growth and development… Approvals and policies
designed simply to maintain the status quo are more likely
to be a recipe for stagnation.” ACT Economic White Paper
(2003).

The ACT Government will:
• “be unashamedly pro-business … and make the ACT
the premier business friendly location in Australia”;
and
“provide supportive planning and highly competitive
infrastructure … to give Canberra the look and feel of
a vibrant and dynamic 21st century city.” ACT Economic
White Paper (2003).
The Economic White Paper outlines the ACT Government’s
economic and policy framework to achieve sustainable
growth and development. Canberra Airport’s role as a
major employment generator and as a regional hub is
well recognised in the White Paper.
By providing a wide variety of services in a sustainable
manner, Canberra Airport is helping the ACT Government
reach its goal of creating the right environment to attract
knowledge based creative workers. Workers in these
industries demand high quality accommodation and
amenities located close to major interstate transport links.
The Airport is providing the right environment for these
workers.
The Economic White Paper recognises that the Airport
has set the benchmark for the ACT Government in
providing the best commercial environment for investors
and recommends that it be emulated in other locations.
Further, the Paper recognises that economic activity at
the Airport has increased markedly since the privatisation
of the Airport in 1998. This growth in economic activity
and the resultant growth in employment have only been
possible because Canberra Airport has actively developed
many aspects of the bundle of rights purchased with the
Airport lease.
The Airport’s role as a regional and metropolitan hub, and
as a major activity centre, is explicitly recognised by the
Economic White Paper in the following terms:
“Great cities have excellent transport connections.
Since the ownership of Canberra Airport was transferred
to private ownership, investment in the Airport and
general economic activity around the Airport has
increased markedly. The Master Plan, which is the major
planning tool for the Airport, outlines a vision for the
development of Canberra International Airport as a
major passenger, freight and business hub serving the
ACT Region.
41
Therefore it is essential that the Spatial Plan recognises
the Airport’s role as a generator of employment and a
regional hub. In particular, transport and employment
links between Civic and the Airport need to be given
high priority.
Action 47
“The Government will recognise Canberra International
Airport as a major activity centre and work with the
Commonwealth Government and airport management
to continue to upgrade connections to the Airport,
especially from Civic.” Economic White Paper, 2003.
4.2.3 The Canberra Spatial Plan
“In order to protect the Airport as a significant
transport asset for the region, its operations need to
be unconstrained by the potential limiting effects of
residential development where airport noise would
impact on residents. Conversely, growth at the Airport
must have regard to the need to protect significant
biodiversity assets on and around the Airport.”
“The scale and nature of development at the Airport
provides employment opportunities not available
elsewhere in the ACT. Planning to ensure that the Airport
continues to play a major role in this region as a regional
transport hub, bringing new jobs to the region, is of
fundamental importance. NSW areas are also affected
by aircraft noise while the economic benefits of the
Airport are also important to NSW.” Canberra Spatial Plan
(2004).
The Canberra Spatial Plan sets out the ACT Government’s
strategic directions for the development of Canberra over
the next 30 years and beyond. It is the ACT Government’s
key strategic planning document for directing and
managing urban growth and change, and is part of a
comprehensive, integrated strategic plan for Canberra’s
future.
The Spatial Plan confirms Canberra Airport’s central role in
terms of employment growth by identifying the Airport at
the intersection of two of Canberra’s three employment
corridors. The Plan reveals that the three corridors will
form the primary focus for employment in the ACT (See
Figure 4.2).
The Airport is located on the main employment corridor
between Belconnen through Civic, Barton, the Airport, to
Queanbeyan. This corridor currently accommodates over
Canberra Airport | Preliminary Draft Master Plan 2009

Figure 4.2
CANBERRA ‘H PLAN’ EMPLOYMENT LOCATION STRATEGY

PROJECTED DOMESTIC AIR SERVICES FROM CANBERRA

GUNGAHLIN

MITCHELL

BELCONNEN UNIVERSITY
OF CANBERRA

DICKSON

ANU

CITY
RUSSELL
ADFA
PARKES
CANBERRA
BARTON AIRPORT
DEAKIN
FYSHWICK
WESTON

WODEN
QUEANBEYAN

HUME

TUGGERANONG
Legend
Town centre

Activity node

Universities

Industrial centre

Employment corridor

Note Canberra Airport at the intersection of two major employment corridors and denoted as an activity node.

70% of Canberra’s employment and contains a number
of uses, most notably key office employment locations in
Civic and in the Central National Area (of which the Airport
is a part).
In addition, the Airport is located on the north-south
employment corridor running through the Majura Valley
through the Airport and Fyshwick to Hume. This north-
south corridor is identified by the ACT Government in
the Spatial Plan for the growth of, or is suitable for, uses
including:
• industrial;
• broadacre commercial;
• tourism;
• recreation;
• transport related activities;
• bulky goods retailing;
• creative industries; and
• high technology manufacturing.
This north-south corridor, and particularly the Majura Valley,
is developing into a key Defence and security hub. With
the Majura Military Training Area (MMTA), Royal Military
College (RMC), the Australian Defence Force Academy
(ADFA) and the Campbell Park Offices in the Valley, and
the Australian Federal Police’s (AFP) increasing presence in
the Valley and on the Airport, the Majura Valley is already
a key “security valley” for the Australian Government and
support services. In addition, most of the operations in the
Valley are in very close proximity to the Russell Defence
offices. The trend of increasing Defence, AFP and ancillary
security operations within the Majura Valley is expected
to continue and Canberra Airport anticipates playing an
increasing role as a major activity node in the Valley.
The National Capital Authority has supported the Canberra
Spatial Plan in principle in terms of its employment
corridor notion for the Majura Valley, in which the Airport
is located.
Canberra Airport has also been identified in the Canberra
Spatial Plan as a “Priority 1” employment area on this
north-south employment corridor, to be developed in the
short term. Further, the Spatial Plan integrates Canberra
Airport into the planning framework of the city as the
43
Spatial Plan designates Canberra Airport as an Employment
Activity Node (refer Figure 4.2).
Today, the development of business parks and other
commercial property development are primary use
activities at airports because they are associated with, are
ancillary to and enhance the operation and the viability of
the airport. The Spatial Plan also outlines the importance
of a wide range of complementary services to support the
Activity Nodes.
Although the Airport consults regularly with the ACT
Government and although the Airport is not subject to the
planning policy or requirements of the ACT Government
or ACTPLA, Airport development has been undertaken
consistent with the policy and planning intent of the
Canberra Spatial Plan and Economic White Paper.
4.2.4 Territory Plan
The Territory Plan has been prepared and administered
by the ACT Government in respect of all land in the ACT
other than land classified as “Designated Area”. The
Territory Plan is required by Commonwealth legislation to
be consistent with the National Capital Plan. In the event
and to the extent of any such inconsistency, the Territory
Plan has no effect. The Territory Plan is silent on uses or
planning at the Airport, and hence this Master Plan is not
inconsistent with the Territory Plan.
In any event, the Territory Plan does not apply to Canberra
Airport and it is not a requirement of the Airports Act that
this Master Plan or land use activities at Canberra Airport
be consistent with the Territory Plan.
The land uses and the development and activities
permitted for each precinct at Canberra Airport are listed
in land use tables in Chapter 10 of this Master Plan under
the headings “Permitted and Intended Uses Include” and
“Category”. These are defined by adopting the terminology
of the National Capital Plan. In some cases the definitions
in the Territory Plan may be different from the National
Capital Plan, however where there is any inconsistency
between the two plans, the Territory Plan has no effect.
4.3 NSW Government and Queanbeyan
City Council
Whilst Canberra Airport does not lie within NSW, aircraft
flying to and from Canberra Airport operate at low altitude
Canberra Airport | Preliminary Draft Master Plan 2009
over areas of south-eastern NSW, particularly Queanbeyan.
Furthermore, Canberra Airport is an economic and social
gateway for not just the ACT, but the broader region,
with further a potential growing role as a support to the
increasingly constrained Sydney Airport.
This reality was acknowledged by the August 2006
Independent Panel of Inquiry into Queanbeyan land
release. The Report of the Panel of Inquiry noted:
“It is the Panel’s considered opinion that Canberra
International Airport is a significant strategic regional
asset and that curfew free operations are important for
its continuing contribution to the entire Queanbeyan/
ACT region. If it also succeeds in operating as an adjunct
or overflow to the heavily constrained Sydney airports
in the future then it could have strategic importance
for NSW, beyond the immediate region.” Report of
the Independent Panel of Inquiry into land release in
Queanbeyan (2006).
The 2008 Aviation Green Paper recognised the importance
of achieving appropriate land use planning and other noise
abatement outcomes for the community. This is to:
“enable the maintenance of a north-south and east-
west network of non-curfew airports.”
“[…] this is crucial to maintaining access for airlines and
airfreight services to major airports such as Brisbane,
Cairns, Canberra, Melbourne and Perth.” Commonwealth
Government Aviation Green Paper, December 2008.
Therefore, the Green paper concludes that
“It does not make sense to allow new noise-sensitive
developments to occur in areas where they will lead to
public concerns that may affect the long-term viability
of the airport. In particular, there is every reason to
avoid noise sensitive development in green field sites
near airport flight paths.” Commonwealth Government
Aviation Green Paper, December 2008.
This highlights the necessity that Canberra Airport be
formally recognised as a key infrastructure asset for
the region through the regional integration of planning
strategies and that the Airport’s long-term prosperity and
growth is protected via appropriate land use planning
under Airport flight paths and the provision of appropriate
infrastructure links such as roads.
Notwithstanding the above, despite many years of good
planning that have protected Canberra Airport’s flight paths
from inappropriate development, Queanbeyan Council
and Planning NSW have recently endorsed proposals for
thousands of homes under Canberra Airport’s flight paths,
which if successful, put at risk the ongoing unconstrained
aviation growth of the Airport. Queanbeyan City Council
also continues to call for a curfew on Canberra Airport
that would cause very significant detriment to current and
future airport operations.
4.3.1 Sydney-Canberra Corridor Strategy
In July 2008, the NSW Government released its Sydney-
Canberra Corridor strategy as a “25-year blueprint to
guide growth, improve housing affordability and protect
valuable natural resources along the regional corridor
between Sydney and Canberra.” The Plan identifies the
need for an additional 25,200 homes, including 10,000
for Queanbeyan (incorporating both urban infill and
greenfields sites), for an expanded population of 46,350
by the year 2031.
The Strategy notes that:
“Canberra International Airport is a significant asset
for the ACT and the Corridor. The Airport provides
commercial flights to Sydney, Melbourne, Brisbane,
Perth and Adelaide. Regional services are also provided
to Newcastle and Albury. The airport contributes to the
local economy through movement of people, tourism,
employment and freight cartage.” Sydney-Canberra
Corridor Strategy (2008).
Nevertheless, it is disappointing to note that the Strategy
contains proposals, also contained within the 2031
Queanbeyan Residential and Economic Strategy (outlined
below at Section 4.3.2) to locate thousands of homes in
Queanbeyan under Canberra Airport flight paths. Such an
outcome would severely hamper Canberra Airport’s ability
to continue to grow and be the significant asset for the
region as noted in the Strategy.
4.3.2 2031 Queanbeyan esidential and Economic
Strategy
Planning NSW published its review of Queanbeyan’s 2031
Residential and Economic Strategy in April 2007 following
a submission from Queanbeyan City Council. Despite
acknowledging that “protection of the potential for future
growth and development of Canberra Airport needs to be
recognised and considered as it is an important piece of

regional infrastructure which will continue to contribute to
the economic development of the region”, the Strategy
appears to be inconsistent with the recognition of the
importance of Canberra Airport as a significant regional
asset by proposing to place thousands of homes in high
aircraft noise areas under Canberra Airport’s flight paths.
A revision to this 2031 Strategy, involving approximately
4,500 homes under flight paths, was approved by the
NSW Planning Minister, the Hon Kristina Keneally, in
December 2008.
Canberra Airport has consulted extensively with
Queanbeyan City Council and Planning NSW regarding
aircraft noise issues, and has worked with the community
(especially Jerrabomberra) to minimise the effects of
aircraft noise. Indeed, following a request by former NSW
Planning Minister Frank Sartor, Canberra Airport engaged
independent Planning Consultants Parsons Brinkerhoff to
produce a draft report identifying up to 22,000 residential
blocks outside high aircraft noise areas to allow for the
ongoing growth of Queanbeyan.
Canberra Airport will continue to work with the NSW
Government and Queanbeyan City Council to ensure
inappropriate planning outcomes does not impact on the
future growth of the airport and the prosperity of Canberra
and the region as a whole.
4.3.3 Queanbeyan Structure Plan
The 2004 Queanbeyan Structure Plan sets out the land-use
planning and development blueprint for the Queanbeyan
City Council and identifies land directly under Canberra
Airport’s flight paths as future residential development.
However it is important to note that it was not until 2001
that the Queanbeyan City Council contemplated moving
away from its previous policy of restricting residential use
under flight paths. The 1974 Queanbeyan Structure Plan
states:
“It will be necessary to exercise care in the siting of
development. Generally, residential areas should be
grouped away from major traffic routes and away from
the flight path of the approach to Canberra Airport.”
Queanbeyan Structure Plan, August 1974.
To avoid residential development under the flight paths,
the Structure Plan proposed that that industrial and
commercial land be located under aircraft flight paths:
2
The Queanbeyan City Council had allocated $70,000 for the “Investigation for future development” for the entire City of Queanbeyan (Queanbeyan City Council
Management Plan 2001/2002 to 2003/2004), of which $30,000 was allocated to the preliminary investigations into the use of Tralee as industrial.
45
“The flight path of the aircraft approaching Canberra
Airport [will be] generally over the town centre and
industrial areas” Queanbeyan Structure Plan, August
1974.
This policy remained and is reflected in the Queanbeyan
Structure Plan 1994. The 1994 Structure Plan refers to the
“Tralee Industrial Estate Option”, showing areas under the
flight paths labeled as “Proposed Urban Industrial (subject
to further investigation)”, indicating the Council’s preferred
long-term planning for this land. The 1994 also reaffirms
the aircraft noise zones of the 1974 plan.
Further, in July 2001, the Queanbeyan Council resolved
“that the approval be given for the use of up to $30,000
of the $70,000 in the current Management Plan2 for
‘Investigations for future development’ for a new project
‘Preliminary investigations into the future use of Tralee
as industrial’” (Queanbeyan City Council Minutes 18 July
2001).
The motivation for the departure from the long-term policy
of zoning this area under the flight paths as industrial and
shifting to a policy of zoning it instead as residential is
revealed in the Queanbeyan City 2004 Structure Plan:
“The 1994 Structure Plan identified the land known as
Tralee near the Hume industrial estate as being suitable
for urban or industrial purposes. In 2001, Council
resolved to further investigate Tralee for future industrial
purposes; however with a change in ownership of the
land, Council has since resolved to commence rezoning
the land for residential purposes. Development of
this land for residential purposes would impact on
Queanbeyan’s future good quality industrial land stock.”
Queanbeyan City 2004 Structure Plan.
As outlined above, and in greater detail in Chapter 14,
Canberra Airport continues to vigorously oppose these
plans for residential development under flight paths, and
will continue to work with Queanbeyan City Council and
Planning NSW to prevent inappropriate planning outcomes.
4.4 Cross-border land-use planning issues
Canberra Airport’s location near the ACT/NSW border has
created certain land-use planning conflicts, especially
in relation to proposed residential developments under
Canberra Airport flight paths.
Canberra Airport | Preliminary Draft Master Plan 2009

Notwithstanding a Cross-border Settlement Strategy

and Water Strategy agreed between the ACT, NSW and
Commonwealth Governments, as outlined above the
NSW Government continues to pursue land-use planning
outcomes that will be detrimental to not only future
residents in NSW but the entire region (including the ACT).

In relation to the proposed development of Tralee, the ACT

Government has stated:

“[…] the ACT Government has no direct control over the

development and rezoning process for Tralee [in NSW].
However, the ACT Government’s interest in this matter
relates to achieving good planning outcomes for all
of the population of the area, irrespective of whether
they live in the ACT or NSW, whilst also protecting
significant infrastructure assets such as Canberra
International Airport and the Hume Industrial Estate
from incompatible land uses.” Jon Stanhope MLA, ACT
Chief Minister, 24 December 2008.

The Commonwealth’s 2008 Aviation Green Paper also

highlights the importance of regional integration to protect
airports.

“it is important that state governments and local

governments meet their responsibilities to establish
zoning policies, in consultation with airports, that ensure
development near airports and under flight paths is
compatible with noise exposure.” Commonwealth
Government Aviation Green Paper, December 2008.

As indicated above, there continue to be issues involved

with integrating NSW local planning strategies with the
ongoing operations of Canberra Airport. However, Canberra
Airport expects that in light of the above Commonwealth
policy outcomes, the NSW Government will work
with Canberra Airport, the ACT Government and the
Commonwealth to resolve land-use planning policies in
the vicinity of Canberra Airport. These discussions should
commence during the statutory 60-day consultation period
of this draft Master Plan.
 47

Chapter five
airline growth
Canberra Airport | Preliminary Draft Master Plan 2009

Chapter five | Airline growth
Passenger numbers continue to rise at Canberra Airport,
with ongoing growth expected for the life of the Master
Plan.
Close to 3 million passengers passed through the Airport
during 2008 and this is expected to grow, at conservative
mid-range expectations, to around 6.7 million passengers
annually within the next 20 years. There are also higher
range growth forecasts which would result in 7.5 million
passengers annually, in 20 years time.
Canberra Airport currently has direct services to all of
Australia’s mainland capital cities except Darwin. This
equates to 910 airline flights a week. Over and above the
capital city services, the Airport also provides direct links to
49
Newcastle and Albury. Flights to further new destinations
are anticipated during 2009.
Canberra Airport has actively encouraged the introduction
of new airlines to the national capital, believing that
competition promotes lower fares, growth and flexibility. It
will continue to do so.
Canberra Airport also continues to work for the
introduction of international services. The Airport believes
international services are a reality within the next five
years as international terminal facilities are developed.
Canberra Airport | Preliminary Draft Master Plan 2009

Chapter five | Airline growth

The global aviation industry has been in a period of

constant change over the last decade. The Australian
aviation market was severely affected by the collapse of
Ansett and its regional subsidiaries, additional security
requirements imposed as part of a focus on the risks of
terrorism have added additional imposts on passenger
travel and recent fluctuations in the oil price and the
downturn in the global economy have challenged the
airline industry worldwide. All of these factors have
weakened potential growth opportunities at Canberra
Airport.

Nevertheless, new airlines (including low-cost carriers),

capacity and frequency increases, lower fares and new
routes, as well as the robust growth of the ACT and region
economy, has led to improved prospects for the growth
of airline services at Canberra Airport. Much like the
experience in the United States and in Europe, evidence
suggests aviation is undergoing a structural change due
to the impact of low airfares, with people travelling by air
where they would otherwise have driven or not travelled
at all.

5.1 Domestic and regional airlines growth

Over the past 10 years, the Australian domestic and
regional aviation market has seen dramatic change. The
two most significant changes to the aviation landscape
in Australia have been the collapse of Ansett Australia
and its affiliate airlines in September 2001 and the
commencement of services by low-cost carriers. Prior to
Airport privatisation, the 1989 pilot’s dispute also had a
massive, but short-term, impact on the domestic aviation
market.

At the time of the 1999 Master Plan, two full-service

airlines and their associated regional subsidiaries carried
almost every passenger in the domestic market, operating
parallel schedules and achieving a high yield on the
business and government dominated routes to and from
Canberra.

When Impulse Airlines commenced low-cost services to

Canberra in June 2000, followed by Virgin Blue in July
2001, heavily discounted seats became available on a
regular basis in Canberra for the first time. However the
collapse of Ansett in September 2001 caused a reduction
in the supply of seats on Canberra routes.

These temporary but significant supply cuts were gradually

 51

offset by increased competition and the commencement
of new routes into Canberra by both Virgin Blue and
Qantas. More recently, the commencement of services
by Tiger Airways has further stimulated the market
with a range of very low fares. The prospect of further
competition in the Canberra market by existing and future
airlines in the short term is likely to further improve seat
supply and air fare affordability.
Figure 5.1, shows that despite the ongoing fluctuations
in the industry, the long term growth of domestic and
regional passengers to/from Canberra Airport remains
reasonably constant, with downturns followed by
periods of strong growth. The 20-year historic compound
annual growth rate for Canberra Airport is a strong
4.8%, notwithstanding the pilot’s dispute and the Ansett
collapse. Growth in 2006/07 and 2007/08 were well
above the 20-year average and the 4.2% Master Plan
growth forecast, although growth may well slow in
2008/09 and 2009/10 due to the current global economic
slowdown, bringing growth back towards the 4.2% growth
trendline.
Figure 5.1
Canberra Airport historic domestic and regional
passenger growth 1982-2006
3.0
2.5
2.0
September 11,
MILLIONS
and 2007. However, following a softening in the global
economy, and the commencement of services by Tiger
Airways in February 2008, (who offer a daily services on
the Canberra-Melbourne route at ongoing fares as low
as $29.95 one way), fares to and from Canberra have
reduced substantially. Tiger Airways have announced
services on the Canberra-Adelaide route from March
2009, and passenger growth on this route (that has seen
slight reductions in capacity over the past 12 months) is
expected to be strong.
Canberra Airport is also especially committed to attracting
Jetstar who operate to 20 cities across Australia, including
all other capital city airports and many major regional
centres except Canberra.
In the past 24 months, most other Australian airports
have seen domestic passenger numbers grow faster
than Canberra, with much of this growth attributed to the
growth of Jetstar and price competition between Jetstar
and Virgin Blue (in some cases upwards of 10% p.a.
growth). This led to a reduction in the potential tourism
benefits to Canberra and the region that might otherwise
have been stimulated by this additional capacity and low
fares.
However, in the past six months this trend appears to be
reversing. Airlines that are reducing or at least stabilising
capacity elsewhere around Australia (especially low-
yielding tourism destinations) are turning to Canberra to
introduce additional capacity, given the lower realtive
growth over the past 2-3 years and the higher-yield travel
potential of Canberra. Levels of business and government

1.5 Ansett collapse

travel are expected to remain strong to and from Canberra,
1.0
whereas some softening may be expected elsewhere
around Australia as companies cut travel budgets and the
0.5 Pilots dispute general population reduce discretionary spending (such as
1989/90
flying holidays).
0.0
2000-01
1999-00
1990-91

2006-07
1989-90

1996-97

2003-04
2004-05
2005-06
1993-94
1994-95
1995-96

2002-03
1986-87

1998-99
1992-93
1984-85
1985-86

1988-89

2001-02

2007-08
1991-92

1997-98
1987-88

5.1.1 Domestic and regional route network

YEAR
Source: Airbiz (2007)
Whilst the availability of discount seats has increased
substantially compared to when Qantas and Ansett were
the dominant airlines, the lack of intensive low-cost
carrier competition in the Canberra market, a shortage
of domestic aircraft capacity more generally, and the
increased focus by Virgin Blue on the corporate market
saw fares increase again somewhat between 2005
Canberra Airport’s domestic and regional route network is
dominated by two primary routes – Canberra-Sydney and
Canberra-Melbourne. Until recently, the vast majority of
flights to and from Canberra operated on these two key
routes, with passengers travelling further afield transiting
at Sydney or Melbourne. Peak period services also
operated on the Canberra-Brisbane and Canberra-Adelaide
routes.
Canberra Airport | Preliminary Draft Master Plan 2009

Over the past ten years, significant additional capacity has
been allocated to the Canberra-Brisbane and, to a lesser
extent, Canberra-Adelaide routes, as shown in Table 5.3.
Furthermore, since privatisation, two highly successful
new routes from Canberra to Perth (Qantas) and the Gold
Coast (Virgin Blue) have been commenced. Both of these
routes now operate on a daily basis, with further growth in
frequency expected. Local airline Brindabella Airlines also
now operates services on the Canberra-Newcastle and
Canberra-Albury routes in cooperation with Qantas.
major regional centres in south-eastern Australia, enabling
a comprehensive route network with increased flight
frequencies to be developed over time. This will also allow
Canberra to better accommodate significant overflow and
bypass traffic from Sydney, which by this time, is expected
to be at or near its ultimate capacity.
Table 5.1
Target regional and domestic routes, expected
commencement timeframe

Canberra Airport today has direct services to all mainland

state capitals (Brisbane, Sydney, Melbourne, Adelaide and Timeframe regional Domestic
Perth) and to two key regional centres (Newcastle and
Albury) as well as the Gold Coast. Short Term Darwin
5 years Cairns
Following discussions with current operating airlines, Hobart
Canberra Airport is also hopeful of attracting services to at Sunshine Coast
least two further destinations during the next three years. Townsville
Destinations expected to be serviced in the short term
Medium Term Dubbo Avalon
(5 year timeframe) include Darwin, Cairns, Hobart, the
5-10 years Bankstown Launceston
Sunshine Coast and Townsville.
Coffs Harbour
A comprehensive regional hub is also expected in the Traralgon
medium term (likely 5-10 year timeframe), as Sydney Wagga Wagga
Airport is further impacted by capacity constraints and Merimbula
airlines seek alternatives to hubbing regional passengers Moorabbin
through Sydney Airport. The regional hub is also likely to Moruya
include more regional bus services to Canberra Airport Long Term Armidale Alice Springs
facilitating greater access to affordable air services for 10-20 years Tamworth
residents of the broader region. Negotiations are currently Ballina/Byron
underway with the major regional bus operators to Bay
commence a regional bus interchange facility at Canberra Wollongong
Airport, as depicted at Figure 5.4.

Canberra Airport will continually target the expansion
of routes servicing Canberra. Where appropriate, the
Airport is able to provide the appropriate financial and
other incentives to encourage start-up routes, such as
the successful start up of direct flights on the Canberra-
Newcastle, Albury, Gold Coast and Perth routes. Expected
domestic and regional routes are illustrated in Figures 5.2
and 5.3. The expected timetable for these routes is also
outlined in Table 5.1.
In response to the needs of Airport users (both airlines and
the travelling public), Canberra Airport’s long-term aim is
to grow the Airport into an international, domestic and
regional hub. Business and government travellers, tourists
and residents are expected to increasingly demand direct
flights to major cities throughout Australia as well as to
5.1.2 Domestic and regional current and future
passenger and aircraft movements
Since 2002, growth on all routes from Canberra has
been strong, with the exception of the Canberra-Sydney
route. The introduction of low-cost carrier services on the
Canberra-Brisbane, Melbourne and Adelaide routes has
been a catalyst for this growth. However, the Canberra-
Sydney route, once by far Canberra’s largest route in terms
of passengers and flight frequency, declined until late
2007 largely due to the lack of airline competition and
consequent modal substitution to travel by road. Indeed
in the eight years 1998/99-2006/07, passenger numbers
on the Canberra-Sydney route fell, with the small level of
growth shown identified in Table 5.3 only achieved over
the past 12 months. The route saw shuttle-type services
 53

Figure
Figure5.2
5.2
PROJECTED
PROJECTEDDOMESTIC
DOMESTICAIR
AIRSERVICES
SERVICESFROM
FROMCANBERRA
CANBERRA

DARWIN

CAIRNS

TOWNSVILLE

ALICE SPRINGS
SUNSHINE COAST
BRISBANE
AUSTRALIA GOLD COAST

PERTH Legend
SYDNEY
Existing air services
ADELAIDE
CANBERRA Future services within 5 years

MELBOURNE Future services within 20 years

AVALON
Note:
Note: This
This plan
plan is
is indicative
indicative only
only -- actual
actual developments
developments and
and
the
the timing
timing and
and placement
placement of of those
those developments
developments will
will be
be
subject
subject to
to demand,
demand, detailed
detailed planning
planning and
and the
the obtaining
obtaining of
of
relevant
relevant approvals.
approvals.

LAUNCESTON

HOBART

Figure 5.35.3
Figure
PROJECTED REGIONAL
PROJECTED AIRAIR
REGIONAL SERVICES FROM
SERVICES CANBERRA
FROM CANBERRA

TAMWORTH COFFS HARBOUR

ARMIDALE

DUBBO

NEWCASTLE

SYDNEY
WAGGA WAGGA BANKSTOWN

CANBERRA WOLLONGONG Legend

Existing regional routes

ALBURY Existing major domestic routes

MORUYA
Future routes within 20 years
MERIMBULA Note:
Note: This
This plan
plan is
is indicative
indicative only
only -- actual
actual developments
developments and
and
MELBOURNE TRARALGON
the
the timing
timing and
subject
subject to
and placement
placement of
to demand,
demand, detailed
of those
those developments
detailed planning
developments will
planning and
and the
will be
the obtaining
be
obtaining of
of
relevant
relevant approvals.
approvals.
AVALON MOORABBIN
Canberra Airport | Preliminary Draft Master Plan 2009

Figure 5.45.4
Figure
REGIONAL BUS
REGIONAL NETWORK
BUS FROM
NETWORK CANBERRA
FROM AIRPORT
CANBERRA AIRPORT

SYDNEY SYDNEY
AIRPORT

MITTAGONG
BOWRAL
WOLLONGONG
MOSS
YASS GOULBURN VALE KIAMA

WAGGA NOWRA
WAGGA CANBERRA
CIVIC
AIRPORT
QUEANBEYAN ULLADULLA
GUNDAGAI BUGENDORE
BRAIDWOOD
BATEMANS BAY

ALBURY
COOMA
MORUYA Legend
Existing routes
SNOWY
MOUNTAINS BEGA In planning
(SKI RESORTS)
MERIMBULA Future routes

EDEN

from three airlines in 2000, but by 2007 was down to a
single operator. With the recommencement of services
on this route by Virgin Blue with Embraer jet aircraft in
February 2008, competition has been restored to this
important business route, seeing lower fares, additional
capacity and, consequently, increased passenger numbers.
The 2008 National Visitors Survey shows the direct
correlation between air and road transport on the
Canberra-Sydney route and high level of modal
substitution and clearly highlights the impact of cheap
fares – the more cheap fares available, the more trips
between Canberra and Sydney are taken by air rather
than by road. BITRE statistics show that upwards of 80%
of passenger traffic between the two cities travel by road
(predominantly car), demonstrating that there is clearly
significant opportunity for growth in air traffic if the right
conditions exist. Table 5.2 shows year-on-year percentage
change in air and road travel between Canberra and
Sydney – note the correlation between growth in air traffic
and decline in road traffic (and vice-versa).
The routes that have seen the biggest percentage growth
over the last eight years are Canberra-Brisbane (258.1%
growth) and Canberra-Adelaide (121.7% growth), driven
by the increase in the number of seats available on direct
services (thus bypassing Sydney and Melbourne as hubs)
and the impact of low cost air fares. This has also meant
more customers are choosing direct services to their
destination rather than taking connecting services via
Sydney and/or Melbourne. Passengers on the Canberra-
Melbourne route have also grown steadily, despite the
reduction in passengers transiting Melbourne to onward
destinations such as Adelaide and Perth. Qantas have
introduced wide-body Boeing 767 aircraft on some peak
time Canberra-Melbourne services to cope with strong
demand.
The two new domestic routes Canberra-Perth (Qantas) and
Canberra-Gold Coast (Virgin Blue) have rapidly grown to
operate on a daily basis, with further growth in frequency
expected. Local airline Brindabella Airlines’ services on
Canberra-Newcastle and Canberra-Albury have also proven
highly successful with services upgraded from 9-seat Piper
Chieftans to 18-seat Metros and now 30-seat Jetstream 41
aircraft.
 60
2 000
ued) 40

1 000
20 55

Per cent share by mode

0 0
1
71 75 79 83 87 91 95 99 03 07 11 15 19 23 27 –3 1 5 9 3 7 1 5 9 03 07 11
– – – – – – – – – – – – – – – 0 –7 –7 –7 –8 –8 –9 –9 –9 2– 6– 0–
70 74 78 82 86 90 94 98 02 06 10 14 18 22 26 03 0 4 8 2 6 0 4 8 0 0 1
19 20 20 20 20 20 20 20 97 97 97 98 98 99 99 99 20 20 20
19 19 19 19 19 19 19 2
1 1 1 1 1 1 1 1 2

Eastern States–Tasmania
Figure
1005.5 Estimates Forecasts
Historical and forecast passenger travel between
Canberra and Sydney by mode of transport
80

Canberra–Sydney Air Canberra–Sydney

60
Car
10 000 Estimates Forecasts Coach 100 Estimates Foreca
40

Information sheet 26
Rail

8 000 Coach 80
20 Car

6 000 Air 60
0
7 31 5 9 3 7 1 5 9 3 7 1 5 9 3 7 31
–2 0– 71 –7 –7 –8 –8 –9 –9 –9 –0 –0 –1 –1 –1 –2 –2 0–
6 3 4 0000– 4 8 2 6 0 4 8 2 6 0 4 8 2 6 3 40
202 20 97 97 97 98 98 99 99 99 00 00 01 01 01 02 2 02 20
1 1 1 1 1 1 1 1 2 2 2 2 2 2

2 000 20

0 0
1 5 9 3 7 1
1 5 9 8 3 8 7 9 1 9 5 9 9 0 3 0 7 1 1 1 2 2 3 1 75 79 83 87 91 95 99 03 07 11
–7 –7 –7 2– 6– 0– 4– 8– 2– 6– 0– 4– 8– 2– 6– 0– –7 2– 6– 0– 4– 8– 2– 6– 0–
0 4 8 8 8 9 9 9 0 0 1 1 1 2 2 3 0 4– 8– 8 8 9 9 9 0 0 1
97
7 7
19 19 19 19 19 20 20 20 20 20 20 20 20 97
7 7
19 19 19 19 19 20 20 20
1 19 19 1 19 19 2

Canberra–Sydney
100 Estimates Forecasts
Page
80 5

Air
60
Eastern States–Northern Territory Car Eastern States–Northern Territory
Coach
1 500
40 Estimates Forecasts 100 Estimates Foreca
Rail
Rail

20
1 200 Coach 80
Car

7 1
9000 Air
1
60
3 2 3 1 5 9 83 87 91 95 99 03 07 11 15 19 23 27 –3
6– 0– –7 –7 –7 – – – – – – – – – – – – 0
2 03 70 74 78 82 86 90 94 98 02 06 10 14 18 22 26 03
20 2
19 19 19 19 19 19 19 19 20 20 20 20 20 20 20 2

600 40
Source: BITRE Information Sheet 26 (December 2006)

300 20

0 0
1 5 9 3 7 1
1 5 9 8 3 8 7 9 1 9 5 9 9 0 3 0 7 1 1 1 2 2 3
71 75 79 83 87 91 95 99 03 07 11
–7 –7 –7 2– 6– 0– 4– 8– 2– 6– 0– 4– 8– 2– 6– 0– 2– 6– 0– 4– 8– 2– 6– 0–
0 4 8 8 8 9 9 9 0 0 1 1 1 2 2 3 0– 4– 8– 8 8 9 9 9 0 0 1
7 7 7
19 19 19 19 19 20 20 20 20 20 20 20 20 7 7 7
19 19 19 19 19 20 20 20
19 19 19 19 19 19 2

Eastern States–Northern Territory

Canberra Airport | Preliminary Draft Master Plan 2009

Table 5.2 A total of 894 flights per week or between 138 and 144
Year-on-year percentage growth for air and road for flights per weekday link Canberra to these destinations
Canberra-Sydney (year ending March) (effective November 2008). This is compared with a total
of 754 flights per week in November 2003, as outlined in
Table 5.4.
YEAR AIR ROAD
The size of aircraft operating passenger services to
2000-01 25% -24% Canberra continues to increase. The average size of aircraft
operating to Canberra in November 2008 was over 107
seats per aircraft, a significant increase on the average
2001-02 -12% 27%
size that was seen during the Qantas/Ansett duopoly
days. This is due to larger aircraft on the Canberra-Sydney
2002-03 2% -17% route (such as new 72 seat Dash 8 Q400s and 78 seat
Embraer 170’s) and the increase in higher capacity aircraft,
2003-04 -2% 14% such as 180 seat 737-800s operated by Virgin Blue and
A320s operated by Tiger Airways. The average number of
2004-05 23% -17% seats per aircraft is expected to remain high, especially as
low-cost carriers such as Tiger Airways expand, and Jetstar
potentially commences operations to Canberra.
2005-06 -19% 8%
5.1.3 Domestic and regional passenger
2006-07 18% -2% projections

Over 2.85 million passengers passed through Canberra

2007-08 2% -2%
Airport in 2007/08. This is projected to grow to almost
7.25 million passengers by 2029/30 based on the mid
Source: National Visitors Survey (2008)
range 4.2% forecast growth rate for domestic and regional
passengers.
Table 5.3
Canberra’s major routes – passenger growth since Passenger numbers at Canberra Airport grew 15.5% from
privatisation 1.825 million in 1997/98 to 2.11 million in 2000/01, due
in great part to the establishment of Canberra as a hub by
low-cost carrier Impulse Airlines and the associated airfare
1998/99 2007/08 GROWTH
discounting by all airlines in the market. However, the
collapse of Ansett and the consequent reduction in seat
Adelaide 93,155 206,529 121.7% availability caused passenger numbers to fall sharply to
1.84 million in 2001/02.
Brisbane 184,582 619,837 258.1%
Recovery was initially modest as capacity grew slowly,
but accelerated throughout 2003 and 2004 through
Melbourne 697,571 1,008,199 44.5%
the commencement of services by Regional Express
(Rex) and Brindabella Airlines and the rapid expansion
Sydney 836,122 887,447 6.1% of Virgin Blue and Qantas. This growth is expected to
continue as international services commence, existing
Source: BITRE (2008) routes see added capacity through increased frequency
and/or larger aircraft, and as Canberra Airport targets
the commencement of further new routes by new and
existing low-cost carriers.

Additional route and frequency announcements by airlines,

introduction of larger aircraft and previously buoyant

Figure 5.6
Passenger numbers on the 4 major RPT routes to/from
Canberra for the ten year period 1998/99-2007/08
1,100,000
1,000,000
900,000
800,000
700,000
PASSENGERS
600,000
500,000
400,000
300,000
200,000
100,000
0
98/99 99/00 00/01 01/02 02/03
YEAR
Source: BITRE (2008)
economic conditions meant that passenger numbers
exceeded 2.85 million in 2007/08, a 5.9% increase over
2006/07. The recent slowdown in the global economy
is expected to slow growth over the next 12-24 months
bringing growth back to the long-term 4.2% growth
trendline, although growth is expected to remain positive.
Long-term domestic and regional passenger growth has
been independently forecast by Airbiz & Canberra Airport
to be 4.2% per year to 2029/30, which are the mid-range
forecasts. This projection is based on historic passenger
growth and expected aviation trends. On this basis, total
domestic and regional passengers are projected to exceed
6.8 million per year by 2029/30. This mid-range forecast
does not take into account passenger growth associated
with relieving traffic at a potentially congested Sydney
Airport. Current trends are significantly higher than these
forecasts, with passenger numbers in 2007/08 growing by
5.9%. Similarly, the mid-range forecast does not take into
account the significant capacity increases by both Virgin
and Qantas on their Canberra routes from early 2008 and
the commencement of services by Tiger Airways which led
to growth significantly above the 4.2% growth trendline.
Additional upper and lower forecasts are also provided.
The upper level forecast is based on a scenario where
Canberra Airport attracts some overflow traffic from a
57
LEGEND
Canberra - Melbourne
Canberra - Sydney
Brisbane - Canberra
Adelaide - Canberra
03/04 04/05 05/06 06/07 07/08
congested Sydney Airport, especially in the last eight
years of the forecast period from 2021/22 to 2029/30.
This scenario would see overall passenger traffic exceed
8.8 million per annum by 2029/30. The lower level
forecast would see total passenger numbers climb to
approximately 6.7 million in 2029/30.
Worldwide aviation growth and Canberra
Global aircraft manufacturer Boeing predicts 5.8%
annual passenger growth in the Asia-Pacific for the next
20 years (excluding China, which pushes the number
up even higher), with much growth attributed to the
booming low-cost airline sector. Airbus predicts 6.2%
overall annual growth for the region. Canberra Airport
reflects the trend in the region, seeing growth of 5.9%
in 2007/08 over the previous year.
Whilst Australia has already embraced the low-cost
carrier concept, Canberra Airport has significant growth
potential beyond that of many other Australian airports
because it has not yet seen massive growth stimulated
by low fares. The recent commencement by Tiger
Airways as a true low-cost carrier service to Canberra
is expected to be the first of many, and coupled with
announcements by both Virgin and Qantas for large
capacity increases, is expected to stimulate demand and
herald a period of significant growth for the Airport.
Canberra Airport | Preliminary Draft Master Plan 2009

Table 5.4
RPT services to and from Canberra Airport – 2003-2008

Flights per week Flights per week

Route Increase
Nov 2003 Nov 2008
Canberra-Brisbane 92 138 50.0%

Canberra-Sydney 415 396 -4.5%

Canberra-Melbourne 170 243 42.9%

Canberra-Adelaide 33 37 12.1%

Canberra-Perth 0 14 N/A

Canberra-Albury 20 20 N/A

Canberra-Newcastle 22 32 45.5%

Canberra-Gold Coast 2 14 600%

Total RPT flights 754 894 18.5%

Figure 5.7
RPT aircraft movements on the 4 major RPT routes
to/from Canberra for the ten year period 1998/99-
2007/08

35,000 LEGEND
Canberra - Melbourne
Canberra - Sydney
30,000 Canberra - Brisbane
Canberra - Adelaide

25,000
NO. FLIGHTS

20,000

15,000

10,000

5,000

0
98/99 99/00 00/01 01/02 02/03 03/04 04/05 05/06 06/07 07/08

YEAR
Source: BITRE (2008)

Figure 5.8
No of seats available on RPT aircraft services on the 4
major RPT routes to/from Canberra for the ten year
period 1998/99-2007/08
1,600,000
1,400,000
1,200,000
1,000,000
NO. SEATS
800,000
600,000
400,000
200,000
0
98/99 99/00 00/01 01/02 02/03
Source: BITRE (2008)
Note that international growth forecasts are discussed at
Section 5.2.
As part of their passenger forecast analysis, Airbiz
conducted a benchmark study against other Australian
Airports and global industry forecasts conducted by Boeing
and Airbus. These show that Canberra Airport’s medium
growth rate forecast of 4.2% is reasonable. Please refer to
Figures 5.9 and 5.10.
5.1.4 Domestic and regional aircraft movement the eventuality that some traffic from Sydney is routed
projections
In 2007/08, Canberra Airport saw 39,629 domestic
and regional Regular Public Transport (RPT) aircraft
movements, an increase of 7.5% over 2006/07. This
reflects the significant increase in services commenced
by the airlines in the past 12-18 months. Large increases
in airline aircraft movements are also expected to be
reflected in the 2008/09 figures.
Notwithstanding current movement growth figures,
growth in domestic aircraft movements is generally
expected to be below the growth rate for passengers,
reflecting an increase in average aircraft size over time.
Airbiz and Canberra Airport forecasts show a 3.4% per
annum growth rate for domestic aircraft to 2029/30. This
59
LEGEND
Canberra - Melbourne
Canberra - Sydney
Canberra - Brisbane
Canberra - Adelaide
03/04 04/05 05/06 06/07 07/08
YEAR
is comparable to the 3.3% 20 year historical compound
annual average growth rate for Canberra Airport.
These forecasts predict 88,864 domestic and regional RPT
movements per annum in 2029/30 an average of almost
243 domestic flights per day compared to approximately
140 today.
These mid-range forecasts do not take into account
any overflow of movements from Sydney Airport. In
through Canberra, domestic, regional and international
aircraft movements would exceed those reflected in
current mid-range forecasts.
5.2 International growth opportunities
With the construction of a dedicated international
processing facility as part of Canberra Airport’s new
terminal building, and an ongoing focus by the
Commonwealth Government on attracting international
services to regional Australian Airports via an unrestricted
access regime to foreign carriers, Canberra Airport expects
to receive direct international services by mid-2010.
Infrastructure requirements to support international
passenger services are described at Chapter 9.
Canberra Airport | Preliminary Draft Master Plan 2009

Table 5.5
Forecast passenger numbers at Canberra Airport to
2029/2030

2007/08 2011/12 2016/17 2021/22 2027/28 2029/30

(ACTUAL)

Domestic/Regional 2,850,016 3,215,348 3,893,191 4,713,933 5,930,301 6,401,885

LOW RANGE International 0 94,349 146,765 213,158 279,552 305,996
Total 2,850,016 3,309,697 4,039,956 4,927,092 6,209,853 6,707,881

Domestic/Regional 2,850,016 3,271,455 4,018,645 4,936,489 6,318,653 6,860,566

MID RANGE International 0 117, 936 183,456 266,448 349,440 382,495
Total 2,850,016 3,389,391 4,202,101 5,202,937 6,668,093 7,243,061

Domestic/Regional 2,850,016 3,386,120 4,280,641 5,411,469 7,461,566 8,304,910

HIGH RANGE International 0 153,317 238,493 346,382 454,272 497,244
Total 2,850,016 3,539,437 4,519,134 5,757,852 7,915,838 8,802,154

Source: Airbiz (2007), Canberra Airport (2009)

Figure 5.9
Boeing and Airbus 20-year global forecast analysis
compared with Canberra Airport projection

8
LEGEND
Historical
7 Airbus 5.3% growth
Boeing 4.8% growth
Canberra 4.2% growth
6

5
MILLIONS

0
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
2027

YEAR

Source: Airbiz (2007)

Significant numbers of passengers travelling to and
from international destinations currently transit Sydney
and Melbourne en route to and from Canberra and the
surrounding region. Direct international services would
reduce this reliance on transiting at another Australian
Airport. Direct international services would also be
expected to stimulate the existing market via reduced
fare levels and reduced travelling time to overseas
destinations.
Direct international passenger flights are expected to
initially include flights to New Zealand, followed by flights
 61

Figure 5.10
Other Australian airports 20-year global forecast
analysis compared with Canberra Airport projection

8
LEGEND
Historical
7 Brisbane 5% growth
Newcastle 4.9% growth
Melbourne 4.5% growth
6 Canberra 4.2% growth
Sydney 3.9% growth
Adelaide 3.5% growth
5
MILLIONS

0
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
2027

YEAR
Source: Airbiz (2007)

to a major Asian hub (eg: Singapore, Hong Kong).
Passenger demand is expected to be a mix of business
and government travel associated with Canberra’s function
as the national capital, tourism traffic and people visiting
friends and relatives (both inbound and outbound). The
business/government component of the market is high-
yield traffic, increasing the viability of services for airlines.
In the medium term, international flights would be
expected to feed into a Canberra Airport regional hub
for both regional flights and bus services, significantly
increasing the catchment market for such services.
The commencement of direct flights from Canberra to New
Zealand, the Pacific and Asia is expected over the period of
this Master Plan. Airbiz & Canberra Airport forecast 2,493
international aircraft movements using a mix of narrow
body (Boeing 737, Airbus A320) and medium wide-body
aircraft (Boeing 767, Airbus A330) in 2029/30, an average
of approximately seven international movements per day.
Flights to New Zealand are expected to initially operate
three to five times per week with narrow-body aircraft
(Boeing 737/Airbus A320) by mid-2010 and are expected
to grow to daily. Services on the Canberra-Auckland
route would allow for “one-stop” international flights to
Los Angeles, San Francisco and other North and South
American cities via Auckland. Such services are likely to
be operated by the Qantas Group, Air New Zealand or the
Virgin Group. Prior to the recent financial crisis, detailed
discussions were ongoing with several airlines regarding
trans-Tasman passenger services.
ACT Tourism commissioned a study in 2005 that clearly
identified demand for direct flights to a major Asian
hub, most likely Singapore or Hong Kong, to provide
connections throughout Asia, the Middle East and Europe3.
Such flights would likely operate a three to four weekly
schedule with a medium-size wide-body aircraft such as
Boeing 787 or Airbus A330. Qantas would be well placed
to operate such services, but it is seen likely that interest
may also come from airlines such as Singapore Airlines
and Cathay Pacific. The new breed of low-cost long-haul
international airlines such as Air Asia X may also be
attracted to Canberra as an alternative to the capacity-
constrained Sydney Airport. Further opportunities to Asia
may also exist via a narrow body aircraft (such as Airbus
A320) service to Asia via a hub in Darwin.
In the medium term, further routes to Asian and Middle-
Eastern hubs, such as Bangkok and Dubai, are likely, as
well as to leisure destinations such as Fiji or Bali.
Canberra Airport | Preliminary Draft Master Plan 2009

Table 5.6
Forecast annual aircraft movements at Canberra
Airport to 2029/30

2007/08 2011/12 2016/17 2021/22 2027/28 2029/30

(ACTUAL)

Domestic/Regional 36,629 47,561 55,137 63,919 76,322 80,970

International 0* 312 730 1,095 1,504 1,672
LOW RANGE
Other 48,947 48,591 53,912 56,662 58,383 58,968
Total 88,576 96,464 109,779 121,676 136,209 141,610

Domestic/Regional 36,629 48,681 57,538 68,008 83,116 88,864

International 0* 728 1,248 1,768 2,288 2,493
MID RANGE
Other 48,947 49,740 57,383 60,310 64,021 65,308
Total 88,576 99,149 116,169 130,086 149,425 156,665

Domestic/Regional 36,629 50,985 62,629 76,934 98,474 106,919

International 0* 1,092 1,820 2,548 3,822 4,375
HIGH RANGE
Other 48,947 53,017 64,503 71,217 78,255 80,752
Total 88,576 105,094 128,952 150,699 180,551 192,047

Source: Airbiz (2007), Canberra Airport (2007)

* Note that a limited number of international VIP, charter and business jet flights
operated to/from Canberra Airport in 2007/08.

The expected routes for international flights are expected to be fully functional in 5 years is expected to be
shown at Figure 5.11. The expected timetable for the the catalyst for attracting international services.
commencement of these routes is shown at Table 5.7.
Note that these timeframes may alter subject to airlines’
5.3 Impact of Sydney Airport on passenger
commercial priorities and the availability of appropriate
international passenger processing facilities.
growth
The increasing capacity constraints at Sydney Airport in
The opportunities that currently exist for international
the absence of a second airport and Sydney’s curfew
services to Canberra can be compared with the success of
and movement cap further enhance Canberra Airport’s
Adelaide in attracting direct international services, much of
potential as a regional and international airport in the
which can be attributed to new terminal facilities. Whilst
future. Key points include:
Adelaide is a city twice the size of Canberra’s population
catchment, it is a far lower yield market (more leisure and • Sydney Airport is expected to be at or near capacity
visiting friends and relatives travel). Nonetheless, in late within 20 years, with significant capacity constraints
2008 Adelaide Airport received ten weekly direct services already evident today. As Sydney approaches full
to Singapore, daily services to Hong Kong and Auckland, capacity, Canberra Airport believes that there is likely
as well as four weekly services to Kuala Lumpur and two to be increasing pressure upon Sydney Airport’s
weekly services to Bali (a total of 30 weekly international infrastructure, particularly during peak periods.
passenger departures). Aviation delays in the Sydney basin are thus likely
to become more common and there is likely to
As outlined earlier, while current airport facilities may
be pressure on passengers not commencing or
accommodate some limited international flights in the
terminating their journeys at Sydney to avoid Sydney
current terminal, major upgrades to allow for departure
airspace. Canberra is well positioned to become a
and arrivals halls with full customs and immigration
hub for the significant number of passengers who
facilities will be needed to allow for larger capacity or
currently have to transfer flights at Sydney;
more frequent international aircraft. The construction of
the new multi-user domestic/ international terminal,

3
The Potential Demand for Direct International Flights Between Canberra and Singapore, Access Economics, 29 November 2005.
 63

Figure
Figure5.11
5.11 AUSTRALIA
PROJECTED
PROJECTEDINTERNATIONAL
INTERNATIONALAIR
AIRSERVICES
SERVICESFROM
FROMCANBERRA
CANBERRA
CONNECTIONS
VANCOUVER TO CANADA
TOKYO
BEIJING

SHANGHAI
CONNECTIONS
TO EUROPE/
MIDDLE EAST
CONNECTIONS
HONG KONG HAWAII TO USA/CENTRAL
LOS ANGELES AMERICA

BANGKOK

KUALA
LUMPUR
SINGAPORE

TO DUBAI

BALI CONNECTIONS TO
PACIFIC/ NORTH
AMERICA

FIJI

AUSTRALIA Legend
Future routes within 5 years

CANBERRA CONNECTIONS TO
SOUTH AMERICA
Future routes within 20 years

AUCKLAND Connecting to onward destination

WELLINGTON

CHRISTCHURCH

• With Sydney Airport’s curfew, Canberra Airport is the Sydney Airport will be located outside the Sydney basin.
only 24-hour Boeing 747 and Airbus A380 capable Whilst the definition of the Sydney basin remains unclear,
airport between Melbourne and Brisbane, making it a it has been established that a high-speed rail link will be
critical national infrastructure asset; and required to link Sydney with the new airport site.

• With the upgraded highway to Sydney, a growing
bus network linking Canberra Airport with the region
and adequately priced and convenient parking
arrangements at Canberra Airport, some residents
of the Southern Highlands, South Coast and Western
Sydney may use Canberra Airport as an alternative
to Sydney. This will be further aided through the
development in the short term of a regional bus
interchange at Canberra Airport.
Canberra Airport submits that the use of an existing major
airport facility, such as Canberra Airport, will significantly
mitigate the economic cost to the Commonwealth of this
infrastructure. For example, the cost of developing a new
(greenfields) international airport between Sydney and
Canberra, with a dedicated high speed rail link to Sydney,
would be substantially greater than extending a high
speed rail line to Canberra and utilising existing airport
facilities at Canberra Airport.

Furthermore, a high speed train link to serve a second

5.4 Second Sydney Airport Sydney Airport in Canberra would not simply serve the
needs of the Airport site, as it would at a greenfields
The 2008 Aviation Green Paper highlights the need for a
Airport site, but would also serve the significant population
second Sydney Airport to cater for the ongoing growth in
catchment in and around the ACT.
aviation demand from the Sydney basin.

The Commonwealth has also indicated that a second

Canberra Airport | Preliminary Draft Master Plan 2009

Table 5.7
Target regional and domestic routes, expected
commencement timeframe

Timeframe TARGETED INTERNATIONAL ROUTES

Short Term Singapore or Hong Kong

Auckland
Wellington
London and Europe (via Asia)
India and Middle East (via Asia)
Los Angeles (via Auckland)
San Francisco (via Auckland)
Santiago (via Auckland)
Medium Term Hong Kong or Singapore
Bangkok
Christchurch
Denpasar (Bali)
Dubai (direct or via Asia)
Beijing
Shanghai
Kuala Lumpur
Nadi (Fiji)
Long Term Hawaii (direct)
Tokyo
Los Angeles (direct)
 65

Chapter six
freight operations
Canberra Airport | Preliminary Draft Master Plan 2009

Chapter six | Freight operations
Canberra Airport already sees a range of overnight
airfreight operations catering to the existing needs of
Canberra and the region, as well as a range of other night
aircraft movements.
As an existing key origin and destination city in
Australia’s overnight express airfreight market, curfew
restrictions on Sydney are expected to deliver substantial
new opportunities for airfreight at Canberra Airport,
as an intersection point on the north-south and east-
west freight axes. This key role was highlighted in the
Commonwealth’s December 2008 Aviation Green Paper.
This Master Plan outlines the expected commencement
of an overnight express freight hub at Canberra Airport
in response to the needs of the overnight express freight
industry and its development over the planning period of
the Master Plan. It also foreshadows the commencement
of dedicated international airfreighter services to Canberra
Airport.
67
The development of a vibrant airfreight operation at
Canberra Airport is expected to deliver very significant
economic benefits for the region, including jobs, and open
the region up to a broad range of new industry sectors
benefiting from being located adjacent to Australia’s key
freight hub.
This chapter also addresses community concerns with
respect to the impact on the community of additional
freight activity at Canberra Airport, including aircraft noise
and additional road traffic impact.
By articulating the noise impact of overnight aircraft
operations, this Master Plan makes the community aware
of the necessity achieve sustainable long term land use
planning outcomes to keep the main flight paths to and
from Canberra Airport free from residential development.
This Master Plan also outlines Canberra Airport’s
commitment to protect residents from overnight aircraft
noise through strengthened noise abatement procedures.
Canberra Airport | Preliminary Draft Master Plan 2009

Chapter six | Freight operations

“Forty per cent of the value of world trade already goes

by air, and the percentage is steadily rising” John D.
Kasarda, “New Logistics Technologies and Infrastructure
for the Digitised Economy”, 2000

Opportunity for freight at Canberra Airport

Due to Australia’s largest airport and primary freight origin
and destination, Sydney, being constrained by an overnight
curfew, freight airlines have long used inefficient and
expensive networks to transport time-sensitive freight
around the country.

However, with an excellent road connection to Sydney and

24-hour curfew-free status, freight operators are beginning
to appreciate the opportunities available at Canberra
Airport.

Based on highly successful operations at airports in

secondary cities in North America and Europe which in
some cases see large numbers of nightly freight flights by
the likes of DHL, UPS and FedEx to cater for the massive
US and European Markets, this Master Plan envisages
international, trans-Tasman and domestic freight flights
congregating at Canberra (albeit on a smaller scale than
seen in the US and Europe), exchanging freight, and
departing again to their destination. Freight destined
to Sydney (and in some cases Melbourne) would be
transferred to trucks enabling express delivery before the
commencement of the business day.

Airfreight activity accounts for about 30-32% of gross

domestic output and value-added by the aviation services
industry. Airfreight is becoming more important with the
growth in trade, changes in manufacturing processes
with time compression of the supply chain, widespread
adoption of just-in-time working practices, and an
increasing shift to high value, low weight goods as well as
services.

In a climate of increasing community concern regarding

noise, especially at night, the Commonwealth Government
in its 2008 Aviation Green Paper has identified the
importance of maintaining a network of curfew-free
airports, including Canberra Airport, on north-south and
east-west axes, to allow for the ongoing successful
operation of overnight airfreight and other overnight
aircraft operations. The Green Paper also recognises the
importance of appropriate land use planning (ie: no noise-
sensitive developments under flight paths), community
consultation and the optimal location of flight paths
to ensure these airports remain curfew free. Canberra
 69

Airport welcomes this commitment to the maintenance
of an effective overnight national aviation capability
and believes it can play a central role in achieving the
Commonwealth Government’s objectives.
6.1 Existing overnight express freight types able to be operated to the Airport overnight.
network
6.1.1 Current national overnight express freight delivery of overnight freight to Sydney.
network
The current overnight airfreight system comprises a
complex network of routes designed around meeting
curfew requirements at Sydney Airport, and to a lesser
extent Adelaide Airport. The current network-based
system is inefficient and reliant on strict maintenance of
aircraft schedules to ensure freight is transported across
the country in time for the beginning of the next business
day. Figure 6.1 is indicative of the current trunk overnight
airfreight network operated by the two major overnight
airfreight operators, Australian Air Express and Toll Priority.
Problems with the current network-based approach
include:
• Sydney is Australia’s largest origin and destination
for express overnight freight, yet Sydney Airport is
curfew-constrained. The curfew restricts the aircraft
Larger freight aircraft such as B737 are unable to
operate during curfew hours, severely hampering the
• The lack of daylight savings in Queensland means
that for 6 months of the year, the Sydney curfew
severely impacts on cut-off times for freight
destined to Sydney from Brisbane and elsewhere in
Queensland.
• The BAe146 is designated in legislation as the only
jet freighter able to operate to Sydney during curfew
hours. This aircraft is currently ageing and is thus
more susceptible to maintenance problems and is of
lower freight-carrying capacity than more modern
freighter aircraft. The Commonwealth has signalled

Figure
Figure6.1
6.1
CURRENT
CURRENT OVERNIGHT AIRFREIGHT
OVERNIGHT AIR FREIGHTNETWORK
NETWORK

DARWIN Legend
Existing freight network
(major routes only)

CAIRNS

TOWNSVILLE

ALICE SPRINGS

BRISBANE
AUSTRALIA

PERTH
SYDNEY
ADELAIDE
CANBERRA

MELBOURNE

LAUNCESTON

HOBART

Figure 6.2
FUTURE FREIGHT HUB SCENARIO (INDICATIVE ONLY)
 AUSTRALIA

PERTH
SYDNEY
ADELAIDE
Canberra Airport | Preliminary Draft Master Plan 2009 CANBERRA

MELBOURNE

LAUNCESTON

HOBART

Figure
Figure6.2
6.2
FUTURE
FUTURE FREIGHT HUB SCENARIO
FREIGHT HUB SCENARIO(INDICATIVE
(INDICATIVEONLY)
ONLY)

DARWIN Legend
Future freight hub network

Other freight services

CAIRNS
Note: This plan is indicative only - actual developments and
the timing and placement of those developments will be
subject to demand, detailed planning and the obtaining of
TOWNSVILLE relevant approvals.

ALICE SPRINGS

BRISBANE
AUSTRALIA

PERTH
SYDNEY
ADELAIDE

CANBERRA
MELBOURNE

LAUNCESTON

HOBART

that it has no intention to review curfew legislation
to allow alternative aircraft types to operate during
curfew.
• The network-based system requires more aircraft,
including less efficient, smaller and older aircraft to
operate more flights, hence increasing overall fuel
burn, increasing emissions and hence raising the cost
of airfreight.
• The network-based system means that a delay to one
key flight can impact the entire system overnight,
with significant cost implications to freight operators,
who in such cases are often forced to charter
alternative aircraft at short notice to meet contractual
obligations.
It is noted that express overnight freight is only carried
by air where it is not able to be carried by road. Despite
the current extensive overnight airfreight network, large
numbers of trucks operate to and from capital cities,
including Canberra, and major regional centres across the
eastern seaboard 24-hours a day, and even to Perth over
weekends.
6.1.2 Current overnight freight operations at
Canberra Airport
Overnight airfreight to and from Canberra Airport is already
a key component of Australia’s express airfreight network.
Whilst much of Canberra’s airfreight (as it is across
Australia) is carried in the holds of passenger aircraft
and on trucks where possible, requirements of business,
government and the community dictate that a number
of scheduled airfreight operations currently operate each
night to and from Canberra.
Overnight airfreight carried to and from Canberra includes
overnight express freight envelopes, critical medical items
such as blood, plasma and radioactive isotopes for cancer
treatment, cash for the banking system, diplomatic parcels
and newspapers.
Current freighter routes include a Toll Express freight
service from Bankstown-Canberra-Cooma operating to
Cooma each morning and returning to Bankstown each
evening. This service is especially targeted at the financial
services industry but also carries other freight.
 71

In addition to this, a nightly service operates to and from
Sydney and a twice nightly service operates to and from
Melbourne on behalf of Australian Air Express, carrying all
manner of freight. Note that a reduced service is operated
on weekends. Freight to other destinations around
Australia is transferred at Melbourne onto other freighter
aircraft for on-carriage.
Table 6.1 provides approximate timings for the current
weekday scheduled freighter services, although it is
noted that, unlike passenger services, the timings do
vary considerably and additional services may be added
or existing services suspended at short notice subject to
demand. All current services are operated by large piston
or smaller turboprop aircraft such as the Metroliner.
Furthermore, Canberra Airport also receives other
overnight freighter aircraft (such as the BAe146 jet
freighter) on an ad-hoc basis where adverse wind
conditions or delays prevent these aircraft from operating
to Sydney in accordance with strict curfew conditions.
Canberra Airport also receives a significant number of
other night aircraft operations, including scheduled airline
services. For example the daily Virgin Blue Gold Coast
service is scheduled to land at Canberra after 11:30pm six
nights a week.
Table 6.1
Current freighter schedule to/from Canberra Airport
(times approximate)
ROUTE DEPART TIME
It is noted that due to significant noise abatement
procedures in place to protect the community from night
aircraft noise, no community complaints have been
received for many years regarding regular or ad-hoc
diversion freight services to and from Canberra Airport or
from regular late-night scheduled passenger services. This
includes the huge C-17 and C-5 transport aircraft operated
by the US Air Force that operated to Canberra at all times
of the day and night associated with the 2003 visit of the
US President.
Noise abatement procedures in place to prevent
community noise exposure is discussed in greater detail at
Chapter 14.
In addition to the express overnight airfreight services,
a significant amount of road freight travels to and from
Canberra (including overnight) to a variety of destinations
including Sydney and Melbourne. Given the reduced cost
of road freight over airfreight, road transport will generally
be preferred over airfreight where time allows it.
6.2 Regional, domestic and Trans-Tasman
Airfreight growth
The Australian Government’s December 2008 Aviation
Green Paper advised that it will act to “enable the
maintenance of a north-south and east-west network
of non-curfew airports” and that this network “is crucial
to maintaining access for airlines and airfreight services
to major airports such as Brisbane, Cairns, Canberra,
Melbourne and Perth.”

The Green Paper has also ruled out any changes to current
Bankstown-Canberra 0715
curfew restrictions at Sydney, Adelaide, Gold Coast and
Canberra-Cooma 0730 Essendon Airports to provide ongoing respite to members
of the community surrounding these airports.
Cooma-Canberra 1730
Canberra-Bankstown 1815 Recognising the Australian Government’s intentions for
an east-west and north-south network, and recognising
Canberra-Sydney 2115 the reality that an ageing fleet of aircraft and increasing
Canberra-Melbourne 2145 airfreight volumes are impacting on the viability of the
current network-based overnight freight system, Canberra
Melbourne-Canberra 2330 Airport believes that it is highly likely that a hub-based
Canberra-Melbourne 0015 airfreight system will be introduced by airfreight operators
to satisfy the ongoing requirement for overnight airfreight
Sydney-Canberra 0115 across Australia. Please refer to Figure 6.3.
Melbourne-Canberra 0130
Canberra Airport | Preliminary Draft Master Plan 2009

Figure
Figure6.3
6.3
NORTH-SOUTH
NORTH-SOUTHAND
ANDEAST-WEST
EAST-WESTNETWORKS
NETWORKSOFOF
CURFEW -FREE AIRPORTS
CURFEW-FREE AIRPORTS

CAIRNS

AUSTRALIA NORTH-SOUTH BRISBANE

CORRIDOR

EAST-WEST CORRIDOR

PERTH
Legend

CANBERRA North-South corridor

East-West corridor
MELBOURNE

6.2.1 Expansion of overnight airfreight operation: Recognising these advantages, Canberra Airport has been
the overnight freight hub concept
Only three hours by dual lane motorway from Sydney,
Canberra Airport offers an attractive and cost-efficient
alternative: a curfew-free and slot-free airport. It offers
existing available apron and warehousing space as well as
land area available for freight expansion. It is also centrally
located in South-Eastern Australia at the meeting point
of the east-west and north-south network of curfew-free
airports to provide a hub for both road and airfreight
connections to other major centres.
It is a central component of the Master Plan (as with the
two previous approved Master Plans) that Canberra Airport
remains curfew free. The curfew-free status of Canberra
Airport and the importance of maintaining this status is
also clearly outlined by the Commonwealth in its 2008
Green Paper. Investment in infrastructure at Canberra
Airport, especially for freight, has already been and will
continue to be made during the life of this Master Plan in
reliance on this fact.
approached by two major domestic overnight airfreight
operators regarding the opportunity to develop a domestic
hub for overnight airfreight. One of the operators of Trans-
Tasman overnight freight have also advised that they are
interested in operating their services to Canberra rather
than Sydney, especially if a domestic freight network is
established.
Whilst an exact timeframe is uncertain, it is expected that
such a freight hub may commence within five years.
It is important to recognise that this proposal is being
driven by the users of the Airport – the airfreight operators.
It is these operators who will determine when and
how a freight hub at Canberra Airport will operate. In
transparently setting out a concept proposal in this Master
Plan to explain to Airport users and the community how a
freight hub may work, it must be acknowledged that this
represents Canberra Airport’s best assessment of the likely
outcomes of a freight hub, and is therefore not a definitive
representation of what might actually occur.

However, if the Sydney Airport curfew is relaxed, the
levels of airfreight outlined in this Master Plan are likely to
be reduced. However, Canberra Airport believes that these
two options are unlikely to eventuate in the near future.
6.2.2 Canberra Airport overnight freight hub – trucks, there are minimal warehouse or other storage
initial stages
With the establishment of a freight hub, based on
discussions with potential operators, it is expected that the
initial phase of the freight hub will commence with 1-3
jets or large turboprop freighter aircraft per night, such as
Boeing 737 and ATR-42, growing to five aircraft within 2-3
years of commencement.
Figure 6.6 depicts the single event noise contours of a
B737-300F operating a freight service from Canberra to a
domestic destination. It is noted that noise of this aircraft
is generally contained within the High Noise Corridor,
avoiding residential areas of the ACT and Queanbeyan
(apart from some homes in Jerrabomberra located in the
High Noise Corridor).
It is noted that these services may replace a number
of the existing, smaller, freighter aircraft that currently
operate to and from Canberra, especially those services
operating to and from Melbourne. Please refer to Table 6.1
for current airfreight schedules.
Table 6.2 provides a proposed schedule for the first stage
of a freight hub system operating to and from Canberra
Airport (based on non-daylight savings time), determined
in consultation with a freight operator. It is noted that this
schedule is indicative only and is not to be relied upon as
it may vary significantly dependant on the commercial
requirements of the freight operator.
Canberra Airport recognises that older hush-kitted B727
still operate some freight services across Australia and
Trans-Tasman. Canberra Airport supports Australian
Government initiatives outlined in the Green Paper to
phase out these aircraft. It is deemed unlikely (although
possible in the short term – indeed from time to time
they already land in Canberra on diversion from Sydney)
that these aircraft would operate as part of a Canberra
Airport freight hub, as it is expected that these aircraft are
expected to be retired from the operating freighter fleet in
the short term.
The initial stages of the freight hub as indicatively outlined
at Table 6.2 would be able to be accommodated at
4
Data from Toll Holdings, presentation 14 September 2005.
5
Australian Air express data, February 2008 freighter schedule.
73
Canberra Airport with little or no additional infrastructure.
The current Fairbairn apron provides substantial aircraft
parking capability and is directly fronted by hangar
facilities. Given much of the freight in the first stage of
a freight hub is simply exchanged between aircraft or
requirements associated with the freight operation.
Given that the average B-double truck payload is 37
tonnes4 compared with 14.5 tonnes for a B737-300
freighter aircraft5, the number of trucks associated with
the first stage of a freight hub is expected to be restricted
to between one and three services per weeknight night
to Sydney over existing road freight services. It is noted
that often volume is more critical than payload for both
air and road freight, however the same ratios apply as
noted above for freight volume as for payload. Freight
transported by road to Melbourne is unlikely to require
an additional truck service over existing services. It is
also noted that no additional aviation fuel deliveries
would be expected to be required to Canberra Airport to
accommodate this level of freight operations.
Vehicle access to Fairbairn, including for trucks operating
to Sydney (and in some cases Melbourne) as part of the
first stage of a freight hub, will be via Glenora Drive and
onto Pialligo Avenue. Vehicle access from the Pialligo
Precinct will be via Pialligo Avenue. Trucks will then access
the Federal Highway (with connection to the Barton
Highway where applicable) via Majura Road or Sutton
Road, remaining away from residential areas at all times.
These roads are all designated as heavy vehicle routes and
already accommodate large volumes of heavy vehicles
on a daily basis. Truck services associated with the initial
stages of the freight hub are expected to all operate at
night outside peak periods. Please refer to Figure 6.4 for
the regional road freight network.
6.2.3 Canberra Airport overnight freight hub –
future growth
Following the initial establishment of a freight hub at
Canberra Airport, express overnight freight operations at
the airport would be expected to grow in the life of the
Master Plan.
Canberra Airport | Preliminary Draft Master Plan 2009

Table 6.2
Indicative schedule for initial stages of freight hub

AIRCRAFT SCHEDULES STAGE 1 STAGE 2 STAGE 3

Aircraft1
PER 1900 CBR 0030   
CBR 0200 BNE 0335
Aircraft 2
BNE 2200 CBR 0035   
CBR 0200 PER 0410
Aircraft 3
HBA 2145 MEL 2245
MEL 2330 CBR 0030  
CBR 0200 MEL 0300
MEL 0345 HBA 0445
Aircraft 4
ADL
CBR
2130
0200
CBR
ADL
0030
0400
 
Aircraft 5
AKL 2200 CBR 2330 
CBR 0115 AKL 0615
Truck connection (2x B-doubles)
Sydney 2100 CBR 0030   
CBR 0145 Sydney 0515

Note: ADL=Adelaide, AKL=Auckland NZ, BNE=Brisbane, CBR=Canberra, HBA=Hobart, MEL=Melbourne, PER=Perth

The growth of the overnight airfreight hub beyond the
initial stages may occur in any or all of the following ways
over the next 20 years:
• More direct services to domestic destinations, such as
the de-linking of Tasmanian services from Melbourne
services, and services to Alice Springs/Darwin and
north Queensland. This would be expected to add a
further three nightly aircraft operations to the freight
hub network, most likely with smaller jet freight
aircraft.
• Addition of direct overnight trans-Tasman to
Auckland, with possible future additional connection
to Christchurch, involving one to two additional jet
services per night.
• Turboprop and piston-engine freighter services
to regional NSW/Victorian destinations replacing
services that currently operate directly into Sydney
and/or Bankstown Airport. Based on the current
regional network operated by one express freight
operator from Bankstown, this could involve up to
three additional flights per night.
• The commencement of a parallel freight hub by the
second major national overnight freight operator,
running approximately parallel schedules to that
outlined at Table 6.2. This would be likely to initially
involve approximately 3-5 aircraft per night.
• Commencement of direct international freight
services to Canberra to link in with overnight express
 75

Figure 6.4
ROAD6.4
Figure FREIGHT NETWORK TO SUPPORT CANBERRA AIRPORT FREIGHT OPERATIONS
ROAD FREIGHT NETWORK TO SUPPORT CANBERRA AIRPORT FREIGHT OPERATIONS

TO MELBOURNE
AR

TO SYDNEY
JUR

GUNGAHLIN
MA
Ba
rto
n
Hi
gh
wa
y

MAJURA
PARK
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wa
igh
lH
dera
ive

Fe
h Dr
Smit

A RD
MAJUR
FAIRBAIRN
GOLF COURSE
BELCONNEN
sford

ue

Be MAJURA VALLEY
King

lco
urne Aven

nn
en
Wa
y
Northbo

NO
M
AD FAIRBAIRN
DR CANBERRA CBD
ad

PIALLIGO
ra Ro

PRECICNT Fa
ay

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CANBERRA
w

TO air
rk

Maju

CANBERRA CITY PI nA
Pa
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AIRPORT
AL
LIG ve
rk
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O nu
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on

AV
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W
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AIRPORT llig
EN

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GL

TERMINAL ven
ue
PIALLIG

WODEN FYSHWICK
O AVE
RD
JURA
MA

WESTON Drive
Hindmarsh
Monaro

MAJURA QUEANBEYAN
Highway

PARK

BRINDABELLA
MAJURA
RD BUSINESS PARK FAIRBAIRN
GOLF COURSE

NO
M
AD
DR
FAIRBAIRN Legend
PIALLIGO
PRECICNT
GLENORA DR

PIA
LL

Current buildings
IG
O
AV
E
PIA

Existing and possible future

GLENORA freight operations
LLIG

EXIT
DR
OA

RA

AIRPORT
NO

HUME/TRALEE Current and future ACT and region

GLE

TERMINAL
VE

freight distribution
PIALLIGO

EXIT
AVE

TUGGERANONG Local traffic to Fyshwick/Hume

possible freight distribution areas
Road freight routes to/from
Sydney and Melbourne
BRINDABELLA
BUSINESS PARK
Future northern access to
Majura Road from Fairbairn
GLENORA DR
PIAL
LIGO

Note: This plan is indicative only - actual developments and

AVE

TO the timing and placement of those developments will be

QUEANBEYAN subject to demand, detailed planning and the obtaining of
relevant approvals.
Canberra Airport | Preliminary Draft Master Plan 2009
freight services. This is described in greater detail at
Section 6.3.
Table 6.3 provides a summary of estimated growth in
overnight airfreight operations as outlined in this Master
Plan, along with additional B-double (or equivalent) truck
movements, including one additional aviation fuel delivery
vehicle6. Note that these figures are estimates based on
number of return flights per weeknight and that the 20
year scenario assumes all of the growth scenarios listed
above have occurred.
Over the 20 year planning period of the Master Plan, it is
not expected that the frequency of services on existing
routes, as outlined above, will increase. Additional freight
capacity is likely to be achieved through the use of larger
aircraft, such as B757F or B767F on key routes, and larger
turboprop aircraft such as ATR42 on regional freight routes.
It is noted that aircraft such as the B757F, whilst larger,
have a similar noise profile or are indeed quieter than
existing B737F freighter aircraft.
Dedicated freight infrastructure is expected to be required
to facilitate a growing freight hub, particularly aircraft
parking aprons to accommodate the peak overnight hub
period. As indicated at Figure 6.5, options for additional
freight parking areas include west of the RPT apron, south
of the existing Fairbairn apron and east of taxiway Alpha.
It is expected that the initial growth phase of freight
operations will be west of the RPT apron to provide
connectivity with RPT services, which will continue to carry
the majority of domestic freight during the day.
Additional warehousing and offices will also be required
to cater for an increase in the size of a freight hub. Whilst
some of this demand will be adjacent to the aircraft
parking areas, significant warehouse and office support
Table 6.3
Projected growth in overnight freight aircraft
operations and associated truck movements
timeframe jet aircraft
Current
5 years
20 years
6
Information provided by refuelling companies advise that a single B-double carrying aviation fuel to Canberra Airport will carry approximately 53,000 litres of aviation
fuel, enough to refuel between 20 and 30, B737 aircraft, depending on the aircraft’s final destination. As an example, a 737 travelling to Melbourne generally requires
between 1500 and 2000 litres of fuel.
functions are able to be housed elsewhere on-Airport or
even on land surrounding the airport. Section 6.4 describes
regional planning implications in greater detail.
Beyond the planning period of the Master Plan, the
frequency and size of freight aircraft are expected to grow
via increased frequency on existing routes as demand
increases beyond aircraft capacity. It is also possible that
one or more additional freight operators commence
overnight airfreight operations in Australia.
Increases in road transport are also expected to match
increases in airfreight services. Within the ultimate
planning period of the Master Plan (ie: 20 years), up to
ten trucks (B-double or equivalent) may operate to Sydney
in association with increases in the overnight express
freight system, along with 2-3 B-double services per night
to Melbourne. Smaller vehicles may also commence
regional truck services to complement regional airfreight
operations.
6.3 International airfreight opportunities
Whilst the majority of international airfreight continues
to be carried in the holds of passenger aircraft, that will
continue to use Sydney Airport for the foreseeable future,
restrictions on the size of the Sydney Airport site and the
Sydney Airport curfew mean that growth of dedicated
international freighter services continues to be constrained
at Sydney Airport.
Dedicated international freighter services are traditionally
24-hour operations, with significant schedule flexibility
to accommodate the needs of clients. This nature of
operation is not suited to airports constrained both by
curfews, slot-restrictions and with limited parking space for
freight aircraft.
turboprop additional trucks
piston aircraft (inc. aviation movements)
0 5 0
5 3 2
15 10 20

Canberra Airport as a curfew-free, slot-free international
Airport is well placed to provide an alternative to Sydney
Airport, given its close proximity to Sydney. Canberra
Airport has already been approached by international
airlines operating dedicated freight services to Sydney
regarding the opportunity to use Canberra Airport.
International Airfreight operations run 24-hours a day
worldwide and the timings of services to Canberra would
be dictated by the schedule constraints of the airlines
concerned. Current international freight operations to
Sydney operate within Sydney’s curfew constraints;
however this would not necessarily continue to be the
case should services commence to Canberra Airport.
There are currently approximately between 25 and 30
dedicated international freighter aircraft (excluding Trans-
Tasman) operating from Sydney each week from a range
of different airlines to Asia, the United States and Europe.
It is expected that international airfreight services to
Canberra will grow gradually, commencing with one airline
operating 2-3 weekly B747-400F (or equivalent) services
to and from Canberra in the next five years. This number
would be expected to gradually increase through the
remainder of the life of the Master Plan as other airlines
commence services and the frequency of flights increase,
although it is not expected that Canberra would attract the
entirety of the current Sydney freighter capacity within the
life of the Master Plan. Within the 20 year planning period
of the Master Plan, Canberra Airport anticipates receiving
approximately three widebody international freighter
aircraft per day.
The maximum freight payload of a B747-400F is
approximately 110 tonnes. It is expected that some freight
will be directly transferred to other aircraft for transport
around Australia, and thus it is unlikely that more than
two B-double or equivalent trucks would be required to
transport freight from a B747-400F freighter to Sydney.
Figure 6.4 confirms the route expected to be taken
by truck services, with all trucks operating away from
residential areas.
Figure 6.7 depicts the single event noise contours of a
B747-400F operating a freight service from Canberra to
north Asia (eg: Hong Kong, Shanghai). It is noted that
noise of this aircraft is generally contained within the
eastern and western boundaries of the High Noise Corridor,
avoiding residential areas of the ACT and Queanbeyan
(apart from some homes in Jerrabomberra located in the
77
High Noise Corridor) but extends north and south of the
High Noise Corridor over predominantly rural areas.
Existing apron at Fairbairn is currently able to
accommodate B747-400F and equivalent aircraft, and it
is expected that this would be sufficient to accommodate
aircraft parking requirements in the next five years. As
services grow beyond the five year timeframe, additional
apron space will be required. Options for additional freight
parking areas include west of the RPT apron, south of the
existing Fairbairn apron and east of taxiway Alpha. It is
expected that the initial growth phase of freight operations
will be west of the RPT apron to provide connectivity with
RPT services. Please refer to Figure 6.5.
Warehouse and office infrastructure will be required in
the short term to accommodate the commencement of
international freight services, especially with respect to
customs and quarantine requirements. This could initially
be accommodated in existing facilities at Fairbairn but may
require additional facilities to be constructed in the short-
medium term.
Some of these facilities may be co-located with facilities
supporting the domestic overnight freight hub, although
upgraded customs and quarantine facilities and facilities
for the international transport of horses and livestock
may also be required. Whilst some of this demand will
be adjacent to the aircraft parking areas, significant
warehouse and office support functions are able to be
housed elsewhere on-Airport or even on land surrounding
the airport. Section 6.4 describes regional planning
implications in greater detail.
6.4 Regional infrastructure and planning
implications of freight growth
6.4.1 Road network and road freight
As outlined at Section 6.2, the increases in road freight
associated with a freight hub are expected to be limited.
In a five year timeframe, it is estimated that 1-3 additional
B-doubles or equivalent will operate to Sydney overnight
as part of an overnight freight hub in addition to six
weekly B-doubles or equivalent based on a three times
weekly B747-400F international freighter service. In the
20-year Master Plan planning period, it is expected that
20 B-doubles or equivalent will operate to service the
overnight freight hub, with an additional approximately
40 B-doubles or equivalent transporting freight associated
 Canberra Airport | Preliminary Draft Master Plan 2009

Figure 6.5
CURRENT
Figure 6.5 AND POSSIBLE FUTURE FREIGHT OPERATIONS AT CANBERRA AIRPORT
CURRENT AND POSSIBLE FUTURE FREIGHT OPERATIONS AT CANBERRA AIRPORT

D
AR
JUR
MA

MAJURA
PARK

A RD
MAJUR
FAIRBAIRN
GOLF COURSE

NO
M
AD FAIRBAIRN
DR
PIALLIGO
TO
PRECICNT
CANBERRA CITY PI
AL
LIG
O
AV
E

EXI
T
DR
A
OR

AIRPORT
EN
GL

TERMINAL
PIALLIG
O AVE

EXI
T

BRINDABELLA
BUSINESS PARK
GLENORA DR

Legend
PIA

GLENORA
LLIG

Current buildings
OA
VE

Existing freight and freight hub

initial stages within 5 years
Possible future freight within
5 years
Possible future freight within
20 years
Note: This plan is indicative only - actual developments and
the timing and placement of those developments will be
subject to demand, detailed planning and the obtaining of
relevant approvals.
TO
QUEANBEYAN

with a three times daily international widebody freighter
operation. These truck movements include the additional
transport of aviation fuel to Canberra to refuel these
aircraft.
Trucks operating to Sydney (and in some cases
Melbourne), will use Pialligo and Fairbairn Avenues
via Majura Road or Sutton Road to access the Federal
Highway (with connection to the Barton Highway where
applicable), remaining away from residential areas at
all times. These roads are all designated heavy vehicle
transport routes and already accommodate large volumes
of heavy vehicles on a daily basis. Figure 6.4 shows
the expected heavy vehicle access routes to and from
Canberra Airport.
From Fairbairn, trucks will utilise Glenora Drive to access
Pialligo Avenue, until such time as a northern access road
linking directly to Majura Road is constructed.
From the RPT precinct, vehicles will link directly onto
Fairbairn to access Majura Road or alternatively onto
Pialligo Avenue to link to Sutton Road.
Truck services associated with the first stage of the freight
hub are expected to all operate at night outside peak
periods. Please refer to Figure 6.4 for the regional road
freight network.
6.4.2 Economic and land-use planning broader economy. Nevertheless, the concept of a freight
implications
The development of significant airfreight operations at
Canberra Airport will provide substantial benefit to the
ACT and region economy, providing not only employment
opportunities in the freight and other associated
businesses and the broader economy but also improving
freight options for local business. The creation of a true
freight hub (Australia’s first) with nightly connections to
all major Australian cities will also have a much greater
long-term benefit to the region by making it the single
most attractive region in Australia for any time-sensitive
manufacturing, logistics and distribution business to be
located.
Within 20 years, should a freight hub be established at
Canberra Airport, it is expected that around 1,000 people
would be employed by the freight industry at and around
Canberra Airport, with a further 5-7,000 people employed
in associated businesses.
The Canberra Business Council has advised that the
7
Canberra Business Council submission on the 2005 and the 2008 Master Plans.
79
establishment of a freight hub at Canberra “has been
supported by the wider business community for a number
of years and remains so.”7 The Business Council also raised
benefits of a freight hub such as reduced environmental
impact, reduced time and costs associated with the freight
hub, the limited operational times at Sydney Airport and
more convenient scheduling due to 24-hour operation.
Strong support has also been provided by the Canberra
and Region Chamber of Commerce and Industry.
Whilst a freight hub has implications for land use on-
Airport, significant impacts are also expected off-Airport.
Demand for warehousing, freight-forwarding and similar
facilities in the vicinity of the Airport will increase as
airfreight operations increase. Existing facilities at Fyshwick
and Hume are suitably located and well suited to this
land use; however it is likely additional land will be
required. It is noted that significant new development
opportunities for this land use exist in the Majura Valley
and Queanbeyan City Council area adjoining the ACT
Industrial suburb of Hume, especially given such land use
is not impacted by high levels of aircraft noise.
6.5 Community impact of freight growth
There are significant economic and employment benefits
of a freight hub for the Canberra and region community,
as well as broader benefits for Australian industry and the
hub causes significant concern to some members of the
Canberra and region community.
Some members of the community have indicated
concern about the potential for large numbers of freight
aircraft operating at night over their homes and causing
disturbance to their sleep, as well as fearing significant
additional heavy road traffic associated with a freight hub
(both carrying freight and aviation fuel).
6.5.1 Road traffic impact
In response to community concerns, Canberra Airport
confirms that the road traffic impact of trucks transporting
freight associated with a freight hub and international
freight operations is extremely low compared with existing
levels of road freight. Furthermore, truck traffic associated
with the freight hub will use existing designated heavy
vehicle routes and will avoid residential areas. In the short
term, a total of 1-3 B-doubles or equivalent per weeknight
are expected to operate to Sydney as part of the overnight
Canberra Airport | Preliminary Draft Master Plan 2009
freight hub, in addition to two B-doubles or equivalent per
international freight aircraft. In the 20 year planning period
of the Master Plan, there are not expected to be more
than 20 B-double or equivalent trucks per day including
trucks carrying aviation fuel to support the overnight
freight hub, with an additional 40 supporting a three
times daily international widebody freighter operation.
This compares with an average of 1,700 heavy vehicles
per day currently using Majura Road and Pialligo Avenues,
with similar numbers on other designated heavy vehicle
routes around the Airport.
Additional commercial and industrial development is
expected to be located in the vicinity of Canberra Airport
on account of additional airfreight operations at the
Airport. This will increase road traffic, both in terms of
people travelling to and from work, as well as vehicle
movements directly attributable to the industry or
development involved.
As outlined in Chapter 11, the current and future proposed
upgrades to the regional road network are expected to
meet demands of users for the planning period of the
Master Plan. However, Canberra Airport is committed
to continuing to consult with the ACT Government
(ACT Roads) via its Airport Roads Forum, as well as
with the Queanbeyan City Council and NSW Roads and
Traffic Authority to review any additional infrastructure
requirements moving forward.
6.5.2 Aircraft noise impact
It is acknowledged that any additional aircraft operations
to and from Canberra Airport will bring some additional
noise to Canberra Airport. Canberra Airport also
acknowledges that the impact of aircraft noise at night has
the potential to cause greater impact than aircraft noise
during the day.
The impact on the community from night freight flights
is mitigated by the fact that aircraft can arrive and depart
into Canberra Airport without overflying residential areas
and that of the 140,000 houses located in Canberra and
Queanbeyan, only 600 are located in the High Noise
Corridor and less than 800 houses have any meaningful
exposure to aircraft noise from regular jet aircraft. Please
refer to Figures 6.6 and 6.7 showing the Single Event
noise impact of a typical B737-300F operating a domestic
night freight service and B747-400F aircraft operating an
international freight service to North Asia. These figures
demonstrate that no residents within the ACT, and only a
few within Jerrabomberra, will be exposed at any time to
noise over 65dBA as part of a freight hub.
6.5.2.1 Protecting the community from adverse noise
impact
As outlined in detail in Chapter 14 and depicted in
Figures 6.6 and 6.7, 99.5% of the Canberra Community
is protected by the Noise Abatement Areas, preventing
low-level jet and large turboprop aircraft overflight.
Canberra Airport also commits in this Master Plan to seek
a complete prohibition of aircraft overflight of the Noise
Abatement Areas at night, except where operationally
required. This will extend to all operators the terms already
agreed to by existing night freight and other operators to
provide respite to residents of Canberra and Queanbeyan
at night. Canberra Airport will not allow significant night
freight operations to commence from Canberra Airport
without this protection, either in the form of a Night
Noise Agreement (as exists currently) with the individual
airfreight operator or in the form of a broader restriction of
overflight of the Noise Abatement Areas.
This Master Plan proposes such restrictions as follows:
• Between the hours of 11pm and 6am local, no
aircraft operating to/from Canberra Airport is
permitted to overfly the designed Canberra and
Queanbeyan Noise Abatement Areas at any height
except where operationally required.
• Operational requirements include avoiding inclement
weather (eg: storm cells), urgent medical transport or
in the event of an aircraft emergency.
Chapter 14 also outlines further noise abatement
measures in place to protect residents, especially in
Jerrabomberra from aircraft overflight, including a
night noise abatement procedure to avoid overflight of
Jerrabomberra homes where weather conditions permit.
Sections 6.2 and 6.3 detail the anticipated levels of
aircraft operations associated with airfreight, rising from
five aircraft per night currently to approximately nine in
five years time. In a 20 year time frame, it is expected
that up to 25 aircraft may operate as part of a freight
hub. However, as noted earlier, existing and proposed
strengthened noise abatement measures are designed to
provide maximum possible protection to the community.
 81

Canberra Airport B737-300F Single Event Contours

Figure 6.6
CANBERRA AIRPORT B737-300F SINGLE EVENT CONTOURS
BONNER
SUTTON

HALL AMAROOFORDE
NGUNNAWAL

GUNGAHLIN
NICHOLLS
DUNLOP FRASER
PALMERSTON
CHARNWOOD SPENCE
HARRISON EAGLE HAWK
FLYNN
MELBA
EVATT GIRALANG
LATHAM McKELLAR
MITCHELL
FLOREY LAWSON
HIGGINS KALEEN
SCULLIN
PAGE WATSON
LYNEHAM
HAWKER DOWNER
BRUCE
WEETANGERA
MACQUARIE HACKETT
DICKSON
ARANDA O'CONNOR
COOK
AINSLIE WAMBOIN
TURNER
BRADDON

CITY REID
ACTON

CAMPBELL
PARKES
YARRALUMLA RUSSELL
CAPITAL BARTON KOWEN FOREST
HILL
PIALLIGO
KINGSTON
FORREST
DEAKIN
FYSHWICK
CURTIN GRIFFITH
RED HILL
DUFFY WESTON HUGHES
NARRABUNDAH
HOLDER
LYONS
GARRAN OAKS ESTATE
RIVETT PHILLIP
STIRLING SYMONSTON
CHIFLEY O'MALLEY
CHAPMAN QUEANBEYAN
FISHER PEARCE
MAWSON
TORRENS ISAACS
FARRER
CARWOOLA
KAMBAH
JERRABOMBERRA
WANNIASSA
FADDEN HUME TRALEE
MACARTHUR
OXLEY GOWRIE
GREENWAY GILMORE
MONASH
CHISHOLM
ISABELLA PLAINS
GOOGONG Legend
RICHARDSON
BONYTHON 65dBA

CALWELL 70dBA
GOOGONG DAM
75dBA
THEODORE Runways

GORDON High Noise Corridor

CONDER
Noise Abatement Area
Church Creek ACT border
BANKS
Suburbs

0 1.25 2.5 5 Kilometers

05/02/2009
 Canberra Airport | Preliminary Draft Master Plan 2009

Figure 6.7
Canberra Airport B747-400F Single Event Contours
CANBERRA AIRPORT B737-400F SINGLE EVENT CONTOURS

Sutton

Gungahlin

Eagle Hawk
Mitchell
Belconnen

North Canberra

Wamboin

Canberra City

Stromlo
Kowen Forest
South Canberra

Western Creek
Woden Valley
Queanbeyan

Carwoola
Jerrabomberra

Tralee

Tuggeranong

Googong

Googong Dam

Church Creek

Royalla

Tharwa

Legend
65dBA
70dBA
75dBA
Runways
High Noise Corridor
Noise Abatement Area
ACT border
Suburbs

0 2.5 5 10 Kilometers
05/02/2009
 83

Chapter SEVEN
GENERAL AVIATION AND
MILITARY OPERATIONS
Canberra Airport | Preliminary Draft Master Plan 2009

Chapter seven | General Aviation and
military operations
General Aviation and military aviation are essential for the
ongoing success of aviation in Australia, and the protection
of Australia as a nation.
As the Airport serving the nation’s capital, the General
Aviation and military aviation sectors are key components
of the aviation capability of Canberra Airport, and are
expected to remain so for the life of this Master Plan.
85
The expansion of infrastructure catering to General Aviation
and military operations will be in response to demand.
Through this Master Plan, Canberra Airport has identified
a number of development opportunities to support and
encourage future growth, including runway, taxiway and
apron upgrades and other aviation-related developments.
Canberra Airport | Preliminary Draft Master Plan 2009

Chapter seven | General Aviation and

military operations
7.1 General Aviation operations
General Aviation operations continue to constitute a
significant proportion of the operations at Canberra Airport,
more so than at other capital city airports in Australia.
Canberra Airport is committed to maintaining a vibrant
General Aviation (GA) sector at Canberra Airport.

General Aviation operations at Canberra Airport currently

include:

• ACT Emergency Services aviation wing (including a

substantial bushfire-fighting fleet in summer)

• Australian Federal Police (AFP) air wing

• Pilot training school

• Aircraft maintenance facilities

• Significant business jet operations

• Significant air ambulance operation, with regular

services from the Royal Flying Doctor Service, NSW Air
Ambulance and Wingaway

• Aircraft charter operators for passengers and freight

• Private flying

The General Aviation sector, in particular freight, bizjets,

pilot training and emergency services, is expected to grow
over the next 5 years.

Canberra Airport also believes it is possible to secure a

major flight training facility for pilots that would involve
a significant increase in General Aviation operations and
requirements for aircraft parking aprons and hangars,
as well as associated training facilities and dormitory
accommodation. This facility would be located in the
Glenora or Fairbairn precincts.

General Aviation facilities are currently located in the

Pialligo Precinct of Canberra Airport, to the west of the
passenger terminal, although capacity constraints at the
current facility mean that larger GA aircraft operate from
the Fairbairn apron. However with growth in General
Aviation potentially conflicting with growth in regular
passenger and freight operations in the Terminal and
Pialligo precincts, and with the provision of, and expected
growth in, terminal support services in these precincts,
Canberra Airport will continue to talk to, and reach
agreement with, users of the Airport to relocate General
Aviation from the Pialligo Precinct to Fairbairn or the

Glenora Precinct during the life of the Master Plan.
Furthermore, Commonwealth Government-imposed
aviation security requirements at major Airport have
unfortunately imposed a significant cost and inconvenience
burden on recreational General Aviation operations. In
this heightened security environment, it is noted that the
current location of the General Aviation area adjacent to
the RPT apron is not appropriate in the long term
Canberra Airport also notes private proposals for a separate
General Aviation aerodrome or airfield within the ACT.
Canberra Airport does not oppose the development of
such a facility, provided its location and operations do not
interfere in any way with the current and future operations
of Canberra Airport and do not direct aircraft noise over
residential areas of Canberra and the region.
As Canberra Airport’s traffic grows, General Aviation and
other smaller aircraft will be restricted during times of high
demand as higher capacity aircraft are given priority. This
is in line with practices at the majority of other major civil
airports in Australia and overseas.
Towards the end of the planning period of the Master
Plan, a runway parallel to the main Runway 17/35 may
be required to cater for growing General Aviation traffic
alongside growing airline and other commercial traffic.
This parallel runway may be subject to incremental growth
as its use extends beyond General Aviation aircraft to
larger commercial aircraft beyond the planning period of
the Master Plan.
7.2 Military operations
Military aviation has always had a key role at Canberra
Airport, originally through the operation of RAAF Base
Fairbairn on the north-eastern side of the Airport. Whilst
the entire Airport site is now under civil administration,
there continues to be a significant military presence at the
Airport.
The basing of the RAAF 34 Squadron aircraft fleet at
Canberra Airport, providing VIP transport operations for
Government, provides positive impetus for increased
military activity at Canberra Airport in the future. The
current 34 Squadron fleet incorporates Boeing Business
Jet (B737) aircraft and Challenger 604 corporate jets. It
is possible that the Special Purpose Aircraft (SPA) fleet
may be increased in size in the future to accommodate
increased level of Government SPA operations, possibly
87
including a larger aircraft to transport Government officials
to overseas destinations. Any such increase in the SPA
fleet may require additional apron, hangar and office space
to be constructed at Fairbairn.
Canberra Airport would actively support any increase in
military aviation at the Airport, including but not limited
to flight training, helicopter operations or other aircraft
operations.
It is also noted that additional RAAF squadrons or other
military aircraft capabilities may be located at Canberra
Airport within the planning period of this Master Plan,
though the level of any such expansion (if any) is
unknown at this time.
Qantas Defence Services also operates a heavy
maintenance facility for the RAAF C-130 Hercules fleet in
the Brindabella Business Park, further increasing military
aviation activity at the Airport. It is possible the further
expansion of this facility may be required in the future,
either adjacent to the current site or elsewhere on the
Airport.
Ad-hoc RAAF and foreign military aircraft also visit
Canberra Airport, either for transport, training or display
purposes, including the RAAF’s new ultra-large C-17 four-
engined jet transport aircraft. Large US Air Force transport
aircraft such as C-17s and KC-10s are also regular visitors to
Canberra Airport. Visiting military aircraft generally operate
from the 34 Squadron facility, although on occasion
additional parking space is required on the civil Fairbairn
apron.
7.3 VIP operations
Canberra Airport receives a significant number of visits
per year by visiting foreign dignitaries, often using heavy
wide-body aircraft. Since the approved 2005 Master
Plan, the main Runway 17/35 has been lengthened and
strengthened to better cater for these aircraft movements.
Visiting VIP aircraft are generally handled from the 34
Squadron facility including the dedicated VIP passenger
terminal located adjacent to the 34 Squadron headquarters
building. However, at times aircraft must be located on
the civil Fairbairn apron to accommodate other aircraft
operations from the 34 Squadron facility. It is anticipated
that the 34 Squadron facility may be expanded within the
life of the Master Plan to accommodate further Australian
and Foreign VIP aircraft operations.
Canberra Airport | Preliminary Draft Master Plan 2009
 89

Chapter eight
Passenger terminal facilities
Canberra Airport | Preliminary Draft Master Plan 2009

Chapter eight | Passenger terminal facilities
The Canberra Airport terminal is the public transport
gateway to the national capital and surrounding region. In
2008, approximately 3 million passengers passed through
the existing terminal building.
In 2009 Canberra Airport expects to embark upon a
massive new terminal construction program in three
stages, with possible future growth opportunities further
into the future. The completed new terminal building
will for the first time offer dedicated facilities for regular
international flights, which are expected to commence in
2010.
91
New passenger terminal facilities and associated apron
parking areas require very significant investment of
risk capital by Canberra Airport. Attracting such capital
has relied upon the diverse revenue streams that a
combination of aeronautical and other development at
Canberra Airport has made possible.
The development of a new terminal has also only been
made possible through the willingness of airline operators
to partner with the Airport to share the dream of a world-
class new Airport terminal for Canberra.
Canberra Airport | Preliminary Draft Master Plan 2009

Chapter eight | Passenger terminal facilities

8.1 Current terminal facilities

The current passenger terminal is located to the south-
west of the Airport between the Pialligo Precinct and the
Brindabella Business Park with new grade-separated road
access from Pialligo Avenue.

The current terminal comprises a Qantas-owned and

operated facility at the western end utilised by Qantas,
Qantaslink and Brindabella Airlines and a common-user
facility owned and operated by Canberra Airport at the
central and southern end of the terminal utilised by Virgin
Blue and Tiger Airways.

The current combined terminal comprises five contact

aerobridges with a total of 12 aircraft parking positions
suitable for RPT aircraft ranging from Metro to B767-300ER.
The terminal also offers two baggage collection belts (one
at each end of the terminal), two security screening points
and two banks of check-in counters including electronic
check-in kiosks (one bank at each end of the terminal).

Existing retail facilities include two cafes, a coffee provider

and a newsagent/bookstore. A currency exchange outlet
and a range of rental car counters are also provided for
passenger use.

A number of airline lounge facilities are provided to serve

Qantas, Brindabella Airlines and Virgin Blue passengers.

To improve terminal facilities in the short term before a

new terminal facility is available, a number of upgrade
works have recently been completed to enhance facilities
in the existing terminal. These include:

• A new coffee shop in the central terminal;

• New security checkpoints with additional screening

lanes for the Common-user and Qantas terminals;

• An expanded Qantas baggage collection belt;

• An additional aerobridge, bringing the total to five;

• A new Qantas business-class lounge facility and

expansion of existing Qantas Club facility;

• A new Virgin Blue lounge facility;

• Relocation of terminal toilets and offices; and

• Relocation of taxi rank.

Additional temporary changes have been and will continue

 Figure 8.1
Figure 8.1
CURRENT TERMINAL
CURRENT TERMINALFACILITIES
FACILITIESINCLUDING
INCLUDINGTEMPORARY
TEMPORARY ROAD
ROAD AND
AND CAR
CAR PARKS ASSOCIATED
PARKSASSOCIATE WITH
WITH NEW
NEW TERMINAL
TERMINAL CONSTRUCTION
CONSTRUCTION

CANBERRA AIRPORT TERMINAL

TOP FLOOR

CANBERRA AIRPORT TERMINAL

GROUND FLOOR

TAXI
QUEING
AREA

TERMINAL CCT
DELIVERY PARKING EXIT

SITE FOR
RENTAL SOUTHERN TERMINAL
CARS CONCOURSE
SHORT STAY
CAR PARK

TERMINAL CCT
NOMAD DR

To Canberra City
PIA
LLIG
O AV
E

DR
STRUCTURED
GA
IN CAR PARK
UL

LONG STAY Legend

CAR PARK
To Canberra City TER
MIN
AL
CCT
Current Buildings

Under construction

EXIT Approved development

Note: This plan is indicative only - actual developments and

the timing and placement of those developments will be
subject to demand, detailed planning and the obtaining of

PIA
TYS
ON relevant approvals.

LLIG
O
DR

AV
E
PIA
LLIG
O
AV
To Queanbeyan

E
To Queanbeyan
93
Canberra Airport | Preliminary Draft Master Plan 2009
to be made as part of the construction of the new terminal
and associated car parks. Many of these relate to the
terminal entry and exit roadways and car parks.
8.2 New passenger terminal facilities
The substantial growth in demand for aviation services
at Canberra Airport in recent years means the existing
terminal facilities are operating beyond capacity at peak
periods. In addition, regular international passenger
services are not easily catered for in the current terminal.
Thus, to allow for future growth, a new integrated terminal
facility has been designed on and adjoining the site of the
existing terminal, with construction of the new Southern
Terminal Concourse expected to commence shortly,
notwithstanding the current global economic downturn.
The construction of a new Southern Terminal Concourse
has been approved and will hopefully commence in
2009. The new entry road system and multi-deck car
park adjoining the existing terminal has also been
approved and has already commenced construction. Once
complete, subject to commercial negotiations and relevant
approvals, it is anticipated that a new Western Terminal
Concourse will be constructed over the current Qantas
terminal, adjoining the Southern Terminal Concourse. It is
expected that the existing common-user terminal will be
demolished once the Western Concourse is completed.
This program of expected works can be described in three
stages:
Stage 1: construction of a new Southern Terminal
Concourse, new entry road system and multi-deck car park
adjoining existing terminal
Stage 2: demolition of the existing Qantas terminal and
construction of a new Western Terminal Concourse, subject
to relevant approvals and commercial agreements
Stage 3: demolition of existing Common-user terminal,
subject to relevant approvals and commercial agreements
Each stage is independent of each other and is dependant
upon and subject to commercial agreements with airline
operators, and the willingness of debt providers to fund
the project.
The overall terminal concept plan also anticipates future
expansion of the passenger terminal to the south and
west to meet future demand. A hotel development is also
anticipated in the terminal precinct within the next five
years.
The approved Southern Terminal Concourse is expected
to be completed within two years of commencement of
construction. Stage 2 is expected to commence within five
years, subject to the relevant approvals and commercial
agreements. Stage 3 is expected to follow the completion
of Stage 2.
Canberra Airport will also shortly extend the current RPT
aircraft parking apron to both the south and west to cater
for peak demand for airline services. It is expected that
these extensions will increase the number of parking
positions from 12 to 15, with the capability to expand the
apron further to meet future demand.
To meet the requirements of the travelling public,
the completed terminal, comprising the Southern and
Western Terminal Concourses, will comprise of a multi-
level terminal building designed and constructed to meet
Commonwealth Government building standards and
performance levels and any applicable specific Airservices
Australia and Civil Aviation Safety Authority requirements.
Related facilities and services (including but not limited to
lounges, cafes, meeting rooms, offices, storage and shops)
will be included in the building to meet the requirements
of the airlines, Commonwealth agencies and the travelling
public.
Passenger arrivals will generally be located on the ground
level and departures and airline club lounges will generally
be located on upper levels. A two-level road system is
under construction to service the terminal and car parks
on both the arrival and departure levels (via an elevated
roadway).
Upon the expected completion of Stage 3 within the next
5 years, current plans indicate that the following amenities
for the benefit of the travelling public and other Airport
users will be provided:
• Separated departures and arrivals levels with direct
road access and access to car parks;
• Up to two multi-deck car parks with direct access to
the arrivals and departures levels;
• Up to 44 check-in counters;
• Up to 6 baggage collection carousels;

• Up to 8 contact aerobridges for aircraft (with
additional non-aerobridge gate facilities) including for
widebody domestic and international aircraft;
• International processing facilities including border
agency facilities and dedicated baggage system;
• Significant retail and food and beverage outlets; and
• Airline club lounges on a separate level.
It is noted that this list is indicative and some changes
to the listed amenities may result from final design,
commercial and economic considerations.
Future terminal expansion will allow for further increases
in all of these facilities in response to demand, including
additional aerobridges, check-in counters, baggage areas
and car parks.
It is anticipated that in the 20-year planning period of
this Master Plan, Canberra Airport may also develop a
dedicated low-cost carrier terminal by either constructing
a new facility or utilising an existing building. Any such
facility may not necessarily be located in or adjacent to
the terminal precinct, with potential options in the Majura
Precinct or at Fairbairn.
Nothing in this Master Plan prevents the use of any
building on the Airport in any precinct as a terminal facility,
especially as a temporary facility in the event of a security
or other disaster.
8.3 Busy hour passenger forecasts
Busy hour forecasts have been prepared based on
the expected 4.2% annual growth in Canberra Airport
passenger numbers. The forecasts estimate mid-range
numbers of 1,995 departing and 2,046 arriving domestic
passengers per hour at peak times in 2029/30.
The new terminal building has been designed to cater for
the expected peak passenger flows at Canberra Airport
throughout and beyond the 20-year planning period of
this Master Plan.
8.4 RPT apron stand demand
The current peak demand period for RPT apron parking
is overnight, with 13 airline aircraft parked at Canberra
Airport five nights per week. Other periods of peak activity
occur between 8-10am and 4:30-6pm on weekdays and
95
Sunday afternoons.
This level of activity is currently adequately handled on
the existing RPT apron with smaller aircraft relocated to
the adjacent General Aviation apron, although delays
to flights can lead to the apron reaching capacity. An
additional temporary overnight aircraft parking bay has
been provided at the western end of Taxiway Delta for
overnight overflow parking. Additional RPT aircraft apron
parking positions will be constructed in 2009 to cater for
increased demand.
Canberra Airport has also forecast airline aircraft parking
stand demand for the planning period of the Master Plan,
although it is very difficult to predict the operating patterns
of airlines in the long-term. In general terms, frequency
of flights at peak period (which already see services from
both major airlines to all key destinations) are unlikely
to grow at the same rate as other times, with additional
capacity met via increased aircraft size and increased off-
peak services.
Further, with no regular international services currently
operating into Canberra Airport, the timing of the
international peak relative to the domestic peak cannot
be accurately determined. However, when schedules are
determined, Canberra hopes to be able to cross-utilise
suitable domestic stands for international aircraft.
While it is recognised that Code D (eg. B767) aircraft may
be operating into Canberra Airport up to 10-15 years into
the forecast horizon, it is anticipated that gate planning
will generally be based on Code E aircraft (eg. B787)
which will progressively replace Code D aircraft. It is also
noted that many of the aircraft operating today may be
replaced by newer-generation aircraft in the 20-year
timeframe.
8.5 Passenger terminal ground transport,
car parks and roads
The existing passenger terminal is accessed via Pialligo
Avenue, with connections to the regional road network.
The main airport entry has recently been upgraded
following a joint funding agreement between Canberra
Airport and the ACT Government, with a grade-separated
intersection separating regional traffic (between
Queanbeyan and the ACT) and traffic to and from Canberra
Airport. This is discussed in greater detail in Chapter 11.
 Canberra Airport | Preliminary Draft Master Plan 2009

Figure 8.2
CANBERRA
Figure 8.2 AIRPORT SOUTHERN AND WESTERN TERMINAL CONCOURSES, CAR PARKS AND ROADS IN THE CONTEXT
Canberra Airport
OF THE AIRPORT SITE Southern and Western Terminal Concourses, car parks and roads in the
context of the Airport Site and Airport Access Roads

D
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STRUCTURED TERMINAL
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TERMINAL EXPANSION

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ROAD LAYOUT
TO BE RESOLVED

BRINDABELLA
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Current buildings

Approved development
GLENORA
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PIA

Future development within 20 years

LLIG
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Future aviation expansion

GLENORA DR

Under construction

Note: This plan is indicative only - actual developments and

the timing and placement of those developments will be
subject to demand, detailed planning and the obtaining of
relevant approvals.

TO
QUEANBEYAN
 Figure 8.3
Figure 8.3
CANBERRA AIRPORT
Canberra AirportSOUTHERN
SouthernAND
andWESTERN
WesternTERMINAL
Terminal CONCOURSES,
Concourses, car
CARparks
PARKSand
ANDroads - CONCEPT
ROADS– Concept PLAN
Plan

RU
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7/
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BR

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AL
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IND

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AB

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97

CC
T
Canberra Airport | Preliminary Draft Master Plan 2009

Table 8.1 Table 8.2

Domestic Busy Hour Passenger Forecast Current peak RPT aircraft parking demand at Canberra
Airport
Year Arrivals Departures Annual
Growth

AIRCRAFT CODE M T W T F S S
2005-06 762 743

2011-12 975 951 4.2% B737 C 5 5 5 5 5 3 5

2016-17 1,198 1,168 4.2% E190 C 2 2 2 2 2 2 2

2021-22 1,472 1,435 4.2% E170 C 2 2 2 2 2 2 2

2026-27 1,808 1,763 4.2% Q400 C 2 2 2 2 1 1 2

2029-30 2,046 1,995 4.2% J41 B 1* 1* 1* 1* 0 0 1*

Source: Airbiz 2007. Canberra Airport 2009 METRO B 1* 1* 1* 1* 0 0 1*

The current terminal roads and car parks are temporary Total 13 13 13 13 10 8 13
in nature to allow the construction of the new Southern
Terminal Concourse and first structured car park. Temporary * Aircraft is usually relocated to General Aviation apron for overnight parking

roadway and car park arrangements are expected to be
in place for the next 2-3 years as terminal and car park
development continues.
The new Airport entry road has been designed in the
context of the new airport terminal roads, currently
under construction. The new terminal roads accessing
both the terminal concourses and car parks will include
both on-grade and elevated roadways allowing direct,
separated, access to both the departures and arrivals levels
of the new terminal and structured car parks. The new
terminal roadway will be axial in alignment, providing
a heightened sense of arrival, as well as preventing the
need for passengers and other terminal users to cross the
main terminal entry road on arrival or departure, including
when accessing the car parks.
A structured car park is currently under construction
adjacent to the site for the new southern terminal
concourse, providing approximately 1,200 covered car park
spaces. A second structured car park of similar capacity
is planned adjacent to the planned Western Terminal
Concourse, with the ability to construct a further two
additional structured car parks subject to demand over
the next 20 years. Additional on-grade car parking will be
available to ensure adequate car park capacity to respond
to aviation growth and increased utilisation of Canberra
Airport by the population of the surrounding region (who
are less likely to use taxi or public transport to access the
Airport).
Figure 8.3 shows the planned axial road alignment and
location of terminal car parks.
Ground transportation options at the current terminal
include private cars, taxis, hire cars and a scheduled bus
service. Due to an ongoing shortage of taxis in Canberra,
there has been a noted increase in the use of other modes
of transport to access the terminal, and this is expected to
continue in the foreseeable future.
Canberra Airport currently subsidises a half-hourly bus
service from the Airport terminal to Russell and the City,
with reduced service on weekends. Additionally, regional
bus services operate from the Terminal to the South
Coast and Snowy Mountains. Canberra Airport is currently
in negotiations to create a regional bus interchange at
Canberra Airport to improve connections to the region.
Facilities for this interchange will be provided as part of
the new terminal and associated terminal road system.
Please refer to Figure 5.4 in Chapter 5. Additional services
to a range of Canberra suburbs are operated from the
Brindabella Business Park by ACTION, and Canberra Airport
is hopeful that these services will also operate from the
passenger terminal in the future.
 99

Table 8.3
Forecast peak RPT aircraft parking demand at Canberra
Airport

2008/09
CODE TYPICAL AIRCRAFT 2014/15 2019/20 2024/25 2029/30
(ACTUAL)
International

E 787/A350 0 0 1 1 1

C 737/A320 0 1 1 1 2

Total 0 1 2 2 3

Domestic

E 787/A350 0 2 3 4 5

C 737/A320 11 11 11 12 12

B* B1900/J41 2 2 2 1 1

Total 13 15 16 17 18

* Note Code B aircraft are able to be parked and operated from the adjacent GA apron
if required
Canberra Airport | Preliminary Draft Master Plan 2009
 101

Chapter NINE
Runways and
airfield developments
Canberra Airport | Preliminary Draft Master Plan 2009

Chapter Nine | Runways and airfield developments
Airports provide access for trade, tourism, and community
social engagement. Following the commencement of the
jet age in the 1960s, which brought air travel to a new
level globally, airports have developed into major transport
hubs for people and freight.
The effective and timely delivery of aviation infrastructure
at Canberra Airport is important for the ongoing vitality of
the national capital and the surrounding region.
Airlines dominate demand for airfield facilities at Canberra
Airport. However, General Aviation, VIP and military
operations, freight and emergency services play an
important role at Canberra Airport, and are expected to
grow throughout the 20-year life of this Master Plan.
Overall aviation demand is also expected to grow steadily
during the life of this Master Plan meaning that the airfield
will be operating at high capacity during peak periods.
103
While runway capacity is adequate for the planning period
of this Master Plan, taxiway upgrades are expected in the
near future. Planning for a future parallel runway to the
east of the Airport is also expected to commence within
the planning period of the Master Plan.
The introduction of international services will require
a significant upgrade of the existing terminal to
accommodate larger numbers of wide-bodied aircraft and
the permanent presence of Customs and Immigration.
Canberra Airport is also actively pursuing the early
introduction of new technologies to improve arrivals and
departures during times of low visibility and it continues
to work with the airlines on curved approaches to further
minimise the impact of aircraft noise.
Canberra Airport | Preliminary Draft Master Plan 2009

Chapter Nine | Runways and

airfield developments
The runways and associated airfield infrastructure allow
the safe and efficient management of aviation and other
traffic around Canberra Airport. This infrastructure is
planned to be further developed to ensure the continued
unconstrained operation of aviation at Canberra Airport.

9.1 Runway and taxiway system demand

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

The current demand for airfield facilities is dominated by

airline movements, which accounted for 44.7% of total
movements in 2007/08. The remainder of movements
comprise General Aviation, night freight, emergency
services, VIP and military operations. Priority of operation
is granted to emergency services, VIP flights and airline
operations.

Bureau of Infrastructure, Transport and Regional Economics

(BITRE) statistics show 39,629 airline movements at
Canberra in 2007/08 (increase of 7.5% over 2006-07)
with further increases expected in 2008/09 based on
current airline schedules. Airservices Australia statistics
show 88,576 total movements at Canberra Airport in
2007/08, an increase of 12.9% over 2006/07.

The aviation demand profile is predicted to grow steadily

around a similar pattern to what is seen today, with a
series of peak movement periods in the morning and late
afternoon. Peak demand in 2007/08 is approximately
25 movements an hour, the majority of which are airline
movements. The current Instrument Meteorological
Condition (IMC) and Visual Meteorological Condition
(VMC) capacities indicate that the existing system is
easily capable of meeting projected demand levels
for airline traffic to 2029/30. However, at current peak
movement periods, Air Traffic Control has needed to limit
the availability of the runway system for some non-airline
operations (such as General Aviation flight training and
private flying). It is expected in the longer planning periods
of this Master Plan that these limitations to non-priority
flight operations will be extended as airline traffic grows
and peak airline demand periods become longer. This will
continue until such time as additional runway capacity
is introduced, such as via the construction of a parallel

runway (outside the 20-year planning period of this
Master Plan).
Whilst the runway capacity is expected to accommodate
the needs of Airport users in the longer term throughout
the 20-year planning period of this Master Plan, taxiway
upgrades are expected to be required in the short to
medium term. This is expected to initially involve the
construction of a northerly extension of Taxiway Bravo
with possible high-speed exit taxiways within the next
five years and, in the medium term, an upgrade and
realignment of Taxiway Alpha along the full length of
Runway 17/35 as well as upgrades to the taxiways
feeding Runway 12/30 and the RPT apron (such as
Taxiways Juliet, Kilo and Charlie). There will also be a
need to expand aircraft parking apron capacity to cater
for the needs of aircraft operators and in response to the
new terminal buildings. An expansion and upgrade of the
RPT apron is due to commence shortly, with future apron
expansion expected for the RPT, General Aviation and
Fairbairn aprons, as well as possible new aircraft apron
parking areas.
9.2 Airport ultimate capacity and future High Noise Corridor over and above that contemplated in
new runway requirements
The long-term practical capacity of Canberra Airport’s
existing runways (including an extension to Runway
12/30) has been assessed as 282,119 fixed wing aircraft
movements per annum. This assessment was compiled by
Rehbein-AOS Airport Consulting in 2005 using international
models for airport capacity assessments derived
using the US Federal Aviation Administration Capacity
and Delay Model as detailed in the US FAA Advisory
Circular AC150/5060-5 Airfield Capacity and Delay. This
assessment was also used in the development of the
Ultimate Practical Capacity ANEF provided later in this
Master Plan.
The practical capacity report was based on the Airport
maintaining its current cross-runway capability and
assumes that taxiway, terminal and apron capacity is
upgraded to meet the needs of this level of capacity.
Ignoring any effect on Canberra Airport through meeting
the needs of users in Sydney basin, it is projected that
this capacity will be reached between 2050 and 2060.
However, with the constraints upon Sydney Airport, the
significant demand growth in the Sydney basin, and given
the population growth in the Sydney-Canberra Corridor,
105
additional traffic is likely to shift to Canberra, bringing
forward the date at which Canberra Airport in its current
configuration will reach capacity.
In advance of the Airport’s current runway system
approaching capacity, and noting the delays to some non-
priority aircraft operations at peak periods, processes will
need to be established for the planning of and acquisition
of land for a parallel runway during the 20 year planning
period of this Master Plan. While the construction of this
parallel runway is likely to be beyond the time period of
this Master Plan, planning for the runway is likely to take
place during this time period. Given that land needs to be
reserved for the eventuality of an additional runway, land
acquisition should occur well in advance of the Airport
reaching capacity. Any operations from such a runway
would be desirably designed so that no aircraft operations
to or from the runway would pass over existing Noise
Abatement Areas. That is, all aircraft to or from the new
parallel runway would not need to pass over residential
areas of either Canberra or Queanbeyan.
It is also noted that a parallel runway would increase the
level of aircraft movements and noise levels within the
the current Ultimate Practical Capacity ANEF scenario.
9.3 Airspace capacity
The airspace surrounding Canberra Airport is capable of
supporting the 24-hour operation of the runway system
capacity for international, domestic and regional growth
in excess of the Airport’s ultimate capacity. It is predicted
that the current practice of limiting access to airspace for
General Aviation circuit training during peak periods of
airline activity by Airservices Australia will be expanded in
the future.
9.4 Airport capability to handle
international air services
As described in greater detail in Chapters 5 and 8, regular
international passenger flights to Canberra are expected in
2010. These will necessitate an investment in the upgrade
of the terminal building to provide permanent customs
and immigration facilities as well as additional wide-body
apron parking capability. These facilities are anticipated
as part of a new passenger terminal development that
is expected to commence construction shortly. The
Canberra Airport | Preliminary Draft Master Plan 2009
commencement of significant international widebody
airfreight services during the life of this Master Plan is also
expected.
For the introduction of international flights, it is critical that
Canberra Airport be fully designated as an unrestricted
international airport with full Commonwealth funding of
customs, immigration and quarantine services (as occurs at
other Australian international airports) from the 2009/10
financial year onwards. Canberra Airport welcomes the
Commonwealth Government’s commitment to attracting
international flights to regional airports such as Canberra
in its 2008 Aviation Green Paper, and its commitment to
ensuring that Australia’s border agencies “are positioned
to meet both the demands of continuing growth at
existing airports and the demands for the provision
of border control and security agency services at new
international airports.” Canberra Airport thus looks forward
to the Commonwealth’s support for full international status
and commensurate funding of border control agencies at
Canberra Airport.
The main runway was strengthened and extended by a
further 600 metres in 2006 to accommodate unlimited
numbers of wide-body aircraft movements (including
VIP aircraft) in the immediate term as well as future
international passenger and freight aircraft. These
upgrades ensure that the Airport now has the capacity to
accommodate fully laden wide-body aircraft operating to
Asia–Pacific destinations in addition to trans-Tasman traffic.
Canberra Airport has hosted a number of international
charter flights, ranging in size from Gulfstream G-V to
Boeing 747-400 aircraft. These operations have previously
been accommodated on the RPT, General Aviation and
Fairbairn aprons, although non-scheduled international
services are now generally consolidated on the SPA
and Fairbairn aprons. Canberra Airport is also a popular
‘alternate’ airport to both Sydney and Melbourne in the
event of weather or other disruptions at these airports.
A number of international wide-body aircraft including
Boeing 747, Boeing 777 and Airbus A340 aircraft land at
Canberra as part of these arrangements.
9.5 Apron capacity
VIP flights, large bizjets, ad-hoc international flights and
widebody diversion aircraft are currently accommodated
on the adjoining SPA and Fairbairn aprons. The SPA apron
also accommodates all military flights, including the RAAF
34 Squadron VIP fleet of aircraft based at Canberra Airport.
The Fairbairn apron is also expected to be utilised for an
expansion of domestic overnight and possible international
airfreight services. An expansion of the SPA facilities may
also be required to handle additional VIP aircraft activity,
including a possible larger VIP aircraft operated by the
RAAF.
To meet future demand for apron capacity in the Fairbairn
precinct, additional apron capacity is expected to be
required. This apron capacity, as well as associated hangars
and facilities, will be largely provided due south of the
existing Fairbairn apron towards the fire station and east
towards Glenora Drive, as well as separate facilities north
of the current Belman Hangar (towards the engine run-up
bay on Taxiway Alpha). Longer term aviation growth may
also take place north of the existing turning node.
Airline aircraft parking areas currently accommodate up
to twelve scheduled services parked overnight at the
RPT apron on a common-user, airport-allocated basis.
An expansion of this apron is commencing shortly to
accommodate ongoing growth in airline services. Initially,
it is likely that this will be both north-west and south of
the current apron. Further apron areas will be constructed
gradually as and when required, including the linking
of the RPT and General Aviation (GA) aprons (including
a strengthening of the GA apron). Any construction of a
future low-cost carrier terminal at the Airport may also
require the construction of associated apron facilities,
should the terminal be located away from existing parking
aprons.
As additional non-RPT aviation demand arises over the
20-year planning period of the Master Plan, such as
airfreight, aviation maintenance, General Aviation, military
and other ad-hoc aviation activities, there is expected
to be additional demand for apron capacity. These users
require flexibility as to their ultimate location, but likely
locations will be in the Pialligo Precinct, Fairbairn south of
the current apron, and north along Taxiway Alpha. General
Aviation aircraft parking facilities may also take place in
the Glenora Precinct.
9.6 Augmentation of runway and taxiway
system
The main runway (Runway 17/35) was extended by
600m in 2006 to a length of 3,283 metres long and 45
 107

Figure 9.1
CURRENT
Figure 9.1 AND POSSIBLE FUTURE APRON EXPANSION AT CANBERRA AIRPORT
urrent and possible future apron expansion at Canberra Airport

D
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MAJURA
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GLENORA DR

Current buildings
PIA

Existing apron (paved)

LLIG
OA

Future apron within 5 years

VE

GLENORA
Possible future within 20 years

Note: This plan is indicative only - actual developments and

the timing and placement of those developments will be
subject to demand, detailed planning and the obtaining of
relevant approvals.

TO
QUEANBEYAN
 Canberra Airport | Preliminary Draft Master Plan 2009

Figure 9.2
POSSIBLE
Figure 9.2 FUTURE RUNWAY AND TAXIWAY DEVELOPMENT, NAVIGATION AIDS AND LIGHTING
possible future RUNWAY AND TAXIWAY DEVELOPMENT, NAVIGATION AIDS AND LIGHTING
RUNWAY 17 HIAL

D
AR
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EXTENDED
TAXIWAY B TRANSMISSIOMETER

GLIDEPATH EXPANDED RUN-UP BAY

RE-ALIGNED TAXIWAY A
POSSIBLE FUTURE
PARALLEL RUNWAY
(INDICATIVE ONLY)
MAJURA
PARK

A RD
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WIDENED
TAXIWAY C

WIDENED
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GLENORA DR

Current buildings
Future navigational aids
PIA
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and lighting
OA

RELOCATED Future runway & taxiway

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ILS GLIDEPATH developments within 5 years

Future runway & taxiway
developments within 20 years
RELOCATED TRANSMISSIOMETER Note: This plan is indicative only - actual developments and
RUNWAY the timing and placement of those developments will be
THRESHOLD subject to demand, detailed planning and the obtaining of
GLENORA relevant approvals.

TO
QUEANBEYAN

EXTENDED RUNWAY 17/35

EXTENDED HIAL

metres wide (with 7.5 metre shoulders) contained within
a 150 metre runway strip.
It is expected that the Runway 35 threshold will be moved
south by 2010 to take advantage of this extra length
for landing aircraft. The movement of the threshold,
expected to be by up to 450m, will likely be associated
with a replacement and upgrade by Airservices Australia
of the Runway 35 Instrument Landing System (ILS), in
June 2010. Canberra Airport will also work with CASA and
major airline operators in the next 12 months to achieve
additional takeoff and landing length on Runway 17, using
the extended runway length constructed in 2006.
Runway 17/35 was also strengthened in 2006 to
accommodate unlimited heavy wide-body aircraft
movements. It is expected that current infrastructure at
Canberra Airport would permit the operation at Canberra
of all current and future expected aircraft including the
Airbus A380, though this aircraft is not expected to service
Canberra on a regular basis during the life of this Master
Plan.
A major development plan for the runway extension and
strengthening, approved in 2004 and as amended in
2006, also provided for the northerly expansion of Taxiway
Bravo (to the northern threshold of Runway 17/35) and
the expansion of the run-up bay to the north-east of
the Airport. Both of these projects are expected to be
undertaken in the short term (within five years).
In the future it is likely to be necessary to further extend
Runway 17/35 to accommodate additional aviation
growth and to strengthen and extend the cross runway
(Runway 12/30) to provide additional take-off and landing
length for regional aircraft in particular. These extensions
will require the purchase of additional land, in which case
they may be conditional on the purchase of, or rights over,
the additional land.
Further taxiway expansion will be necessary within the
20-year planning period. This may include (but is not
limited to):
• the provision of several high-speed exit taxiways off
Runway 17/35 to link with Taxiways Alpha and Bravo;
• possible turning node towards the southern end of
Runway 17/35 and/or taxiway fillet to link taxiway
Bravo to the Runway 17/35;
• the upgrade and realignment of Taxiway Alpha to
109
meet relevant CASA standards;
• the upgrade of Taxiways Juliet and Kilo;
• the progressive extension of Taxiway Alpha to the
southern end of Runway 17/35;
• the upgrade and realignment of Taxiway Charlie.
The use of General Aviation mixed with airline operations
may necessitate additional run-up bays for General
Aviation use and the expansion of the current run-up bay.
Expanded operations may also require the installation of
dedicated de-icing facilities.
9.7 Enhancement of navigation aids and
flight procedures
Substantial upgrades have already been made to
approach procedures at Canberra Airport to improve
access to the Airport in low visibility conditions, such as
fog. Improvements in procedure design have allowed
the ‘decision height’ for an aircraft landing on Runway
35 to be safely reduced from 330 feet to 200 feet above
ground. This has meant substantially improved operations
as aircraft have been able to land safely in all but the
worst fog conditions. Furthermore, an upgrade of the
Runway 17/35 lighting in 2006 further increased visibility
for pilots. Delays due to fog have consequentially dropped
substantially, with no major fog delays experienced by
aircraft during the whole of 2008.
Future navigational equipment will increasingly be based
on the use of airborne receivers interpreting signals from
satellites and technologies such as Required Navigation
Performance (RNP). This trend will extend to precision
approaches for runways with the use of a ground-based
facility to augment the satellite signal.
Canberra Airport is actively pursuing a rapid introduction
of this technology to provide enhanced instrument
approaches to both runways. An enhancement of
the Instrument Landing System (ILS) on Runway 35,
instrument Approaches with Vertical Guidance (APV), GPS
augmentation devices and provision of new procedures
such as RNP will permit lower decision heights allowing
aircraft access to the Airport in lower visibility conditions
as well as providing curved approaches to provide noise
relief to residents currently living under or in the vicinity
of aircraft flight paths. A further upgrade of the runway
and High Intensity Approach Lighting (HIAL) system is
Canberra Airport | Preliminary Draft Master Plan 2009
expected to enable aircraft to operate under Category II or
III precision approach procedures. The Airport is working
closely with Airservices Australia, the Civil Aviation Safety
Authority, the airlines and the Department of Defence to
introduce these procedures.
As part of enhancing low visibility operations at Canberra
Airport, the current Instrument Landing System (ILS) and
associated infrastructure such as approach lighting will
be replaced and moved further to the south, as well as
the establishment of an ILS or similar aid on Runway 17
to allow landings from the north in low-visibility weather
conditions. The movement of the ILS will also likely involve
the simultaneous moving of the Runway 35 landing
threshold. Further navigation aids may also be established
to allow for more flexible flight paths into and out of the
Airport.
These additional navigation aids may include (but are not
limited to):
• Additional runway and approach lighting on both
runways and associated taxiway lighting (including
Category II/III lighting);
• Runway Visual Range (RVR) measuring devices, such
as transmissiometers;
• GPS/Ground-based Augmentation System (GBAS)
ground stations;
• Localiser and Glidescope for a Runway 17 ILS;
• Precision approaches on Runway 12/30; and
• Any other equipment as required.
Upgraded navigation aids may also allow for the
opportunity to operate two or more thresholds at the
one runway end using future GPS-based technology.
Furthermore, as part of the upgrading of the Instrument
Landing System (ILS) the current 150 metre wide
runway strip for Runway 17/35 may, should a business
case warrant, be expanded to up to 300 metres, either
permanently or in low-visibility conditions only. Similarly,
as part of the implementation of precision approaches
on Runway 12/30, the existing runway strip width of 90
metres may be expanded to 150 metres, either for the full
length of the runway, or, more likely, for the eastern end
of the runway only.
Runway lighting upgrades are also likely to be required
with approach upgrades, including HIAL lighting. This
lighting is expected to have minor impacts upon the areas
at the ends of each runway. Licenses or approvals may be
required for such upgrades if lighting requirements extend
beyond the Airport boundary. These land acquisition issues
should be resolved and completed in 2009 to ensure no
delays to the delivery of these initiatives.
New RNP procedures have also facilitated a curved
approach for aircraft arriving from the south, thus
displacing aircraft traffic overflying Jerrabomberra (at the
request of residents) by flying further to the west over
rural lands including the rural properties of Tralee and
Environa. It is expected that this technology will become
widely used over the next five to ten years, with a
majority of jet aircraft operating to Canberra utilising these
or similar procedures. More information on RNP and the
benefits of this technology to the community is provided
in Chapter 14.
9.8 Canberra Air Traffic Control tower
A new Air Traffic Control (ATC) tower is planned to be
constructed in the short term (five years), following
the imminent refurbishment of the existing tower. The
new tower will allow for greater flexibility in airspace
management and include new state-of-the-art technology.
The new tower will be located in accordance with
Airservices Australia requirements, but is likely to be
positioned to the south-east of the SPA apron. Please refer
to Figure 9.2.
9.9 VHST implications
While plans for the construction of a Very High Speed Train
(VHST) between Sydney and Canberra were shelved in
1999, it remains possible that a VHST between Canberra
and Sydney will become a reality in the longer term.
Future expansion may see the train extended to the south
to Melbourne.
Existing land reserves along the Majura Valley confirm the
train’s future terminus at or adjoining Canberra Airport’s
terminal, providing for seamless inter-modal connections
with domestic, regional and international flights as well as
a regional surface transportation network. While the ACT
Government’s Spatial Plan shows the VHST terminus in
Pialligo, the terminus may be located on the Airport, most
likely located near the existing terminal building. However,

it is not expected that the terminus or tracks will impinge
on existing airside areas of the Airport.
A VHST would be expected to initially significantly erode
Sydney-Canberra air traffic but will have a significant
long-term benefit. In particular, it gives Canberra a bigger
potential role as Sydney’s second airport, as the travel
time between Sydney and Canberra by surface modes
of transport decreases significantly from three hours to
possibly less than an hour. It has been acknowledged
by the Commonwealth that any airport outside the
Sydney basin would require a high speed train link. The
substantial additional benefits associated with building a
VHST to connect an existing major airport facility (rather
than a new facility) and an existing substantial population
catchment would be expected to significantly reduce
the economic cost to the Commonwealth. Certainly, the
cost of extending a high speed train from a new airport
site between Canberra and Sydney to Canberra Airport
would be less than the cost of building the new airport
infrastructure.
The introduction of a rapid rail system would expect
to result in a number of changes to travel patterns for
business and industry, including:
• short-term diversion of some air travellers to the new
rail service;
• diversion of existing road transport users (car and
coach) to the new rail service;
• stimulation of new business and residential expansion
along a high-growth Sydney/Canberra corridor;
• acting as a catalyst to significantly increase flights to
Canberra by domestic and international airlines; and
• improving access to Canberra from the immediate
region.
The long-term integration of air, high speed rail and
regional bus and coach services presents a unique
opportunity to maximise Canberra Airport’s economic
contribution to the region. The development of a high
speed rail link creates potential to diversify and expand
airport business, provide new services and complement
the development of other transport modes.
9.10 Implementation
Canberra Airport has developed an implementation plan
111
for the wide range of upgrades and improvements to
aeronautical infrastructure to ensure the Airport caters for
the future requirements of civil aviation and other uses of
the Airport up to and beyond 2029/30.
This section discusses an expected timetable for the
implementation of aeronautical infrastructure development
over the next 20 years. This implementation will be in
stages to meet expected demand and will be subject
to separate financial, operational and environmental
assessment, as well as full compliance with all planning
approvals required under the Airports Act. The timing
of developments will be subject to demand. The timing
below is indicative and will not limit the timing for
development, which may be brought forward or delayed
subject to the needs of existing or future Airport users.
9.10.1 Short-term aviation development (current –
2014/15)
To facilitate ongoing aviation growth at Canberra Airport,
various developments are likely to occur during this period,
including:
• movement of Runway 35 threshold by up to
450m to the south, including the movement of
runway approach lighting and components of the
Instrument Landing System (ILS) glideslope and other
navigational aids;
• extension of takeoff and landing length on Runway
17;
• construction of blast fence(s) or similar device at end
of Runway 35;
• construction of an integrated international and
domestic multi-user airline terminal, including
the provision of Commonwealth funded customs,
immigration and quarantine services;
• construction of additional airline apron capacity
to both the south and north-west of the terminal
including the strengthening and upgrade of the
General Aviation apron;
• extension of Taxiway Bravo to the northern Runway
17/35 threshold;
• construction of one or more additional taxiway fillets
linking the existing and extended Taxiway Bravo to
Runway 17/35 that may include one or more high-
Canberra Airport | Preliminary Draft Master Plan 2009
speed exit taxiways;
• construction of additional aprons at Fairbairn,
including to the south of the existing apron and to
the north along Taxiway Alpha, with additional access
taxiways;
• development of aviation facilities along the east
side of Taxiway Alpha with associated taxi lanes and
aprons;
• upgrade and/or relocation of the run-up bay;
• widening and strengthening of Taxiways Charlie, Kilo
and Juliet;
• relocation and construction of a new Canberra Air
Traffic Control Tower and possible relocation of the
Airport Fire Station;
• upgrades to tarmacs in all precincts;
• construction of a turning node on Runway 17/35 to
facilitate additional runway length for arrivals and
departures on Runway 17;
• expansion of fuel farm and aviation fuel transfer
facilities and possible secondary fuel storage facility at
Fairbairn;
• development of new General Aviation facilities in
Glenora or Fairbairn precincts;
• expansion of terminal roads and car park, and
expansion of parking facilities for specific users such
as taxis, buses, and rental cars;
• introduction of freight hub facilities including but
not limited to aircraft taxiways and parking apron,
warehousing facilities;
• movement of General Aviation and light aircraft to
another precinct;
• development of light aviation airline support and
commercial facilities;
• possible decommissioning of the NDB;
• development of Approaches with Vertical Guidance
(APV) on Runways 17 and 35 to provide improved
approach guidance;
• new precision and non-precision instrument
approaches (including offset) to all runways, including
possible ILS on Runway 17;
• installation of runway visual range (RVR) measuring
devices such as transmissiometers on all runways;
• precision landing systems including GPS-based
instrument approaches on all runways including
possible additional (second) landing threshold for
Runway 35 to facilitate new GPS technology, subject
to regulations;
• provision of a GPS ground station;
• Category II ILS/GPS on Runways 17 and 35;
• upgrade of runway, taxiway and approach lighting,
including possible new High Intensity Approach
Lighting (HIAL) for Runway 17;
• taxiway upgrading and expansion in the General
Aviation area;
• provision of an additional Airport entrance to the
Brindabella Business Park, Terminal and Pialligo
precincts from Pialligo Avenue;
• construction of an access road across northern end
of the Airport linking Majura Road to the Fairbairn
precinct;
• upgrading of landside and airside roads;
• construction of a hotel in the terminal precinct; and
• other ongoing developments in accordance with this
Master Plan.
9.10.2 Medium-term aviation development
(2014/15 – 2019/20)
In addition to those listed in the short-term, the
developments in the medium term are likely to include:
• a correctly aligned and widened Taxiway Alpha along
the full length of Runway 17/35;
• extension of Runway 12/30 to the east and the
associated realignment of Glenora Drive, and/or
alternative Fairbairn precinct access to the east;
• upgrade to Category III ILS/GPS on Runways 17 and
35;
 113

• further expansion of aviation capacity including

runway, taxiway and apron works;

• further expansion of the passenger terminal;

• additional structured car park for terminal;

• additional aviation support facilities;

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

south;

• relocation or lowering of Pialligo Avenue to support

Runway 17/35 operations and extension; and

• possible construction of high speed rail link and rail

terminus (on-Airport or off-Airport).

9.10.3 Long-term aviation development (2019/20

– 2029/30)

Development to complete the vision of this Master Plan

will be undertaken during this period. Projects likely to
commence in the medium term which will extend into the
long term are likely to include:

• refurbishment and/or expansion of the rail/airline

terminal;

• planning, including land acquisition, for a parallel

runway east of the existing Runway 17/35. Note
that if this or other land is for sale earlier, then it may
be purchased and incorporated in the Airport lease
earlier;

• additional aviation support facilities; and

• upgrade of internal road system in terminal precinct

to accommodate high speed rail and other multi-
modal facilities.
Canberra Airport | Preliminary Draft Master Plan 2009
 115

Chapter TEN
Development concept
and options
Canberra Airport | Preliminary Draft Master Plan 2009

Chapter ten | Development concept and options
High quality planning, stunning urban design and world-
class architecture underpin development at Canberra
Airport.
These design features create a sense of arrival and
vibrancy to an airport that is recognised as the major
gateway to the nation’s capital city.
It is this deliberate approach to planning that is enabling
the Airport to fulfil its vision as a first class facility serving
the region’s growing transport and business requirements.
This chapter of the Master Plan examines the wide range
of uses available to the Airport to maximise the growth
of a range of aeronautical and commercial businesses.
The development of the Airport’s various precincts is also
outlined. The growth of a lively, flexible and commercial
environment is critical to the long-term growth of the
Airport as a national gateway. This approach is in line with
commercial developments at airports across Australia and
the world.
Brindabella Business Park is one such example of
commercial development. Conceived as an aerospace,
117
defence and IT hub, the Park has become Australia’s most
sustainable business centre, incorporating a number of
landmark sustainable buildings.
Brindabella Business Park is recognised in the ACT
Government’s Economic White Paper and Canberra Spatial
Plan as a Major Activity Node.
Canberra’s major industry is Government Administration
and private sector office users, mostly serving
government. Canberra and region comprises less than
2% of Australia’s population however Canberra’s office
stock at 2 million square metres (NLA) comprises 9.2% of
Australia’s 21.7 million square metres (Property Council of
Australia, January 2009). Canberra Airport has developed
7.7% of Canberra’s office stock at January 2009.
Canberra’s early planners located the Airport close to the
city centre and the parliamentary triangle and away from
residential areas, giving the Airport a convenient location
and scope for long-term sustainability.
Canberra Airport | Preliminary Draft Master Plan 2009

Chapter ten | Development concept

and options
10.1 Intended uses of the Airport site
A wide range of uses of the Airport site are permitted
in this and previous Master Plans in order to achieve
Canberra Airport’s vision:

Our vision is to develop Canberra Airport as a first-class

facility by responding to the needs of business and the
community to serve the region’s evolving transportation,
business and development needs and to maximise
the growth of a wide range of aeronautical and other
businesses.

The importance of aviation and Canberra Airport’s intent

to promote the overall growth of aviation traffic and
services should not be underestimated. In addition to
these aviation uses, there is clearly a significant demand
for additional uses on the Airport site, evidenced by the
growth of Brindabella Business Park, Fairbairn and the
Majura Park Precincts. Canberra Airport intends to continue
with such commercial developments, implicit in which is
an extensive range of uses to allow flexibility in planning
to cater for changes in future demand. The planning vision
for each precinct is outlined in Section 10.2.

10.2 Indicative precinct planning vision

Following the privatisation of Canberra Airport in 1998, the
Airport obtained approval in the 1999 Master Plan for a
wide range of land uses in a variety of different precincts
to develop a diverse and vibrant airport. The indicative
vision for each of these precincts is presented below to
show the potential direction of development for each.
Of course, while Canberra Airport may extend, vary or
modify its existing buildings within each precinct, it will
only undertake such works in accordance with, and after
obtaining, all relevant approvals.

Some tenants sometimes desire that other tenants not be

located in proximity to their tenancy.8 If such a case arises,
tenants may be able to negotiate an exclusivity agreement
with Canberra Airport to restrict uses surrounding their site
on commercial terms. This Master Plan in no way gives
any tenants rights beyond those prescribed in their leases
and as required by law.

Retail is permitted and is intended to take place in

Brindabella Business Park, Majura Park and Fairbairn
precincts (unchanged from the 1999 Master Plan). Retail
is defined, as per the National Capital Plan, as “The selling

8
An example of such a tenant is a retail tenant who desires exclusivity over a
certain type of product, or a commercial or Government tenant with specific
security needs.

of goods and providing personal services in any quantity
and by any means other than by wholesale and includes
retail shops, restaurants, drink establishments, drive-in
facilities, bulky retailing, bulk landscape supplies, vehicle
sales, service stations, retail plant nurseries and produce
markets.” Retail in Majura Park and the Airport terminal
will include vibrant retail centres with a full range of uses
which may be associated with such centres. Retail in
Brindabella Business Park and Fairbairn will mainly provide
services and facilities to cater primarily for the workforce.
10.2.1 Airport Terminal and Pialligo Precinct
10.2.1.1 Airport Terminal
The Airport terminal precinct will be the main area for
processing arriving and departing passenger movements.
This precinct currently handles the vast majority of the
passenger movements through Canberra Airport, with a
small minority moving through the Pialligo Precinct, and
through Fairbairn.
The terminal building is currently close to capacity and
disjointed as it is split into a common user terminal
and a Qantas terminal. Agreement has been reached
with Qantas to build a new common user terminal
on the site which will meet projected demands for
passenger numbers to 2030 and beyond. The terminal
design will allow for future additions that can include
passenger processing facilities for international flights
and the integration of regional carriers in line with the
consolidation of Canberra Airport as a regional hub.
Like many modern terminals, the terminal will be
complemented by a wide range of facilities in the area.
These facilities may include services such as but not
limited to on-grade and structured car parks, taxi, bus
and hire car facilities, feeder ramps, offices, maintenance
facilities, food outlets, retail, hotels, showrooms, and
conference facilities.
The Southern Concourse Terminal and adjoining structured
car park are expected to commence construction shortly.
Subject to obtaining all approvals, including Major
Development Plans, the combined new terminal, new
roads and car parks are expected to be completed within
the next four years to enhance the quality and capability
of the Airport to service the airlines and the travelling
public. Over time the Terminal and airline apron will grow
towards the Qantas maintenance hangar (9 Brindabella
Circuit) in the south and the current General Aviation
119
Apron to the west. Please refer to Figures 9.1 and 10.2.
Further detail on the new terminal is provided at Chapter
8.
An area for the development of support activities is
provided adjacent to the terminal area, predominantly
within the Terminal and Pialligo precincts. Such facilities
are designed to cater for services needed by the users
and customers of the terminal. Terminal support facilities
include, but are not restricted to, airfreight services and
support serivces, catering and food outlet services, a hotel
(expected within five years), general maintenance and
special areas for RPT operations, retail facilities, rental
car facilities/maintenance, parking and administration,
fuel facilities and other support activities and services
necessary for the operation of the terminal and the
provision of RPT services.
This area is planned to provide a number of sites with
direct airside road access, and sites without direct airside
access as required. The progressive relocation of airfreight
and catering buildings and services to this area has been
needed prior to commencement of construction of the
terminal works.
10.2.1.2 Pialligo Precinct
The Pialligo Precinct, which currently incorporates much of
the General Aviation activity on the airport, is approaching
capacity and currently caters for a range of activities for
a variety of aviation, office and other uses. The terminal
expansion outlined above has meant that much of the
land in this precinct is required for airline operations and
associated support facilities. This requirement for land
within the Pialligo Precinct is likely to develop further as
airline operations continue to expand and there is further
need for further terminal and apron expansion. It should
be noted that land within the precinct is limited due to
the proximity of Pialligo Avenue, and the short distance
between Runway 12/30 and Pialligo Avenue, refer Figures
9.1 and 10.2.
The objective is to create an attractive landscaped setting
for the growth of a wide range of businesses in the
Precinct area. New buildings will be of a high quality
character similar to the existing higher quality buildings in
the Pialligo Precinct. Landscaping in the Pialligo Precinct
largely requires upgrading to a higher character with the
removal of existing trees and their replacement with
younger, more durable, stock. This area will be developed
 Canberra Airport | Preliminary Draft Master Plan 2009

Figure 10.1
Figure 10.1 AIRPORT MASTER PLAN CURRENT INFRASTRUCTURE
CANBERRA
Canberra Airport MASTER PLAN CURRENT INFRASTRUCTURE

D
AR
JUR
MA

MAJURA
PARK

A RD
MAJUR
FAIRBAIRN
GOLF COURSE
FAIR
B
AIRN
AVE

NO
M
AD FAIRBAIRN
DR PIALLIGO
PRECINCT
TO
CANBERRA CITY PI
AL
LIG
O
AV
E

BE
LT
AN
A
AIRPORT
RO
AD
EXI
T

TERMINAL
DR
A
OR
EN
GL
PIALLIG
O AVE

EXI
T

Legend
Current buildings

Under Construction
BRINDABELLA
BUSINESS PARK Approved development
PIA

Proposed developments
LLIG

within 5 years
OA

GLENORA DR

Proposed developments
VE

GLENORA within 20 years

Airport boundary
Note: This plan is indicative only - actual developments and
the timing and placement of those developments will be
subject to demand, detailed planning and the obtaining of
relevant approvals.

TO
QUEANBEYAN
 121

further to open up a range of sites and to further expand
activity. As part of this redevelopment, the main access
route through the Pialligo Precinct may be realigned to
the east along the existing alignment of Drake Street.
Landmark, larger scale, commercial buildings may also
be developed, including at the current gateway to the
Airport and at the corner of Pialligo and Fairbairn Avenues.
As pressure develops on existing sites, further sites will
also be opened up in other precincts to allow for greater
growth and the expansion of aviation operations.
As previously discussed, freight and other support services
are likely to become an increasingly large use for this area
as the Airport develops as an important freight hub in
the context of an evolving East Coast Airfreight Network
(refer Aviation Green Paper December 2008) and as the
proposed new terminal is developed and completed.
The southern half of this Precinct presents opportunities
to develop an ‘airport park’ commercial zone providing
a new, attractive frontage to Pialligo Avenue between
Fairbairn Avenue and the entrance to the Airport.
Future road access to the Pialligo Precinct is likely to be
made from Pialligo Avenue associated with the new
Terminal and to Fairbairn Avenue in response to the
current road upgrades.
The range of land use opportunities forecast for the Airport
Terminal and Pialligo Precinct within the next 20 years are
as set out in Table 10.1.
10.2.2 Brindabella Business Park
Development of a vibrant, flexible and supportive
commercial environment is essential to the long-term
growth of Canberra Airport as a commercial entity.
Commercial development generally associated with
airports throughout Australia and overseas and permitted
at Canberra Airport includes but is not limited to hotels,
conference centres, service stations, food and beverage
outlets, retail, offices, reservation centres and business
park.
Brindabella Business Park has allowed a significant

Table 10.1
Airport Terminal and Pialligo Precinct: indicative land use table

Category Permitted and Intended Uses Include

Transport Facility Airport and aviation uses

Air/Road Freight Terminals and Depots, Management/Distribution/

Freight Transport Facility
Handling, Storage, Warehouse

Industry Environmental, In Bond/Tax Free Zone, Food and Beverage

Food and Beverage Sales, Personal Service Establishment, Retail, Offices,

Facilities to Public, Tenants and Staff Financial Establishment, Communication Facility, Cultural Facility, Club,
Consulting Rooms, Community Facility (including childcare), Wholesale

Commercial Accommodation and

Hotel/Motel, Food and Beverage, Functions, Seminars, Service Station
Tourist Facility

Defence Offices and Facilities

Defence Installation
Sales and Service of Defence Products

Broadacre Broadacre

Advertising Interior and External Signs, Marketing Products and Services

Figure 10.2
Figure 10.2
AIRPORT TERMINAL
Airport TerminalAND
andPIALLIGO
PialligoPRECINCT
Precinct

RD
A
R
AJU
M
Canberra Airport | Preliminary Draft Master Plan 2009

RPT APRO
EXPANSION N
PIALLIGO ZONE
AIRPORT
PRECINCT TERMINAL
TERMINAL
EXPANSIO
N
POTENTIAL ROAD WESTERN
ALIGNMENT CONCOURSE
TERMINAL
SOUTHERN
POTENTIAL ROAD CONCOURSE
ALIGNMENT STRUCTURED
CAR PARK TERMINAL

EX
PIALLIGO AVE
PA
RP NSIO
TA N

TER
STRUCTURED

MI
CAR PARK
PR ZON
ON E

NA
L EX
PA
NS
ION

Legend
ROAD LAYOUT
TO BE RESOLVED

PI
Current Buildings

AL
L
IG
O
Under construction

AV
E
Approved development

Proposed developments
BRINDABELLA within 5 years
BUSINESS PARK Proposed developments
within 20 years

Future aviation expansion

Potential future road alignment

Note: This plan is indicative only - actual developments and

the timing and placement of those developments will be
subject to demand, detailed planning and the obtaining of
relevant approvals.
 123

diversification of the uses across Canberra Airport.
Brindabella Business Park was conceived as an aerospace,
Defence and IT hub and has developed into a multi-use
zone, largely for a wide range of office accommodation
but also for a range of uses such as small scale retail,
aircraft maintenance and other services.
Brindabella Business Park has developed since its inception
in 2000 into Australia’s most sustainable business park,
and incorporates a number of landmark sustainable
buildings. It is now part of the Canberra Airport major
activity node as outlined by the ACT Government in the
Economic White Paper and the Canberra Spatial Plan.
Brindabella Business Park is approaching its current
planned capacity, with opportunities now available for
the development of up to three additional buildings of
a similar scale to the existing buildings. Please refer to
Figure 10.3. Additional parking may be provided by way of
structured car parks on the existing car parks if required.
Other Use offices permitted under Broadacre) would not
exceed 120,000m2 NLA. This control may be reviewed in
or after 2010 as a minor amendment to the Master Plan,
or at any time as part of a new Master Plan.
The range of land use opportunities forecast for
Brindabella Business Park within the next 20 years are as
set out in Table 10.2.
10.2.3 Majura Park
Majura Park currently contains a variety of retail services,
including a shopping centre and supermarket, as well as
a major office park. The focus for the Precinct has been
for destinational and local workforce retail uses and large
scale offices. This Master Plan confirms that Majura Park
will be the only Airport precinct, external to the passenger
terminal retail area, with a shopping centre (incorporating
a large number of small tenancies) over 5,000m2 Gross
Lettable Area (GLA).

It is acknowledged in this Master Plan that office use in Majura Park will form a commercial hub for Canberra
Brindabella Business Park (excluding Primary Use and Airport. The vision for this precinct is for a mixed use

Table 10.2
Brindabella Business Park: indicative land use table

Category Permitted and Intended Uses Include

Transport Facility Airport and aviation uses

Air/Road Freight Terminals and Depots, Management/Distribution/

Freight Transport Facility
Handling, Storage, Warehouse

Industry Environmental, Food and Beverage

Food and Beverage Sales, Personal Service Establishment, Retail (small

Facilities to Public, Tenants and Staff scale), Offices, Financial Establishment, Communication Facility, Cultural
Facility, Club, Consulting Rooms, Community Facility (including childcare)

Commercial Accommodation and

Hotel/Motel, Food and Beverage, Functions, Seminars, Service station
Tourist Facility

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

Broadacre Broadacre

Advertising Interior and External Signs, Marketing Products and Services

Figure 10.3
Figure 10.3
BRINDABELLA BUSINESS
BRINDABELLA BUSINESSPARK
PARKPRECINCT
Precinct
Canberra Airport | Preliminary Draft Master Plan 2009

Legend
Current Buildings

Under construction

Approved development

Proposed development within 5 years

Future aviation expansion

Note: This plan is indicative only - actual developments and

the timing and placement of those developments will be
subject to demand, detailed planning and the obtaining of
relevant approvals.
 125

area, capitalising on the retail and office opportunities
that exist for the Precinct, and developing Majura Park as
a vibrant, exciting business, office, industry, leisure and
retail zone. This will become a signature development
and will provide a striking and distinctive contemporary
design. Buildings will be set behind major walkways or
landscaped settings, with large amounts of car parking to
allow for the variety of uses. Access to the Precinct is from
Majura Road. Please refer to Figure 10.4.
Majura Park may also be developed over time to include
aviation and aviation support facilities to respond to the
needs of aviation users.
The range of land use opportunities forecast for Majura
Park within the next 20 years are as set out in Table 10.3.
10.2.4 Fairbairn precinct
Fairbairn is comprised largely of the land occupied by the
former RAAF Base Fairbairn. The base was vacated by the
Department of Defence in May 2004, with the exception
of the 34 Squadron Special Purpose Aircraft fleet. Since
that date, the focus has been on the rejuvenation of
the Precinct, the refurbishment of the useable buildings
in Fairbairn and the development of additional major
uses such as a number of office buildings. Future land
purchases or rights to the north, east, or north-east will be
incorporated in this Precinct (note that any development
on these lands is conditional upon purchasing the land,
obtaining a lease over the land or obtaining consent from
the landholders or leaseholders).
The Department of Defence and the Commonwealth
Government (when in opposition) publically canvassed the
opportunity of selling Fairbairn Golf Course which directly
adjoins Fairbairn. The Airport has expressed an interest in
purchasing the Commonwealth interest in the golf course
and entering into a lease with the golf club. The ongoing
compatible use of this land, which expanding Airport
operations outlined in this Master Plan is important so as
not to conflict nor constraint aviation growth.
Fairbairn is currently accessed from Pialligo Avenue to the

Table 10.3
Majura Park: indicative land use table

Category Permitted and Intended Uses Include

Transport Facility Airport and aviation uses

Air/Road Freight Terminals and Depots, Management/Distribution/

Freight Transport Facility
Handling, Storage, Warehouse

Industry Environmental, In Bond/Tax Free Zone, Food and Beverage

Food and Beverage Sales, Personal Service Establishment, Retail (including

shopping centre), Offices, Financial Establishment, Communication Facility,
Facilities to Public, Tenants and Staff
Cultural Facility, Club, Consulting Rooms, Community Facility (including
childcare), Wholesale

Commercial Accommodation and

Hotel/Motel, Food and Beverage, Functions, Seminars, Service Station
Tourist Facility

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

Broadacre Broadacre

Advertising Interior and External Signs, Marketing Products and Services

Figure 10.4
Figure 10.4
MAJURA
MAJURAPARK PRECINCT
PARK Precinct

MU
Canberra Airport | Preliminary Draft Master Plan 2009

STA
NG
AV
EN
UE

LANCASTER DRIVE

UE
VEN
GAN
STA
MU
CAT
ALIN
AD
RIV
E DAKOTA DRIVE

SPITFIRE AVENUE
CATALINA DRIVE

Legend
MA
JUR

ACE
AR
OA
D Current Buildings

TER PL
LANCAS
Under construction

WELLINGTON PLACE
Approved development

Proposed development within 5 years

Future aviation expansion

Note: This plan is indicative only - actual developments and

the timing and placement of those developments will be
subject to demand, detailed planning and the obtaining of
relevant approvals.

south via Glenora Drive. This Master Plan also proposes
a second access road from Majura Road to the north
as indicated in Figure 11.12. For this new access road
to be built, land is expected to be acquired from the
Commonwealth. This is expected to happen in the short
term.
Fairbairn urban character and historic value
With the recent upgrades to the landscaping and the
rejuvenation of gardens and main avenues, Fairbairn
now has an outstanding urban character and a unique
manicured feel. Over time, the landscaping will develop a
more urban feel as the number of people using Fairbairn
increases.
Elements of the Fairbairn precinct were listed on the
Register of the National Estate on 20 May 2003. As a
consequence of this listing and respective changes to the
EPBC Act, Canberra Airport has commissioned Graham
Brooks and Associates to produce the Fairbairn Heritage
Management Plan (FHMP). Section 15.4.10 outlines the
statutory amendments that have necessitated the FHMP.
The FHMP will be processed during the public consultation
period of this Preliminary Draft Master Plan with the
Department of Environment, Water, Heritage and the
Arts (DEWHA) prior to its approval. It is intended that the
approved FHMP will guide future development within the
Fairbairn precinct.
The intent at Fairbairn, like other Airport precincts, is to
maintain the buildings and other infrastructure to a quality
standard necessary to meet the demands of modern
tenants. In some cases, this involves restoring older
buildings where viable, while in other cases wholesale
demolition and redevelopment of derelict building sites is
required. Canberra Airport has already undertaken a major
upgrade program to re-present Fairbairn since Defence
vacated in May 2004. These works include:
• The removal of all portable, demountable and
temporary buildings (with over 50 such structures
already removed from Fairbairn);
• The renovation and provision of new landscape within
roadways, verges and around buildings (including the
remedial works to trees that died or were severely
impacted by the drought during 2002/03, which was
compounded by the decision by the Department of
Defence to turn off the irrigation);
127
• The renewal of primary infrastructure services and the
provision of new infrastructure as required;
• The refurbishment and/or adaption to new use of
over 40 buildings (including adaptive reuse of six
buildings of heritage interest); and
• The construction of five new buildings.
The preliminary assessment from Graham Brooks and
Associates has indicated elements that demonstrate direct
contribution to Commonwealth heritage values and retain
the ability to demonstrate significance. These elements
include (but are not limited to) the roadway layout with
axial alignment, the avenue of trees along the primary
roadways, the open campus style development character,
and the relationship of development and aviation
activities.
The Fairbairn Heritage Management Plan (FHMP), will be
processed during the public consultation period of this
Preliminary Draft Master Plan with the Department of
Environment, Water, Heritage and the Arts (DEWHA). When
approved by DEWHA the FHMP will provide guidance and
direction for the ongoing management of the landscape
character and building maintenance, including guidelines
on the demolition and reuse of those elements having
heritage significance.
The Airport has identified some buildings, of heritage
interest, for demolition within the next five years. These
buildings include:
• The former Sergeants Mess, now disused and run
down.
• The former Cinema, now gymnasium
• The former Bellman hanger, now warehouse
• The former Gun Testing Structure, now disused squash
court and run down
• The former Staff College, now disused and run down
• The former Photographic Store, now disused and run
down.
Some of these buildings will require demolition for
roadworks and aviation infrastructure.
It is noted that an approval has been granted for the
demolition of the former Transport Building, due to the
Canberra Airport | Preliminary Draft Master Plan 2009
high amount of asbestos public safety was the primary
concern.
Fairbairn aviation facilities
Fairbairn has ample opportunities for the expansion of
aviation operations. Already the Special Purpose Aircraft
fleet, the ACT Emergency Services Air Wing and the
AFP Air Wing have moved to the Precinct, and the new
ACT Emergency Services headquarters is to relocate to
the Precinct. Fairbairn will also continue to play a role
in providing aviation services for the Airport. There is
particular opportunity for non-regular public transport
facilities to be located in this Precinct. Freight users will be
targeted for this Precinct as there are ample opportunities
for this use. Major aviation services may be located largely
immediately to the south of the existing apron towards
Runway 12/30, with further expansion also to the north
of the current aviation operations towards and beyond the
run-up bay off Taxiway Alpha. Please refer to Figures 9.1
and 10.5.
Fairbairn will also be the key area for the development of
further general aviation infrastructure and services. In this
regard, Canberra Airport will continue to discuss services
and facilities to be provided in that area with existing
general aviation users at the Airport.
Fairbairn commercial development
Fairbairn will be developed as a vibrant and diverse
mixed-use zone with a large variety of different uses.
There is an increasing focus for tenants with high security
requirements in the Majura Valley. Part of the vision for
Fairbairn is to provide an opportunity for such tenants, and
attract major security, Defence, public and private sector
and other tenants uses requiring such infrastructure, along
with other office tenants who may be attracted to the
Precinct. An office and mixed use zone will be developed
without impact on aviation operations.
Canberra Airport has also been approached by flight
schools to establish a training college with on-Airport
accommodation. This may involve a range of education
and training facilities in Fairbairn over time and may
include a training school and aviation college.
Fairbairn will also capitalise on the existing conference and
training facilities by attracting tenants, operators and other
users who may wish to use such facilities or be located in
this area. This is likely to include tourism, small scale retail,
hotel and other commercial accommodation. Finally, there
is opportunity for a vibrant diversity of other uses such as
light industrial, maintenance and warehousing.
There are currently a number of accommodation buildings
located in Fairbairn which were used to accommodate
members of the RAAF. These buildings are currently used
for accommodation. This use will continue through the
medium term. Some accommodation will be demolished
or relocated in time to make way for new higher order
uses. Note that there are restrictions on residential
development under the Airports Act regime.
The range of land use opportunities forecast for Fairbairn
within the next 20 years are as set out in Table 10.4
below. Development at Fairbairn will be gradual and
incremental in response to user demand. Certainly,
development of the precinct is likely to take significantly
longer then 20 years.
10.2.5 Glenora precinct
This essentially undeveloped area adjoins the access road
to Fairbairn precinct, Glenora Drive. Please refer to Figure
10.6. It plays an important role in terms of air navigation
facilities and the Airservices Australia Fire Station.
It is likely that the existing navigation facilities will be
moved further south with the movement of the Runway
35 threshold within the next five years.
There is significant opportunity to develop a mixed
use zone, which will incorporate a wide range of uses
including a General Aviation area, along with small scale
retail and office uses, without impacting on aviation or Fire
Station operations.
The range of land use opportunities forecast for Glenora
Precinct within the next 20 years are as set out in Table
10.5.
10.3 Permitted land uses in the Airport
precincts
The permitted land uses by precinct at Canberra Airport are
now set out in Section 10.2. The format of these permitted
land uses was created in response to the National Capital
Authority comments to the 1999 Preliminary Draft Master
Plan, at which point an Appendix was redrafted to provide
a table of potential uses for each of the then four Airport
precincts; North East (now Fairbairn), South East (now
 129

Table 10.4
Fairbairn precinct: indicative land use table

Category Permitted and Intended Uses Include

Transport Facility Airport and aviation uses

Air/Road Freight Terminals and Depots, Management/Distribution/

Freight Transport Facility
Handling, Storage, Warehouse

Industry Environmental, In Bond/Tax Free Zone, Food and Beverage

Educational Establishment, Scientific Research Establishment, Cultural Facility,

Community Facility Hospital, Health Care, Institutional Use, Church Use, Community Facility
(including childcare)

Food and Beverage Sales, Personal Service Establishment, Retail (small

Facilities to Public, Tenants and Staff scale), Offices, Financial Establishment, Communication Facility, Club,
Consulting Rooms, Wholesale

Hotel/Motel/Military Accommodation, Food and Beverage, Functions,

Commercial Accommodation and
Seminars, Training Accommodation, Education Accommodation, Service
tourist facility
Station

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

Single and/or multiunit dwellings (pre-existing accommodation only - the

Accommodation
Airports Act prohibits new residential development on Airport)

Broadacre Broadacre

Advertising Interior and External Signs, Marketing Products and Services

Aero Services Fire Services, Air Safety, Air Traffic Control Services, Meteorological Services

Glenora precinct), South West (now the Terminal and
Pialligo Precincts plus Brindabella Business Park) and North
West (now Majura Park).
The land use definitions are now contained in Appendix 1.
Developments will be permitted if they conform with this
land use table, set out for each precinct in Section 10.2.
Development uses which are not specified in a particular
precinct and/or land use category may be permitted on
a case-by-case basis, following consideration by Canberra
Airport as to whether the proposed use is consistent with
the general theme of the precinct and is in keeping with
the types of activity listed in the land use category. Section
10.2 does not limit the land uses set out or existing use
permitted activities in the precincts but rather provides an
indicative precinct development vision.
If a major development plan is required, then the
proposed development will also require the approval
of the Minister for Infrastructure, Transport, Regional
Development and Local Government.
Figure
Figure
10.510.5
FAIRBAIRN PRECINCT
FAIRBAIRN Precinct

FAIRBAIRN GOLF
COURSE

GLENBROOK LANE
LAVERTON AVENUE
Canberra Airport | Preliminary Draft Master Plan 2009

LAVERTON AVENUE

PEARCE AVENUE
FAIRBAIRN AVENUE
AMBERLEY AVENUE

RICHMOND AVENUE
RICHMOND AVENUE

EWART STREET
POINT COOK AVENUE

FAIRBAIRN AVENUE
TINDAL LANE

Legend
Current Buildings
FAIRBAIRN APRON
Airport boundary

Approved development
TO
PIALLIGO AVE Proposed development within 5 years
GLENORA DRIVE

Proposed development within 20 years

Future aviation expansion

Approved demolition site

Potential future road development

Note: This plan is indicative only - actual developments and

the timing and placement of those developments will be
subject to demand, detailed planning and the obtaining of
relevant approvals.
 131

Table 10.5
Glenora precinct: indicative land use table

Category Permitted and Intended Uses Include

Transport Facility Airport and aviation uses

Broadacre Broadacre

Advertising Interior and External Signs, Marketing Products and Services

Aero Services Fire Services, Air Safety, Air Traffic Control Services, Meteorological Services

Food and Beverage Sales, Personal Service Establishment, Retail (small

scale), Offices, Financial Establishment, Communication Facility, Cultural
Facilities to Public, Tenants and Staff
Facility, Club, Consulting Rooms, Commercial Accommodation (including
childcare), Community Facility

10.4 External planning context and The first potential issue is that of road access. Canberra
potential conflicts
The design and planning of the National Capital located
the Airport close to the city centre and the parliamentary
area, while ensuring flight paths were well away from
residential areas. This has resulted in a convenient and
long-term sustainable airport.
The Airport surrounds comprise Broadacre use policy areas
defined by the ACT Territory Plan and the National Capital
Plan. The Majura ridge provides an important natural
separation between north Canberra, the city centre and
the Airport. Co-ordination will be required to ensure the
changing needs and requirements of the Airport facility are
taken into account in future planning of Canberra’s growth
and development.
From time to time, sections of land may be purchased
adjoining or near the Airport site for future airport growth
or access. This land may be incorporated in the Airport
lease subject to the approval of the Department of
Infrastructure, Transport, Regional Development and Local
Government. Any land incorporated in the lease will be
included in the most relevant precinct unless a minor
variation to this Master Plan is undertaken.
There are two potential conflicts between the commercial
development at the Airport and the surrounding areas.
Airport has had a very positive relationship with the
ACT Government in ensuring that proper road access is
provided not only to the Airport but on the major regional
roads past and nearby the Airport. It is not expected that
road access will be an issue once current road upgrades
and future proposals are complete. This issue is addressed
in Chapter 11. The second is environmental, for example,
stormwater flows. It is not expected that there will be any
significant environmental issues provided the procedures
outlined in the approved Environment Strategy and the
Water Management Plan are maintained. This is addressed
in Chapter 15.
External to the Airport site, but of importance to the Airport
surrounds and to the Majura Valley area, are:
• land use planning under aircraft flight paths;
• design and staging of the proposed Monaro Highway
Extension through to the Federal Highway (formally
known as the Majura Parkway) and access from the
Monaro Highway extension to the Airport;
• planning of Pialligo and the Beltana Road area
adjoining Pialligo Avenue, including the duplication
of Pialligo Avenue and the grade separation of the
terminal road intersection with this road;
• environmental planning, particularly in relation to
Figure 10.6
Figure 10.6
EX
GLENORA PRECINCT IT

GLENORA Precinct
Canberra Airport | Preliminary Draft Master Plan 2009

GLENORA

GLENORA DRIVE

Legend
Current Buildings

Proposed development
within 20 years

Future aviation expansion

Note: This plan is indicative only - actual developments and

the timing and placement of those developments will be
subject to demand, detailed planning and the obtaining of
relevant approvals.
 133

habitat protection areas and floodplain issues; 10.5.2 Advertising signs (billboards and other
advertising signage and concepts)
• stormwater detention, to protect the runway from
flooding and debris, which has the potential, if It is intended to develop commercial advertising and
not provided properly, to be a danger to aviation signage facing into and out of the Airport. Terminal
operations; advertising will be largely integrated into the interior and
exterior design of the buildings, landscaping, car parking or
• road connections, including duplication of Pialligo roadways, and be of a high graphic standard.
Avenue as well as other roads to Kowen;
Advertising billboards and other advertising signage and
• land use planning of the Majura Valley area in concepts visible from internal and external roadways
conjunction with the Airport development; and and the Airport will incorporate a wide range of designs
to maximise the visual impact of the billboards. These
• long-term design, alignment and timing of the high-
structures will be illuminated subject to aviation regulatory
speed rail link between Sydney and Canberra.
requirements.
10.5 Signage policy
Airports in Australia have developed with commercial
signs (including billboards) inside and outside terminal
buildings. In keeping with the objective of developing
a commercial environment, the Master Plan proposes a
commercial signage regime that would be controlled to
optimise signage values, income and quality.

10.5.1 General and tenant signs

Signs allowed subject to Canberra Airport’s written

approval will include:

• business name and logo;

• advertising;

• ground transport and traffic signage;

• precinct signage;

• safety, security and hazard signage as required; and

• other signs deemed appropriate to the Airport’s

presentation.

Identification signs required by airfreight, air support

facilities, rental car business and General Aviation services
will be standardised by use and area.

Ground transport and traffic signage will be integrated

with accepted standard design and colours as adopted in
the ACT. All parking areas will be clearly signed as part of
the ground transport signage system, including car rental
parking areas. Signage and identification of specific car
rental parking areas will be visible, while not dominating
the land transport signage.
Canberra Airport | Preliminary Draft Master Plan 2009

Figure 10.7
EXTERNAL
Figure 10.7
EXTERNAL PLANNING
PLANNING CONTEXT
CONTEXT
EXTERNAL PLANNING CONTEXT

N
NSIO
EXTE
WAY

04
HIGH
ARO
MON

Legend
ENT

ROAD

09
LIGNM

01 Duplication of Monaro Highway

MAJURA

01 from the Molonglo River to

VHST A

Federal Highway

12 02 02 Kowen Parkway link between

Kowen, Airport and Civic

CAMPBELL 03 New access to the north of

PARK OFFICES 15 Fairbairn to join Majura Road,
03 Kowen Parkway and Monaro Hwy

04 Potential VHST alignment

12
05 Stormwater detention basins
14
06 Expansion and/or reservation of
05 airport lands to cater for future
growth, outside the existing
07 airport boundary
FA
IR
BA

07 Future access to Majura Park

IR

06
N
AV
EN

08 Realignment of entrance(s) to
UE

Fairbairn precinct
15 13
17 09 Land use planning in High Noise
10 14 05 Corridor

11 10 Realigned connection between

Nomad Drive and Fairbairn
Avenue
TERMINAL
11
Additional Pialligo Avenue
entrance
PIALLIGO 14 06
VILLAGE 12 Protection of threatened flora and
08 fauna

13
Landside road to provide better
15 06 within airport access
14 Runway End Safety Area (RESA)

14 15 Public Safety Zones

16 PIALLIGO AVENUE 16 Realignment of Pialligo Avenue

for runway extension
15
06 17 Upgrade of Kings Avenue and
T

Parkes Way intersection

MEN

FYSHWICK
LIGN

Note: This plan is indicative only - actual developments and

INDUSTRIAL AREA the timing and placement of those developments will be
subject to demand, detailed planning and the obtaining of
A

relevant approvals.
04
VHST

09
 135

Chapter ELEVeN
road access issues
Canberra Airport | Preliminary Draft Master Plan 2009

Chapter eleven | Road access issues
Canberra Airport lies at a key location on Canberra’s
Eastern ring road and only eight minutes from Canberra’s
CBD. As such, the Airport is strategically located for
developing a major activity node.
Being so close to the CBD, as well as having such a large
number of residents (particularly from Queanbeyan,
Tuggeranong and Gungahlin) drive past or nearby the
Airport every day, the Airport is a key location to minimise
drive times and travel distance, and for sustainable
transport initiatives.
137
This Master Plan outlines the significant work underway
to upgrade the roads around the Airport, including work
funded partly or wholly by Canberra Airport, to cater for
increased regional traffic as well as traffic to and from
Canberra Airport. A future northerly extension of the
Monaro Highway from the Molonglo River to the Federal
Highway is also expected to alleviate increased traffic
demand that is currently using Majura Road and the
Majura interchange.
Canberra Airport | Preliminary Draft Master Plan 2009

Chapter eleven | Road access issues

Canberra Airport lies at a key location on Canberra’s

Eastern ring road and only eight minutes from Canberra’s
CBD. As such the Airport is strategically located for
developing a major transport hub and activity node. Being
so close to the CBD, as well as having such a large number
of residents (particularly from Queanbeyan, Tuggeranong
and Gungahlin) drive past or nearby the Airport every
day, makes the Airport a key location to minimise drive
times and travel distance, and for sustainable transport
initiatives both as an aviation transport hub and a regional
employment node.

Major upgrades to the roads around the Airport, most due

for completion in 2009, also means that the road system
will be able to handle increased growth in road traffic,
due especially to the increasing population of Gungahlin,
currently close to 40,000 and growing at over 6% p.a.

The Canberra Spatial Plan 2004, The Canberra ‘Y’ Plan 1970
and the 1984 Metropolitan Plan all identified the Monaro
Highway between the Federal Highway and Tuggeranong
Hill as a key piece of infrastructure in the future of
Canberra. The Spatial Plan added the Kowen Parkway
proposal linking and intersecting with the Monaro Highway
as the major future road for metropolitan Canberra.

The ACT Government recently commenced ACTION bus

services to complement existing Deane’s Buslines services,
meaning that the Airport is very well connected by public
transport, with services to the following locations:

1. Civic (via Russell) (Express) - ACTION Route: 737

2. Belconnen (via Civic and Campbell Park) - ACTION

Route: 10

3. Woden (via Capital Hill and Duntroon) - ACTION Route:

28

4. Gungahlin (Express) - ACTION Route: 757

5. Tuggeranong (Express) - ACTION Route: 786

6. Civic - Deane’s Buslines Route: A1

7. Queanbeyan - Deane’s Buslines Route: 834

Regional bus services from the Airport also provide

connectivity to the South Coast, Snowy Mountains and
Yass. Current negotiations are advanced to also connect
to Wagga Wagga and further up and down the NSW south
coast providing more regional communities greater access
to affordable air routes. Please refer to Figure 5.4.

On completion of the road upgrade works, expected later
in 2009, both on- and off-road cycle paths will connect the
Airport terminal, Brindabella Business Park and the Glenora
Drive intersection (to Fairbairn) to the Canberra cycle path
system. Please refer to Figures 11.3, 11.6 and 11.9. The
Airport’s northern access road proposal from Fairbairn to
Majura Road also includes on-road cycle lanes.
11.1 External road connections
Access to the Airport from Canberra City is currently via
Morshead Drive, Fairbairn Avenue and Pialligo Avenue;
from Tuggeranong/South Canberra via the Monaro
Highway; from Gungahlin/North Canberra via Majura Road
and Fairbairn Avenue; and from Queanbeyan via Pialligo
Avenue.
In terms of the 1970 “Tomorrow’s Canberra Y Plan” and
the July 1984 Metropolitan Canberra Plan, the Majura
Valley was identified as a major North/South by-pass
road of Canberra, served by the Eastern Parkway (ring
road of Central Canberra). Refer to Figure 11.1. In the
metropolitan and regional context, the road network
through the Majura Valley is designed and planned to
carry:
1. Metropolitan and regional commuter traffic as a rapid
bypass of the urban areas of Gungahlin, North and
South Canberra, Woden and Tuggeranong
2. Heavy vehicle bypass and rapid heavy vehicle
connectors between the industrial suburbs of Hume,
Fyshwick and Mitchell.
3. Interstate heavy and light vehicle bypass of the
urban areas of Canberra between Sydney, Southern
Highlands, the Snowy and the NSW far South Coast.
4. Rapid vehicle connections between the urban areas
of Canberra to Queanbeyan and the Kings Highway
to the South Coast at Batemans Bay and to the
Shoalhaven region via Braidwood and Neriga.
11.1.1 Majura Valley Roads Roundtable outcomes
Prior to the upgrade of the roads throughout the Majura
Valley in 2007/09, the ACT Minister for Transport
established the Majura Valley Roads Roundtable, on 29
June 2006. The Roundtable was tasked with identifying
upgrades to roads through the Valley and outline how
these upgrades could be undertaken. The Roundtable
9
Canberra Airport Roads Working Group Report, ACT Government, October 2006.
10
Jon Stanhope MLA, Chief Minister, letter to Stephen Byron, 15 January 2008.
139
found that the overwhelming reason for the increase in
traffic through the Valley is the significant increase in traffic
from Gungahlin travelling along Majura Road to access
Southern Canberra.9 As stated by the Chief Minister Jon
Stanhope, “while the development of the airport adds to
the level of traffic on these roads it [the Airport] is not the
cause for the congested network of the roads during peak
periods.”10
As a result of the completion of Horse Park Drive in
February 2004, the traffic along Majura Road more than
quadrupled from some 4,100 cars per day to over 18,000
cars per day. The completion of Horse Park Drive means
that Majura Road is now part of the main Eastern ring road
around Canberra, linking Gungahlin traffic with Civic, South
Canberra, Woden and Tuggeranong, but as a consequence
creating pressure on the system of intersections in the
Majura Valley, including roads around the Airport.
By itself, this surge of regional traffic on Majura Road
would not be problematic but for it meeting the 28,000
cars per day (2006) on Pialligo Avenue, as well as the
traffic on Fairbairn Avenue. All of these intersections
operate well beyond capacity with substantial delays
at both the morning and evening peak periods. These
roads, making up the Majura Interchange, experience over
50,000 vehicle movements per working day. Over 9.5% of
these vehicles are heavy freight, and local and interstate
trade movements, due to Majura Road’s designation by
the ACT Government as the heavy vehicle bypass of urban
Canberra.
The ACT Government Roundtable established a staging
plan to properly accommodate the traffic through the
Majura Valley as Canberra grows in response to the ACT
Government’s Spatial Plan (refer Section 4.2), a near
tripling of the population in Gungahlin from 33,000 to
90,000 people, a commencement of the residential
areas of Molonglo and Kowen, the works outlined in this
Master Plan, as well as a number of other off-Airport
developments over the next 20 years.
The ACT Government announced $15 million in funding
in the June 2006 ACT Budget to undertake Stage 1 of
the works. This initial staging involves the duplication of
components of Pialligo Avenue, Fairbairn Avenue and
Morshead Drive, as well as additional lane capacity on the
remainder of Morshead Drive. Modelling commissioned
for the Roundtable demonstrates that completion of
the initial works is expected to decrease the East-West
 Canberra Airport | Preliminary Draft Master Plan 2009

9.2
Figure 11.1
POSSIBLE
Figure 11.1 FUTURE
CANBERRA RUNWAY
AIRPORT ANDCONTEXT
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Canberra Airport Regional Context

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travel time from eight minutes to three minutes, and will
accommodate growth of the Airport as outlined in this
Master Plan. The last remaining section of Pialligo Avenue
is also now being duplicated for completion in mid-2009
following additional funding by the ACT Government.
The modelling undertaken for the Roundtable
demonstrates that the planned road system (See Figure
11.2) can adequately handle the large amounts of traffic
planned throughout the Majura Valley (including traffic
as a result of this Master Plan), as well as additional
traffic loads from Gungahlin and the region as originally
planned in the 1970 “Y Plan” and the 1984 Metropolitan
Plan. The micro-simulation results by travel direction with
the planned road network are shown in Table 11.1 and
Figure 11.3. These demonstrate that not only can the road
network adequately handle the growth proposed in this
Master Plan, but also the much more significant growth in
Gungahlin and the Majura Valley.
Stage 2 of the Roundtable plan will now result in the
extension of the Monaro Highway (formerly the Majura
Parkway) as a grade separated duplicated road from the
Molonglo River to the Federal Highway (funding for the
design of this road was included in the 2004 ACT Budget).
These works are not required in response to this Master
Plan. They are required, however, in response to urban
growth in Gungahlin and the broader Region and the
growth in heavy interstate freight vehicles. Stage 1 of
the Monaro Highway upgrade, due to commence in July
2009 at the Molonglo River, is planned for completion in
late 2010. The Commonwealth Government has allocated
budget funds via Auslink and the ACT Government via the
ACT Budget.
11.1.2 Upgraded intersections at the Airport – ACT Government redirected these funds towards the
1998-2009 cost overrun of the Gungahlin Drive extension to
External road connections in the vicinity of Canberra Airport
have been significantly upgraded since 1998 and will
continue to be upgraded within the next five to 20 years.
When the Airport was leased to Canberra Airport in May
1998 there were two existing connections to external
roads;
i. Ulinga Place with Pialligo Avenue, providing access to
the terminal (Figure 11.4).
ii. Glenora Drive with Pialligo Avenue, providing access
to Fairbairn (Figure 11.5)
141
The Airport has paid in full or significantly contributed to
the new or upgraded intersections as follows:
i East-West with Pialligo Avenue
a. The intersection of Pialligo Avenue and Glenora Drive
to Fairbairn now a traffic signalled intersection with
additional lane capacity (refer before Figure 11.5 and
after Figure 11.6). The Airport joint-ventured these
works in partnership with the ACT Government.
b. Molonglo Drive to Brindabella Business Park Southern
Offices: the Airport paid in full for the roundabout
connection (refer before Figure 11.4 and after Figures
11.8).
c. Brindabella Circuit to Brindabella Business Park: the
Airport paid in full for the roundabout connection
(refer Figures 11.8 and 11.9).
d. Caltex Service Station: the Airport paid in full for the
left in, left out intersection (refer Figure 11.7).
e. Upgrade of Pialligo Avenue, east of Beltana Road to
and including Brindabella Circuit intersection (refer
Figures 11.8, 11.9 and 11.13)
The Airport is joint venturing the cost of design and
construction of this multi-lane realignment and
upgrade of Pialligo Avenue adjoining the Airport. The
Airport is also project managing the construction,
which is due for completion March 2009.
The ACT Government previously allocated budget
funds in May 2000 for the duplication of Pialligo
Avenue with completion by mid 2002, however
these funds were never spent. In January 2006 the
Glenloch interchange west of Canberra City. New ACT
funds, capped at $7.5 million were allocated for this
section of road in the 2007 ACT Budget. The Airport
agreed to pay the balance of the design, construction
and project management costs over the capped $7.5
million. The works, which were originally expected
to cost $11.3 million but will now cost $14.6 million
meaning the Airport’s contribution is $7.1 million to
the works, include:
• Multi-lane, divided roadway including part on a
new alignment;
Canberra Airport | Preliminary Draft Master Plan 2009

Table 11.1
Micro-simulation Results – Expected travel time and
average vehicle speed

AVERAGE VEHICLE TRAVEL TIME AVERAGE VEHICLE SPEED

ROUTE 2006 2016 2031 2006 2016 2031

Pialligo Avenue 8 mins 7 mins 9 mins 23km/h 26km/h 22km/h

Majura Road/
Fairbairn Ave/
8 mins 3 mins 3 mins 28km/h 73km/h 75km/h
Morshead Drive/
Monaro Highway
Source: SMEC (2007) – Report for ACT Government Roads Roundtable.

• Separate public transport and goods vehicle entry
to new Terminal;
• Grade separated, newly-located intersection with
the new terminal development road system;
• Altered left-in, left-out access to and from the
Caltex Service Station;
b. Majura Road: two roundabout intersections providing
access to Majura Park, one to the south with Spitfire
Avenue, the other to the north with Mustang Avenue.
An additional left-in, left-out intersection with Majura
Road has been approved by ACT Roads and, when
built, these works will be at the full cost of the Airport
(refer before Figure 11.10 and after Figure 11.11).

• Afternoon commuter peak traffic signal system
managing the Brindabella Circuit round-about exit
with Pialligo Avenue traffic driving east to the
region, including Queanbeyan; and
• Closure of Ulinga Place and demolition of
the existing roundabout and some existing
Pialligo Ave pavement made obsolete by the
new alignment and upgrade works. The ACT
Government has informed the Airport that the
Ulinga Place intersection land, once rendered
obsolete by the new alignment and road upgrade
works will be denied road access from Pialligo
Avenue now and in the future.
ii North-South with Fairbairn Avenue and Majura population in Canberra and Queanbeyan will rely heavily
Road
In 1998 there were no formal connections from Fairbairn
Avenue or Majura Road to the Airport (Figure 11.10).
Since 1998, the Airport has paid in full for the following
intersections:
a. Fairbairn Avenue: two left-in, left-out intersections,
one at Nomad Drive to service the Pialligo Precinct
and the other to facilitate aviation fuel delivery to the
Airport’s new aviation fuel farm (refer Figure 11.13).
11.1.3 Other External Road Issues
The Canberra Spatial Plan forecasts the population of
Canberra to reach 500,000 in 2030, an increase of over
150,000 people. The Queanbeyan City Council and
Planning NSW forecast Queanbeyan to have a population
of over 60,000 in 2030, an increase of 25,000 people.
The expected population increase of over 175,000 people
in the region adjoining Canberra Airport will mainly
be located in urban renewal areas in North and South
Canberra, the Town Centres, Molonglo and Gungahlin. The
Queanbeyan growth will be mainly Greenfields to the
south of Queanbeyan, such as Googong, however will
also include some measure of urban infill. This future
on the Monaro Highway, Hindmarsh Drive, Parkes Way and
Adelaide Avenue for journey to work and recreation.
i East-West road links
The ACT Government is soon to undertake a study of
East-West road links on the north and south sides of Lake
Burley Griffin. This Study will have regard to the potential
new population of Molonglo and Kowen residential areas.
Existing and proposals to add to and strengthen East-West
road links are as follows:
143
Canberra Airport | Preliminary Draft Master Plan 2009
145
Canberra Airport | Preliminary Draft Master Plan 2009
147
Canberra Airport | Preliminary Draft Master Plan 2009
a. Russell Hill: The Commonwealth Government has
commenced site preparation for a grade separated
intersection of the East-West Parkes Way/Morshead
Drive current roundabout with the North-South
Kings Avenue. The intersection upgrade will
assist metropolitan and regional traffic movement
through what has become a traffic black spot due to
population growth outstripping the capacity of the
roundabout at this location. These works are due for
completion in 2010.
b. Morshead Drive intersection with Dairy Flat Road:
This intersection, on current plans, will remain as a
roundabout with the recent addition of an east bound
protected slip lane. However, the evening peak
commuter traffic turning right from Morshead Drive to
go south on the Monaro Highway via Dairy Flat Bridge
heavily conflicts with traffic movements going west
of Morshead Drive leading to significant traffic delays.
It is likely that traffic signals will be required at this
intersection by the end of 2009.
c. Morshead Drive intersection with Russell Drive: This
roundabout currently fails in the morning peak, due to
traffic turning right into Russell Drive from Morshead
Drive on journey to Russell Hill Defence Offices
or through traffic to Canberra City via Constitution
Avenue. This intersection requires upgrade now
to reduce the conflict with vehicles moving east in
the morning peak on Morshead Drive. Alternatively,
at completion of the Russell roundabout grade
separation, this right-hand turn capability could be
removed.
d. Future Kowen Link with the Monaro Highway: The
Canberra Spatial Plan forecasts urban development of
the Kowen Pine Forrest for up to 70,000 population,
commencing within 15-20 years. ACT Government
traffic forecasts indicate a future requirement for a
Kowen Parkway. The Canberra Spatial Plan indicates
its location adjoining the Airport’s northern boundary
(refer Figure 11.12).
e. Future Molonglo urban area: The ACT Government
expects to commence land release in this new urban
area in 2009. Within the next five to 15 years this
population will increase traffic density on the Parkes
Way East-West corridor. This level of traffic will require
additional lanes to Parkes Way to service this demand.

f. Canberra and Wentworth Avenues are major feeder
roads to major employment locations in North and
South Canberra, including Fyshwick and Canberra
Airport. Urban development along these roads has
intensified over the past ten years with medium
and higher density resident unit development in
Kingston and Kingston Foreshores. Within the next
five to 15 years significant further medium and higher
density residential development will occur in Kingston
Foreshores and the proposed new area of Eastlake
(which comprises the current “Causeway” and that
area of Fyshwick west of the Monaro Highway, north
of Canberra Avenue and east of Wentworth Ave).
The ACT Government expects the current 3,000
residential units in Kingston and Kingston Foreshores
to grow to be over 6,000 units in ten years time. The
future residential unit capacity of Kingston, Kingston
Foreshore and Eastlake is currently planned at over
10,000 units.
Within the next five years, the ongoing development
of Kingston, Kingston Foreshores and Eastlake will
significantly limit the capacity of Canberra and
Wentworth Avenues to service Queanbeyan and
regional commuter traffic without major upgrades.
This impact will most likely divert current and future
regional growth commuter traffic onto the Monaro
Highway, Pialligo Avenue, Morshead Drive, Parkes
Way, Fairbairn Avenue and Limestone Avenue. This
will create additional demand for new North-South
and East-West road capacity (lanes).
ii North-South road links
a. Monaro Highway duplication over Canberra Avenue
and from the Molonglo River to the Federal Highway.
Currently the Monaro Highway is duplicated from
Tuggeranong Hill to the Molonglo River, other than
for bridging with single lanes over Canberra Avenue.
As a significant Metropolitan and Regional Road
and the main vehicle bypass (including most heavy
vehicles) of central Canberra, Gungahlin, Woden and
Tuggeranong, this duplication will be required within
2-3 years. The Commonwealth and ACT Governments
are joint-venturing the extension of the Monaro
Highway north of the Molonglo River to eventually
connect with the Federal Highway. Stage 1 of this
new highway extension (formerly known as the
Majura Parkway) is to be located at the southern end
149
of the Majura Valley and is expected to commence in
mid-2009 and be completed in late 2010. There are
no firm plans or budget funds allocated to complete
the northern part of the Monaro Highway to link with
the Federal Highway. The ACT Government modelling
indicates that the Monaro Highway between the
Molonglo River and the Federal Highway will carry
over 50,000 vehicles per day in 20 years.
b. Hindmarsh Drive link.
ACT Government road consultants, SMEC, have
proposed a concept road extending Hindmarsh Drive
north of Canberra Avenue to link with Pialligo Avenue
at the Glenora Drive intersection, requiring additional
bridging of the Molonglo River. This concept could
serve the requirements for a northern by-pass of
Queanbeyan (including for heavy vehicles) with
potential opportunity for links to the future Kowen
Parkway via Pialligo Avenue and Sutton Road.
The future demand trends from existing and future
Canberra and Queanbeyan population growth are
unrelated to the development of Canberra Airport in
response to this Master Plan. The Airport will continue to
consult and work with the ACT, Commonwealth and NSW
Governments on road upgrade and public transport options
to mitigate further congestion impacts.
11.2 Internal road access and parking
11.2.1 Terminal Precinct
The main access to the terminal building is from Pialligo
Avenue. Following the recent closure of Ulinga Place as
part of the Pialligo Avenue upgrades and the relocation
of the terminal roads entry point, terminal traffic will be
diverted along temporary roads to the terminal to facilitate
staging works in the terminal precinct. Please refer to
Figure 8.1. The terminal access road currently has average
peak hourly flows of approximately 1,250 vehicles per
hour inbound and 950 vehicles per hour outbound.
Airport passengers generally use taxis (approximately
30%, down from 55% in 1998), private cars
(approximately 56%, up from 45% in 1998) or hire cars,
rental cars and bus/coach (approximately 14%). These
modal split changes are likely to have been due to a
deterioration of the taxi services throughout Canberra.
Future growth and changes to modal split are expected,
Canberra Airport | Preliminary Draft Master Plan 2009
reflecting a slight reduction in taxi patronage in favour of
rental cars, buses and long stay parking.
It is anticipated that the number of Airport passengers and
associated demand for on-ground transport infrastructure
will increase by 80-100% over the next 15-20 years, with
landside road and parking facilities enhanced to ensure
safe and easy access to the terminal roads and car parks.
Current ACT Government planning allows for a VHST station
to be located South-West of Pialligo Avenue directly
adjacent to the proposed new Airport terminal. There may
be options for the location of the VHST within the Airport
(most likely co-located with the terminal, but could be
located elsewhere on-Airport or in Pialligo). However,
such planning will be undertaken when plans for any
potential VHST are known in more detail in co-operation
with the Commonwealth and ACT Governments and other
major stakeholders.
Additional short-stay and long-stay car parking will be
provided in structured and on grade car parks to cater
for peak demand periods. Notwithstanding recent
decreases in taxi patronage, taxi usage is expected to
increase by 35-40% within the next five years, and
liaison with representatives of the taxi industry and the
ACT Government will continue to ensure this increased
demand can be effectively served. The projections indicate
an increased patronage of buses/coaches for trips to/
from Canberra Airport and the opportunities for increased
patronage through enhanced coach and shuttle bus
services to the Airport has been identified.
The design of the future road patterns within the terminal
precinct are yet to be finalised, including the integration
of the internal road system linking the terminal with
the adjoining Brindabella Business Park and Pialligo
Precincts. Please refer to Figures 8.2 and 8.3 in Chapter
8. Additional internal roads can be built or existing roads
and intersections relocated to improve traffic within all
precincts.
11.2.2 Brindabella Business Park
The long-term road layout within Brindabella Business
Park and connections with Pialligo Avenue have now been
constructed and are as set out in Figures 11.8 and 11.9.
Future connections to the Terminal Precinct are currently
under construction.
11.2.3 Pialligo Precinct
The road layout in this precinct is under review including
future connections with Pialligo Avenue, the Terminal and
Fairbairn Avenue. Following the duplication of Fairbairn
Avenue by the ACT Government, the existing Nomad Drive
connection to Fairbairn Avenue is likely to be closed and
the connection relocated to the north. No design is yet
finalised with the ACT Government.
11.2.4 Majura Park precinct
The long term road layout within Majura Park and
connections with Majura Road, have generally been
constructed and are as set out in Figure 11.11. Some
minor internal road links are likely to be designed and
constructed in response to future development. Further,
the opportunity for one or more future left-in, left-out
connections with Majura Road has been explored and
would likely be developed within the next 20 years in
response to demand.
11.2.5 Fairbairn
The road layout within Fairbairn has generally been
constructed and is as set out in Figure 11.13. Any future
road widening and new roads developed in Fairbairn will
respect the axial road alignment existing at Fairbairn.
The Airport is expecting to develop a northern road
connection between Fairbairn and Majura Road, once land
is transferred to the Airport. Please refer to Figures 11.12
and 10.1.
11.2.6 Glenora precinct
This precinct has no existing internal roads other than
airside roads. The Airservices Australia Fire Station has
one connection with Glenora Drive. Future planning will
include a road design to service sites without adversely
impacting airside operations, including the efficient
functioning of the Fire Station.
 151

Figure11.13
Figure 11.13
CURRENTRoad
Current ROAD LAYOUT
layout

PROPOSED NORTHERN
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QUEANBEYAN
Canberra Airport | Preliminary Draft Master Plan 2009
 153

Chapter twelve
Engineering Services
Canberra Airport | Preliminary Draft Master Plan 2009

Chapter twelve | Engineering services
Engineering services at Canberra Airport have been
progressively upgraded since the privatisation of the
Airport in 1998. This chapter of the Master Plan deals
with a range of essential services including gas, water,
sewerage, electricity, stormwater and telecommunications.
At a time of severe drought, the Airport is particularly
proud of its decision to install two state-of-the-art water
recycling plants, which convert sewer water into drinkable
water. While not used for drinking, the recycled water is
155
utilised for a range of purposes including toilets, cooling
towers and irrigation.
The Airport has also invested significantly in revolutionary
tri-generation plants that use gas to generate electricity
(with significantly less carbon emissions than traditional
coal-fired power), with the heat generated in the process
of generating electricity used to heat and cool buildings.
Canberra Airport | Preliminary Draft Master Plan 2009

Chapter twelve | Engineering services

The engineering services around the Airport have been

progressively upgraded with new developments to
meet future demand across the Airport. The engineering
infrastructure on the Airport is in a significantly better state
today than at the time of the privatisation of the Airport in
1998.

Canberra Airport has paid for all engineering services and

utilities including the provision of major off-site works. The
land uses on the Airport (especially commercial land uses)
have only been possible due to the Airport’s provision of
on-and-off Airport utilities, including Grade 1 water supply,
electricity supply, services and reticulation, co-generated
electricity, stormwater and sewer, and substantial
contributions to the road system around the Airport.

12.1 Gas
EXISTING SYSTEM

The ACTEW-AGL gas main serving the Airport consists of

a 100 millimetre diameter steel pipeline at a pressure of
about 1,050 kilopascals (kPa), generally aligned along the
southern verge of Nomad Drive. From there it crosses the
Runway 17/35 and feeds Fairbairn.

Gas-powered tri-generation plants are now in place in

Brindabella Business Park and at the Majura Park offices to
provide environmentally-friendly energy generation, with
excess heat (created in the generation of electricity) used
to heat and cool the buildings. The use of these plants
increases the demand for natural gas supplies, which will
continue to rise as the plants’ use increase with additional
office occupation.

Natural gas is provided via multiple connections to the

ACTEW-AGL main.

MASTER PLAN IMPLICATIONS

Additional natural gas use will occur as part of the new

terminal development, including the incorporation of one
or more gas tri-generation plants to both power and heat/
cool the terminal building. Additional gas will be required
at other Airport precincts as development of each of the
precincts continues.

Additional gas supply may be required during the 20

year life of this Master Plan as on-Airport development
continues. Canberra Airport will work with ACTEW-AGL and
all other relevant parties to ensure the ongoing supply of
adequate gas supplies to the Airport site.

12.2 Sewerage
EXISTING SYSTEM
Most areas served by sewerage infrastructure are currently
reticulated with gravity collection systems, although some
have sewerage pumping stations. The system effectively
has three main ties from the Airport into the sewer mains
provided by ACTEW.
MASTER PLAN IMPLICATIONS
There is no existing infrastructure in parts of the proposed
development precincts. In some cases proposed
developments are below the existing infrastructure
so the collection system will need to gravitate to a
central pumping station, with sewage pumped to the
existing gravity collection system and connected to town
infrastructure.
The existing sewer connections into the ACTEW sewer
mains are operating with significant capacity available, so
it should be possible to connect additional facilities without
downstream augmentation works.
Current ACTEW requirements do not allow for blocks to
be served through adjoining sites. The RAAF golf course
sewer currently joins into the sewer mains on the Airport
site. This is against ACTEW requirements and may need to
be corrected in the future.
12.3 Stormwater
EXISTING SYSTEM
Stormwater catchments incorporating the Airport
site extend well beyond the Airport toward the pine
plantations to the east of the Airport. All areas of the
Airport are currently supported by gravity stormwater
collection systems comprising underground pipes and
open drains.
Stormwater drainage is directed from catchment areas into
the adjoining Woolshed Creek (a tributary of the Molonglo
River) and Molonglo River systems.
The catchment area of the Airport site is about 436
hectares and the catchment areas upstream of the Airport
are about 1,145 hectares, giving a total catchment area of
1,581 hectares.
Significant changes to stormwater flows were made in
157
2006 with the extension of Runway 17/35 to the south.
This involved the provision of significant stormwater
detention basin infrastructure as well as a major drainage
diversion to the south.
MASTER PLAN IMPLICATIONS
The Canberra Airport Water Management Plan outlines
Canberra Airport’s actions to manage stormwater flows
on the Airport in a sustainable manner. This Plan will be
updated from time to time and will guide the further
development of stormwater infrastructure on the Airport.
Further information on the Water Management Plan and
management of stormwater more generally is included in
the approved Environment Strategy.
In the short-term, it will be necessary to manage run-
off from the upstream stormwater catchments (most of
which are located on Defence land) before it enters into
the Fairbairn and Glenora Precincts. The management of
this run-off is critical to aviation safety and will involve
the construction of catchment drains, earth mounding,
diversion banks and detention basins. Works have recently
commenced at Fairbairn to put these protection measures
into place.
WATER QUALITY CONTROL
Pollution control is an integral part of any drainage
system, and all developments at the Airport will meet
the standards set out in the approved Environment
Strategy. Developments are also subject to a Construction
Environmental Management Plan and have in place
sediment and erosion control plans.
12.4 Potable water supply
EXISTING SYSTEM
Potable water supply to the Airport is supplied by ACTEW
at a single meter point.
The existing airport potable water supply is divided into
four zones corresponding with the four precincts, and has
adequate capacity to handle significant growth. All onsite
water pipes from the single supply point have been paid
for and maintained by the Airport. In addition, the Airport
has built a multi-million dollar onsite pumping station at
the supply point to maintain pressure across the network.
Canberra Airport | Preliminary Draft Master Plan 2009
MASTER PLAN IMPLICATIONS
Water reticulation to most precincts on the Airport can be
provided from the existing system. Significant upgrades
to the water system, both on- and off-airport, have been
completed at the Airport’s cost to ensure a Grade 1 water
supply.
A water ring-main is progressively being developed
around the whole Airport to increase the reliability of
water supply. It may be necessary for ACTEW to provide
additional points of supply to the Airport’s ring main in the
future to maintain the quality and reliability of supply.
12.5 Non-Potable water supply
EXISTING SYSTEM
Two water recycling plants have been installed at Canberra
Airport to convert sewer water into drinkable-quality
water. While recycled water is not currently used for
drinking, the water is used for a range of uses including
toilets, cooling towers and irrigation. Canberra Airport
works closely with the appropriate authorities to ensure
that these plants meet all relevant health and safety
standards. These water recycling systems are not expected
to have any negative environmental consequences as they
have been designed with multiple safety layers.
In addition to the installation of water recycling plants, a
network of groundwater sources have been developed
across the Airport, including bores and water being
pumped from basements for drainage. The use of this
water is similar to the use of recycled water, such as
irrigation and possible use in cooling towers.
MASTER PLAN IMPLICATIONS
As the Master Plan develops, additional recycled water
and groundwater capacity (including additional bores and
the pumping out of basements) may be used across the
Airport. Additional water recycling plants may be installed.
12.6 Electrical
EXISTING SYSTEM
Three high-voltage ACTEW feeders supply power to the
Airport. A primary feeder has been upgraded to meet
capacity growth associated with development on-Airport.
With the ongoing growth in development across various
precincts, the other feeders will need further upgrade to
maintain the electrical supply over the long term and to
provide for adequate capacity and reliability. The ACTEW
electricity network is supplemented by tri-generated
power at a number of points.
MASTER PLAN IMPLICATIONS
Further development will require the provision of new
and upgraded external networks by ACTEW. Additional
tri-generated power or alternative power sources will be
considered on a case-by-case basis.
12.7 Telecommunications
EXISTING SYSTEM
Telstra provides landline (copper and fibre optic)
telecommunications services to all precincts of the
Airport. TransACT provides an optical fibre service to the
Majura Park and Fairbairn Precincts and are considering
providing fibre services to other precincts. Underground
communication ducts in all precincts permit a number of
carriers. The majority of carriers provide mobile telephony
services across the Airport.
Recognising that the Telecommunications Act 1997 does
not apply at airports, Canberra Airport will work with
telecommunications providers to augment the airport’s
conduit network for use by such providers on reasonable
commercial terms.
MASTER PLAN IMPLICATIONS
Upgrades to existing telecommunications infrastructure by
the various carriers will be required over time to handle
the anticipated growth and development at the Airport.
12.8 Airport access
All infrastructure and utility providers must apply for access
from Canberra Airport prior to undertaking any works on
Airport land. No works may commence until such time
as the relevant access license has been executed by the
provider. Any proposed works must comply with the
Master Plan for that area or precinct of the Airport. Works
may not commence until approval has been given by both
Canberra Airport and the Airport Building Controller.
All works are to be undertaken in accordance with the
Safety, Security and Environment Procedures – Contractors
and Operators Standard Conditions (as amended from time
to time).
 159

Chapter thirteen
Airspace Protection
Canberra Airport | Preliminary Draft Master Plan 2009
 161

Chapter thirteen | Airspace protection

Airspace management and protection is an essential

part of Canberra Airport’s operations. So too is the safe
movement of aircraft.

The protection of airspace within 30 kilometres of the

Airport is enshrined in the Airports Act 1996 and Airport
regulations. Its primary purpose is to safeguard aircraft
movements. This chapter outlines the prescribed airspace
for the Airport.
Canberra Airport | Preliminary Draft Master Plan 2009

Chapter thirteen | Airspace protection

Part 12 of the Airports Act together with the Airports

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

The purpose of the OLS is to define the volume of airspace

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

The purpose of the PANS-OPS is to safeguard an aircraft

from collision with obstacles when the pilot is flying on
instruments (if in darkness or in poor visibility). The PANS-
OPS establishes minimum clearances between approach
and departure paths of aircraft and obstacles. A PANS-OPS
surface cannot be infringed in any circumstances except
for short-term structures with the approval of the Secretary
of the Department of Infrastructure, Transport, Regional
Development and Local Government and Canberra Airport.

Regulation 5 of the Airports (Protection of Airspace)

Regulations provides that the Secretary of Department
of Infrastructure, Transport, Regional Development and
Local Government can declare specified airspace around
Canberra Airport to be prescribed to safeguard future
Airport operations. The future declared OLS and PANS-OPS
surfaces are shown in Figure 13.1 and Figure 13.2.

The future declared OLS and PANS-OPS surfaces allow for

some future growth of the Airport, including development
considered under this Master Plan. These surfaces may
be changed, if necessary, when operations, facilities
or plans change. Other operation, policy, planning or
regulatory changes may also necessitate amendment
to these surfaces by Canberra Airport at any time. Any
amendments to OLS or PANS-OPS surfaces will be
submitted to the Department of Infrastructure, Transport,
Regional Development and Local Government for
assessment before their declaration as prescribed airspace
under Regulation 5 of the Airports (Protection of Airspace)
Regulations.

Any amendments to prescribed airspace declared under

the Regulations can be obtained by contacting Canberra
Airport.
 163

Obstacle Limitation Surfaces – Future

Figure 13.1

This plan should not be relied upon for planning purposes as it is subject to change. Contact Canberra Airport for the most recent plan or for more detailed plans.
 Canberra Airport | Preliminary Draft Master Plan 2009

PANS-OPS Surfaces - Future

Figure 13.2

This plan should not be relied upon for planning purposes as it is subject to change. Contact Canberra Airport for the most recent plan or for more detailed plans.
 165

Chapter fourteen
Aircraft noise
Canberra Airport | Preliminary Draft Master Plan 2009

Chapter Fourteen | Aircraft noise
Thanks to the far-sighted vision of early planners and
regulators, the overwhelming majority of communities
that surround Canberra Airport are free from the adverse
impacts of aircraft noise. By the simple act of ensuring
that flight paths to the north and south of the Airport were
maintained free from residential development, planners
and regulators have been able to ensure protection for
99.5% of the region’s residents.
The Airport works continuously to keep it this way.
However, the prudent plans of the past are under direct
threat from a developer and a council who, with the
support of the NSW Government, are seeking to build
thousands of homes under the Airport’s main southern
flight paths.
These proposals fly in the face of a NSW Government
Independent Panel of Inquiry, which recommended
against residential development because of aircraft noise
and Commonwealth Government policy outlined in the
2008 Aviation Green Paper. The proposals also sit in direct
167
contradiction with cross-border agreements entered into
by the ACT and NSW Governments.
If this residential development is given the go-ahead, and
if past experience is anything to go by, it would only be a
matter of time before residents living under the flight path
would complain and demand relief – in other words, noise
sharing.
The Airport and the community are absolutely opposed
to noise sharing and will continue to strenuously oppose
building homes under flight paths.
This chapter of the Master Plan details the Airport’s
ongoing efforts, through consultation with all stakeholders,
to protect the region’s enviable amenity. In accordance
with the Airports Act 1996, this Master Plan also discusses
current and possible aircraft noise impacts on the
community, includes the Airport’s endorsed Australian
Noise exposure Forecast (ANEF) and describes the many
initiatives taken by the Airport to inform and educate the
community.
Canberra Airport | Preliminary Draft Master Plan 2009

Chapter Fourteen | Aircraft noise

“Aircraft noise management […] requires an effective

approach to land-use planning which supports adequate
separation between noise sources and noise-sensitive
areas.” Commonwealth Government Aviation Green
Paper, December 2008.

Aircraft noise is a key environmental issue that arises

from the implementation of this Master Plan. This chapter
discusses the environmental impacts of aircraft noise on
the community and details plans for ameliorating and
preventing aircraft noise impact through the retention
and ongoing compliance with the High Noise Corridor
as the appropriate land use planning tool for the areas
surrounding Canberra Airport.

As required under Australia’s international treaty

obligations and supported in the Commonwealth
Government’s 2008 Aviation Green Paper, Canberra
Airport is committed to the principles enshrined in
ICAO’s Balanced Approach to managing aircraft noise.
The Balanced Approach recognises that every airport is
different in regard to managing aircraft noise.

In Canberra, far-sighted planners in the 1960s and

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

Currently, these measures mean that 99.5% of the region’s

residents are protected from aircraft noise. These residents
have made housing location choices based on the aircraft
noise protection provided by the noise abatement
procedures operating at Canberra Airport. Canberra Airport
is committed to maintaining this significant level of
community noise protection.

The current good planning measures are under

serious threat. Despite a September 2006 Report by
an Independent Review Panel commissioned by the
NSW Minister for Planning to investigate land release
in Queanbeyan, which strongly opposed residential
development in the southern High Noise Corridor on the
grounds of aircraft noise (including development beyond
the 20 ANEF contour), there continue to be developer
proposals, supported by the Queanbeyan City Council, to

build houses directly under aircraft flight paths. In April
2007, the NSW Government Department of Planning
released the Queanbeyan City Council Residential and
Economic Strategy 2031, following submissions from the
Queanbeyan City Council, the Jerrabomberra Residents
Association (JRA) and developers. This Strategy included
proposals for thousands of homes at Tralee and Environa
under the Airport flight paths in direct contradiction of the
findings of the NSW Government’s own Panel of Inquiry.
The Strategy also contradicts key recommendations of the
NSW/ACT Cross Border Water and Settlement MoUs signed
by the NSW, ACT and Commonwealth Governments.
The Commonwealth Minister for Infrastructure, Transport,
Regional Services and Local Government stated in
December 2008 in relation to residential development at
Tralee that:
“I have a very firm view, very firm view, that decision
makers should not facilitate the building of houses
directly under flight paths where there will be, where
there will be a real impact in terms of, in terms of future
growth.”
[…]
“…the idea that you would reduce economic activity
by building under a flight path and then introduce a
curfew is to my mind exactly the opposite of the whole
direction of what I’m saying with the aviation green
paper.” Anthony Albanese MP, Minister for Infrastructure,
Transport, Regional Services and Local Government, 2
December 2008.
The December 2008 Aviation Green Paper stated:
“It does not make sense to allow new noise-sensitive
developments to occur in areas where they will lead to
public concerns that may affect the long-term viability
of the airport. In particular, there is every reason to
avoid noise sensitive development in green field sites
near airport flight paths” Commonwealth Government
Aviation Green Paper, December 2008.
Notwithstanding this opposition to the building of homes
under Canberra Airport’s flight paths, in December 2008
the NSW Minister for Planning, the Hon Kristina Keneally,
endorsed a revision to the 2031 Strategy submitted by
the Queanbeyan City Council locating even more homes
in the High Noise Corridor, including approximately 50%
between 20-25 ANEF. This is a worse outcome than that
169
proposed in the initial endorsed strategy, and substantially
worse than the proposals considered and subsequently
rejected by the Independent Panel of Inquiry. If the NSW
Government proceeds with the plans outlined in this
revised Strategy and allows new residential development
under current flight paths, then complaints from future
Tralee and Environa residents will mean that the aircraft
noise protection offered to residents in Canberra and
Queanbeyan will be at risk. As a consequence, and
because alternate non-noise affected sites for residential
development exist at Googong and elsewhere surrounding
Queanbeyan, proposals for residential development in the
High Noise Corridor should not be approved.
The community has a choice:
Option 1:
either continue to prohibit residential development under
the current and future flight paths, or
Option 2:
allow residential development under current and future
flight paths, with a very real possibility that these
flight paths be dispersed over much of Canberra and
Queanbeyan – that is, noise sharing.
Ongoing consultation by the Airport has revealed that
residents of the region have purchased and built their
homes in the knowledge that they were away from
existing and planned future flight paths and that they
therefore do not want noise sharing nor residential
development at Tralee/Environa. For this reason, the
Airport fails to understand the Jerrabomberra Residents
Association’s (JRA) support for housing at Tralee and
Environa. The aircraft flight paths over this area have
been moved there over the past 14 years from over
Jerrabomberra in response to complaints by residents in
Jerrabomberra who did not want these aircraft overflying
their homes. The challenge is that the Jerrabomberra
community cannot accept the current level of aircraft
noise, but they somehow believe that future residents of
Tralee and Environa will accept even higher levels of noise
as the Airport grows. An unlikely outcome!
Given the above, especially the clear warnings from the
Commonwealth Minister for Infrastructure, Transport,
Regional Services and Local Government (and especially
noting the designation of Canberra Airport as a curfew-free
airport for long-term freight use and the consequential
requirement that appropriate land use planning ensures
that this status is preserved), it would be incongruous
Canberra Airport | Preliminary Draft Master Plan 2009
and perhaps even negligent for the NSW Government
to approve residential development in the High Noise
Corridor, under the false assumption that aircraft noise
will not be a problem for residents and will not impact
on the operations of Canberra Airport (an assurance given
by previous NSW Planning Ministers). In this day and age,
Canberra Airport submits that no Minister should make a
decision to knowingly cause people to live under Airport
flight paths
Canberra Airport is committed to protecting the Canberra
and region community from aircraft noise impacts and
will continue to strongly oppose any plans that may
lead to noise sharing over residents that currently do not
experience significant aircraft noise impact.
Option 1 – Don’t build under flight paths
Good planning policies mean that aircraft noise is
concentrated in a High Noise Corridor, free from
significant residential development. Canberra and
Queanbeyan therefore remains largely free from aircraft
noise, and there is no need for noise sharing.
Due to the planning policies of the NCDC and the NSW
State Planning Authority in the 1960s and 1970s, the
approach and departure corridors at Canberra Airport have
been left largely free from residential development.11
This means aircraft are able to depart or arrive throughout
the day and night without causing disturbance to the
overwhelming majority of the community.
The Commonwealth Government urges State and Local
Government to pursue similar planning outcomes to
protect the future of Airports around Australia, and
Canberra Airport remains committed to working with the
ACT and NSW Governments as well as the Queanbeyan
City Council to achieve a sustainable outcome for the
region.
“It is important that state governments and local
governments meet their responsibilities to establish
zoning policies, in consultation with airports, that ensure
development near airports and under flight paths is
compatible with noise exposure” Commonwealth
Government Aviation Green Paper, December 2008.
As a consequence of this previous prudent planning,
Airservices Australia was able to create two Noise
Abatement Areas by 1995 to protect the community from
aircraft noise. This arose following community outcry,
11
These planning policies are reflected in the 1974 Queanbeyan City Council Structure Plan, which states “It will be necessary to exercise care in the siting of development.
Generally, residential areas should be grouped away from major traffic routes and away from the flight path of the approach to Canberra Airport.” And “It is reasonable to
suppose that the “Tralee” area (south of the City Boundary towards Mount Pemberton) should be an industrial estate”, August 1974.
12
5,000ft above ground is considered by Airservices Australia as the minimum acceptable altitude by jet aircraft for the avoidance of significant impact upon residents.
Some disturbance can occur to some people when aircraft are above this level. Some aircraft can fly in the Noise Abatement Areas in special circumstances such as in
emergencies, due to weather and when undertaking circuits.
especially from Queanbeyan, regarding direct jet aircraft
overflight. These Noise Abatement Areas are located over
Canberra and Queanbeyan suburbs, as shown in green at
Figure 14.1. Jet aircraft are not permitted to fly over Noise
Abatement Areas, unless they are more than 5,000ft
(approx. 1,500 metres) above ground.12 Turboprop aircraft
above 5,700kg MTOW must operate above 3,000 feet.
Canberra Airport is also seeking additional restrictions on
aircraft overflight of the Noise Abatement Areas at night.
This is discussed in greater detail at Section 14.4.4.
The establishment of the Noise Abatement Areas by 1995
had two effects:
• Currently, 99.5% of Canberra and Queanbeyan
residents are protected from significant adverse
aircraft noise. They are not overflown by jet aircraft
(except at higher altitudes); and
• Significant adverse noise from aircraft is concentrated
in a corridor which is likely to cause significant
disturbance if residents were to locate in these areas.
The resulting corridor is subject to concentrated overflight
of aircraft and significant adverse aircraft noise and has
been designated as the “High Noise Corridor”, shown
in red at Figure 14.1. Because of the very high levels of
aircraft noise in the Corridor, it is unsuitable for residential
development or other noise sensitive uses (such as
medical or education facilities). The development of the
High Noise Corridor, adopted and approved as the land-
use planning mechanism for Canberra Airport in previous
Canberra Airport Master Plans, and the appropriate land
uses within it, has been subject to extensive public and
stakeholder consultation, as outlined below. Please refer to
Section 14.2.
This Master Plan confirms that the High Noise Corridor is
the key basis of Canberra Airport’s plan to ameliorate the
environmental impact of aircraft noise. The High Noise
Corridor is an area unsuitable for residential development
and Canberra Airport is committed to ensuring that
through the use of the High Noise Corridor, Canberra and
Queanbeyan residents remain free from noise sharing.
It is noted that the population of Canberra and the region
would be able to more than double before there is the
need to locate one new home under the flight paths, with
the associated risk of noise sharing. At a compounding
1.5% pa growth rate, this is expected to take over 50
years to achieve. Very significant development areas are
 171

already proposed that will have no adverse aircraft noise
impact on future residents, notably Kowen and Molonglo
within the ACT and Googong in NSW, with additional
significant opportunity for urban infill within existing
residential areas of both Canberra and Queanbeyan.
It is also noted that traditionally 90% of residential
development in the region occurs within the ACT.
Former NSW Planning Minister Frank Sartor, concerned
with the land use conflict between airports and residential
development, acknowledged at a meeting in May 2008
that Canberra Airport needed a residential-free corridor
south of the Airport whilst Queanbeyan needed 10,000
new residential sites (including urban infill). The outcome
of this meeting was that planning consultants Parsons
Brinckerhoff were commissioned to examine the potential
for housing in the Queanbeyan area. After considering
all constraints and using conservative housing densities,
they identified over 19,000 additional homes in the
Queanbeyan area, as follows:
Airport to further investigate the options identified in the
draft Parsons Brinckerhoff report and instead continue to
pursue residential development options inside the High
Noise Corridor under Canberra Airport’s flight paths.
Option 2 – Noise sharing
Locating residents under the existing flight paths means
aircraft will in the future be highly likely to fly over
Canberra and Queanbeyan suburbs to share the effects
of noise.
The alternative faced by the community is a scenario
where residential developments are approved within the
High Noise Corridor, at locations such as Tralee, Environa
and The Poplars (all in NSW) and as a consequence, day
and night aircraft noise could be shared across large
parts of Canberra and Queanbeyan. This flies in the face
of previous long-term land-use planning outcomes for
the region as well as previous approved Canberra Airport
Master Plans.

Despite the knowledge of residents moving into an area

LOCATION TOTAL AREA
located under or nearby flight paths, the experience in
Canberra and the surrounding region and around Australia
Queanbeyan (urban infill) 4,42013 is that, after land developers have sold their interest and
moved on to other projects, future (and even current!)
1,040 (area 347.3ha @ generations of residents will lobby for both operational
Tralee Station
3 dwellings/ha) restrictions on the Airport and noise sharing.
346 (area 115.5ha @
Mount Campbell South This is demonstrated by the reality that residents of
3 dwellings/ha)
Queanbeyan and Jerrabomberra have previously called
5,472 (area 456ha @
Googong South for noise sharing outcomes should aviation activity at
12 dwellings/ha)
Canberra Airport grow:
5,550 (area 455ha @
Googong New Town14 “Residents of Jerrabomberra and Queanbeyan, who
12 dwellings/ha)
oppose the current flight paths over their homes, have
2,100 (area 700+ha @
Googong North warned they would strongly resist any further increase
3 dwellings/ha)
in air traffic, unless the noise was shared with Canberra
1,032 (area 344ha @ suburbs.” Canberra Times, 21 March 1998 on the
Burbong West (Option 1)
3 dwellings/ha) OR announcement of the sale of Canberra Airport by the
4,128 (area 344ha @ Commonwealth
Burbong West (Option 2)
12 dwellings/ha)
If homes are built at Tralee, Environa and The Poplars, then
TOTAL 19,960-23,056 dwellings residents under the flight paths are highly likely to exert
pressure on the Commonwealth Government to change
It is expected that this level of housing provision would the flight paths just as has been achieved in the past by
supply Queanbeyan with over 50 years of land supply Jerrabomberra residents. However, this time, aircraft would
without needing to build under a single flight path. Despite be forced to fly over Canberra and Queanbeyan suburbs to
the availability of other options, Queanbeyan City Council disperse (or ‘share’) the effects of noise over the whole
and the NSW Government have refused to work with the community. This is because, unlike Jerrabomberra where
13
The urban infill figures were obtained from the Queanbeyan City Council website.
14
A Section 65 Certificate has now been issued for Googong New Town.
 Canberra Airport | Preliminary Draft Master Plan 2009

Figure 14.1
Noise Abatement Areas, the High Noise Corridor and Jet Arrivals and Departures

R
RDE
BO DEPARTURE FLIGHTPATH
T
AC

GUNGAHLIN

CURVED APPROACH
FLIGHTPATH
BELCONNEN

NORTH
CANBERRA

ACT
BOR
DER
HIGH NOISE
NOISE ABATEMENT AREA CITY
CORRIDOR

CANBERRA
CAPITAL INTERNATIONAL
HILL AIRPORT

FYSHWICK

SOUTH
WESTON CANBERRA
CREEK
NOISE
ABATEMENT
WODEN AREA

QUEANBEYAN

HUME JERRABOMBERRA

TRALEE
TUGGERANONG

GOOGONG
CURVED APPROACH FLIGHTPATH

STRAIGHT-IN APPROACH
ER
RD
BO

WIDEBODY AIRCRAFT
T

15 DEG OFFSET ARRIVAL

AC

OFFSET DEPARTURE PATH

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

CANBERRA INTERNATIONAL AIRPORT - FLIGHT PATHS


flight paths were able to be moved further to the west
to currently rural land at Tralee and Environa, the only
outcome available for future residents of Tralee, Environa
and The Poplars is to move the noise over other existing
residents in the region.
It is possible that noise sharing flight paths may be similar
to those utilised prior to the establishment of the Noise
Abatement Areas in 1995. Please refer to Figure 14.2.
If noise sharing were to result, the effect on the lifestyle of
residents of Canberra and Queanbeyan, who are currently
in areas free from aircraft noise is likely to be substantial.
This issue is particularly unfair and lacks equity because
Canberra and Queanbeyan residents, who have built or
purchased their homes in a location free from aircraft
noise, may be subject to noise because the complaints by
the potential residents of Tralee, Environa and The Poplars
may be given more political weight because they are
located in what is currently a key marginal federal and
state electorate.
The absurdity of building homes in the High Noise Corridor
is further underlined by the ongoing complaints from
Queanbeyan and Jerrabomberra, including at the time of
Airport sale by the Commonwealth in 1998, as highlighted
above. Residents of these areas, located well outside
the 20 ANEF, bought their homes in the knowledge that
they were located under or adjacent to a major Airport
flight path, yet have continued to lobby for (and have
successfully achieved) a range of noise abatement
measures.
A further irony exists in the fact that had Jerrabomberra
residents not lobbied for and achieved noise abatement by
moving flight paths to the west over Tralee and Environa,
Canberra Airport would likely not have opposed residential
development proposals in these areas (as they would not
have been impacted by aircraft overflight).
Airservices Australia views on noise sharing
Airservices Australia has advised that if these currently
rural areas in the High Noise Corridor (Tralee, Environa
and The Poplars) are to be rezoned as residential, then it
is highly likely that community pressure will increase and
future generations of residents of these areas will call for
noise sharing across Canberra and Queanbeyan:
“Airservices Australia has ample experience from dealing
with communities around airports Australia-wide to
173
know that aircraft noise is very likely to become a major
issue for potential future residents of “Tralee” should the
proposal go ahead. If this occurs there would then be
pressure for relief measures, such as placing restrictions
on the operations of the Airport and for the “sharing”
of noise by spreading the tracks over areas currently
protected by the Noise Abatement procedures. The
latter option would be particularly unfair to the current
residents of those areas who may have purchased their
properties in the expectation that they would not be
subjected to unacceptable aircraft noise.” Airservices
Australia, 8 October 2002.
“Airservices Australia, which also monitors aircraft noise
and flight track information, said evidence existed both
domestically and internationally to suggest that aircraft
noise concerns and complaints may become a growing
issue should the Tralee development proceed.
This shows that the public perception of noise will
become an issue for future generations of residents
of Tralee. If this occurs, Airservices Australia will have
very little scope to provide noise respite to the Tralee
residents.
Noise Abatement Areas, specifically created by
Airservices Australia over five years ago to offer a level
of protection to the residents of much of Canberra and
Queanbeyan, will be at risk.
‘It is also highly likely that other Canberra and
Queanbeyan residents, who currently do not experience
aircraft overflights, may well do so in the future if we
are placed in a situation where we are required to
re-distribute noise to provide respite for future Tralee
residents.’ Mr Dudley said.” Airservices Australia, 16
August 2002.
Further, if houses are permitted to be built in the
High Noise Corridor, then it is possible that the Noise
Abatement Areas could be abolished. This is because it
would make no sense to continue to force the airlines
to fly around the suburbs of Canberra and Queanbeyan
at great cost (and increased greenhouse emissions) to
protect the community from 55-65dBA of noise per
jet overflight, especially when the NSW Government is
seeking to develop new housing in the High Noise Corridor
exposed to 65-75dBA of noise.
Whilst these outcomes could become a reality if houses
are built in the High Noise Corridor, Canberra Airport will
Canberra Airport | Preliminary Draft Master Plan 2009
actively oppose these outcomes and any residential
development in the High Noise Corridor. Canberra Airport
is of the firm view that the best option for the residents
of Canberra and Queanbeyan is to ensure the High Noise
Corridor is kept free from further residential development
so that noise sharing is not required and so residents of
Canberra can continue to have a fully operational 24-hour
airport without any adverse aircraft noise impact.
14.1 Noise outcomes specifically excluded It is noted that some members of the community, as well
by this Master Plan
The 2005 Master Plan specifically excluded a curfew at
Canberra Airport. A curfew is similarly excluded in this
Master Plan. A curfew is not necessary at Canberra Airport
now or in the future. It is an integral part of this Master
Plan that Canberra Airport does not have a curfew for the
length of this Master Plan. This is the case irrespective of
whether noise sharing is the outcome.
This is confirmed by the December 2008 Aviation Green
Paper that indicated that the Commonwealth Government
will work with State and Territory Governments:
“to ensure land use planning and operational restrictions
on noisy aircraft are consistent with maintaining curfew-
free access” Commonwealth Government Aviation
Green Paper, December 2008.
Canberra Airport therefore looks forward to the NSW
Government engaging with the Commonwealth
Government to ensure that the Commonwealth’s
expectations are met in relation to appropriate land-use
planning around Canberra Airport.
The Green Paper also recognised that putting in place
appropriate land use planning and other noise abatement
measures for the community will:
“enable the maintenance of a north-south and east-
west network of non-curfew airports. […] This is crucial
to maintaining access for airlines and airfreight services
to major airports such as Brisbane, Cairns, Canberra,
Melbourne and Perth.” Commonwealth Government
Aviation Green Paper, December 2008.
Separately, in November 2008, the Minister for
Infrastructure, Transport, Regional Services and Local
Government reaffirmed Canberra’s curfew-free status:
“[…] I don’t support a curfew for Canberra Airport. I
think we need to make sure though that we get the
planning right, and if we do that, then the airport -
which is an important economic, piece of economic
infrastructure for Canberra and for the region - can
operate, but can operate in a way that is consistent
with the interests, the broad interests of the community
around the airport.” The Hon Anthony Albanese, Minister
for Infrastructure, Transport, Regional Services and Local
Government, 2CC Radio interview, 21 November 2008.
as the Queanbeyan City Council and the developers of the
proposed Tralee development, continue to actively seek
a curfew at Canberra Airport. Despite the very significant
noise respite measures already in place, Canberra Airport
notes community concerns and commits to continuing
to work with Airservices Australia, aircraft operators and
the community to deliver noise respite measures for
the broader Canberra and region community. However,
Canberra Airport notes the irony in calls for a curfew by
both the Queanbeyan Council and the Tralee developer,
when both are seeking to locate additional homes
directly under and nearby low-level flight paths under the
justification that aircraft noise in these locations isn’t a
problem now and won’t be a problem for residents in the
future.
There are significant operational impacts on the Airport
and broader economic impacts for the region associated
with the introduction of a curfew. The Tourism Transport
Forum (TTF) and similar tourism and industry groups have
all stated that the imposition of a curfew would severely
limit the Airport’s capacity to service international flights,
would threaten existing services such as the Perth and
Gold Coast services, and would slow tourism growth
and cut jobs for the people of Canberra and the region.
It would also restrict the carriage of essential and time-
sensitive overnight airfreight, such as medical supplies,
bank supplies, overnight express mail and newspapers.
Further, a curfew would restrict Canberra Airport’s role as
the gateway to the National Capital, including the fact that
it may restrict the ability of government and VIP aircraft
to operate into and out of Canberra in the late evening or
early morning.
As aircraft can arrive and depart into and out of Canberra
Airport without overflying any residential areas and that of
the 140,000 homes located in Canberra and Queanbeyan
only 600 are in the High Noise Corridor and less than
800 have any meaningful exposure to aircraft noise from
 175

Figure 14.2
Potential noise-sharing flight paths (based on pre-1995 flight paths)

R
RDE
BO
T
AC

GUNGAHLIN

BELCONNEN

NORTH
CANBERRA

ACT
BOR
DER
HIGH NOISE
NOISE ABATEMENT AREA CITY
CORRIDOR

CANBERRA
CAPITAL INTERNATIONAL
HILL AIRPORT

FYSHWICK

SOUTH
WESTON CANBERRA
CREEK
NOISE
ABATEMENT
WODEN AREA

QUEANBEYAN

JERRABOMBERRA

HUME TRALEE

TUGGERANONG GOOGONG
ACT BORDER

Note the distribution of noise over large residential areas of Canberra and Queanbeyan.

PRE DECEMBER 1995 FLIGHT PATHS

Canberra Airport | Preliminary Draft Master Plan 2009
regular jet aircraft (and these people bought or built their
homes in knowledge of the existing flight paths). Given
this, it would appear that the impact of night time aircraft
noise is low and therefore a curfew is not necessary or
desirable. Land use planning must reflect the reality of
Canberra Airport being a 24-hour operating airport.
14.2 High Noise Corridor
To ameliorate and prevent the adverse environmental
effects of aircraft noise and to avoid encroachment upon
the Airport by residential development, Canberra Airport
sought community and stakeholder consultation upon
an agreed community standard where residential areas
should not be located.
Based on the minimum acceptable altitudes determined
by Airservices Australia as necessary to protect residents
from aircraft noise,15 and on the departure and arrival flight
paths, an area subject to significant adverse aircraft noise
was identified. This area was defined by Canberra Airport
as the High Noise Corridor. A background paper detailing
this area as prohibited for new residential development
was released in April 2001 by Canberra Airport, and was
open for a widely publicised public consultation process,
including six public meetings.
The results of consultation were as follows:
• strong bipartisan political support was received for
the High Noise Corridor as well as from regulatory
authorities and industry. The Queanbeyan City Council
opposed the proposal;
• key community groups, most notably the
Jerrabomberra Residents’ Association, supported the
proposal;
• support was also received for the High Noise Corridor
from the property development industry including
the Master Builders Association and Housing Industry
Association. No opposition was received from the
property industry through the consultation process.
Note that Village Building Company, while expressing
no opposition to the High Noise Corridor proposal
during the consultation process (on which they were
specifically briefed), commenced vigorous opposition
to the High Noise Corridor more than 12 months after
consultation was completed as they had subsequently
purchased an interest in an area of land in the
Corridor in 2002; and
15
5,000ft above ground is considered by Airservices Australia as the minimum acceptable altitude by jet aircraft for the avoidance of significant impact upon residents.
Some disturbance can occur to some people even when aircraft are above this level.
16
The Hon John Anderson MP, Federal Minister for Transport and Regional Services, letter to the Hon Andrew Refshauge MP, NSW Deputy Premier and Minister for Planning,
27 August 2002.
• opposition was received from those residents
located in the eastern portion of the Corridor on the
approaches to the cross Runway 30. Their concerns
were regarding the extent of the Corridor to the east
of the Airport.
Following this consultation, changes were made to the
extent of the eastern portion of the Corridor to address the
concerns of the residents on the cross runway approach
and departure paths. There have subsequently been no
further complaints from these residents regarding the
High Noise Corridor. The changes made will not result
in the possibility of noise sharing because alternative
aircraft approaches are available, most notably to the
main runway. Further, following this consultation and
major stakeholder consultation, a reduction was made to
the extent of the northern and southern corridor from ten
miles to eight miles. The resulting area is shown in red in
Figure 14.1 as the High Noise Corridor.
The noise footprint of a single Boeing 737-400 landing and
taking off is shown in Figure 14.10 and the noise footprint
of a single Boeing 767-300 landing and taking off is shown
in Figure 14.11. Figure 14.3 shows the key southern High
Noise Corridor for a Boeing 737-800 and includes the new
curved Required Navigation Performance (RNP) approach
to the Airport as well as a RNP offset approach suitable
for wide-body aircraft. Both of these RNP approaches
are designed to curve around existing residents at
Jerrabomberra located under the existing Runway 35
straight-in approach path. Please refer to Section 14.3.4.
The Commonwealth has stated that 65dBA to 70dBA is
the external noise exposure level where noise begins to
become intrusive and, consequently where it is reasonable
to expect future residents will actively seek respite
through operational changes as the Airport grows and the
frequency of flights increases over time.16 The 65dBA to
70dBA single event noise contours in Figures 14.3, 14.10
and 14.11 closely follow the border of the High Noise
Corridor, indicating that noise exposure levels through the
High Noise Corridor are significant. It is forecast that the
frequency of noise exposures will increase in the High
Noise Corridor as aviation traffic grows.
It is also noted that the 20 ANEF contour of the Ultimate
Practical Capacity ANEF for Canberra Airport is also
broadly contained within the High Noise Corridor, further
supporting the reasonableness of the extent of the High
Noise Corridor.

The High Noise Corridor is supported by Commonwealth
Government policy as outlined in the December 2008
Aviation Green Paper:
“It does not make sense to allow new noise-sensitive
developments to occur in areas where they will lead to
public concerns that may affect the long-term viability
of the airport. In particular, there is every reason to
avoid noise sensitive development in green field sites
near airport flight paths” Commonwealth Government
Aviation Green Paper, December 2008.
The High Noise Corridor as an area where residential and
other noise sensitive development should be excluded
altogether has been adopted and approved in previous
Airport Master Plans as the appropriate land-use planning
mechanism for Canberra Airport. The ongoing use of the
High Noise Corridor for land use planning around Canberra
Airport remains a central premise of this Master Plan.
14.3 Current measures to avoid noise aircraft noise over Canberra and Queanbeyan. Within the
disturbance
Minimising the impact of aircraft noise disturbance on
the community continues to be one of Canberra Airport’s
key goals. The Airport has taken a proactive approach to
managing the aircraft noise issue through comprehensive
and ongoing consultation with the community and aircraft
operators, and by working with government and statutory
bodies such as Airservices Australia.
The Airport has worked with aircraft operators and
Airservices Australia to put in place an extensive range of
aircraft noise respite measures to protect the community
from aircraft noise. The following sub-paragraphs outline
these measures in greater detail.
Figures 14.5 and 14.6 display actual jet arrival and
departure tracks from 2004 and 2008, demonstrating that
noise abatement procedures are working. Aircraft now
largely avoid residential areas. Many of these procedures
would be in jeopardy if current proposals to place houses
under flight paths are permitted to go ahead.
The following noise respite measures are in place to
protect residents living in the vicinity of Canberra Airport
from the adverse effects of aircraft noise. These measures
protect 99.5% of Canberra and Queanbeyan residents from
aircraft noise, but many would have to be abolished in the
event of noise sharing. These procedures may evolve and
177
change in response to community needs.
It is noted that the following measures have been put
in place in response to complaints from residents who
purchased or built their homes in full knowledge of
the aircraft noise impact. These are residents who are
often nowhere near the ANEF and who are exposed
to significantly less noise than would be the case for
residents of Tralee and Environa.
14.3.1 Noise Abatement Measure 1: Canberra and
Queanbeyan Noise Abatement
Areas – established 1995
The Noise Abatement Areas are the most important
measure in keeping Canberra and Queanbeyan largely free
from aircraft noise.
They were introduced in 1995 to reduce the overflight
of residential areas by arriving and departing aircraft,
following community outcry regarding significant adverse
Noise Abatement Areas jets may not fly below 5,000ft
(1,500m) above ground level, and large propeller aircraft
may not fly below 3,000ft, except in special circumstances
(such as aircraft emergencies, inclement weather or when
undertaking circuits).
The Noise Abatement Areas are shown in green at Figure
14.1. They ensure jet aircraft largely avoid the overflight
of residents of Canberra and Queanbeyan. Noise sharing
would result in their abandonment. If proposed residential
development proceeds at Tralee or Environa, this measure
would be under threat.
Canberra Airport supports the strengthening of the
rules associated with aircraft overflight of the Noise
Abatement Areas at night, as outlined in Section 14.4.4.
Canberra Airport also supports the extension of the Noise
Abatement Areas to cover residential development in
eastern Gungahlin and future residential development at
Googong (refer to 14.4.3). Canberra Airport will work with
the appropriate Commonwealth agencies to achieve these
outcomes and envisages that the expansion of the Noise
Abatement Areas will be achieved at the latest at some
stage in 2010.
 Canberra Airport | Preliminary Draft Master Plan 2009

Figure 14.3
B737-800 arrivals and departures in the Southern High Noise Corridor

Note the RNP approach paths and the offset departure path both shift the noise away from Jerrabomberra to the rural lands in the High Noise Corridor known as Tralee and Environa.
Also, note the extent of noise throughout the southern component of the High Noise Corridor.
 179

14.3.2 Noise Abatement Measure 2: Protection for Further, the RNP approaches allow for more direct tracking,
Jerrabomberra residents from departure which in turn minimises lateral aircraft noise.
flight paths – established 1996
RNP departures and a precision-like RNP approach
Following complaints from residents of Jerrabomberra, a to Runway 17 are also now utilised by appropriately
12-degree offset departure flight path was established, equipped aircraft, providing very substantial safety and
ensuring aircraft taking off to the south on Runway 17 fuel savings.
fly to the west of Jerrabomberra, over rural land at Tralee
and Environa (refer Figure 14.1). If proposed residential It is noted that the initial RNP departure procedure
development proceeds at Tralee or Environa, this measure for Runway 17 actually brought aircraft closer to
would no longer make sense and likely be abandoned. Jerrabomberra than other Standard Instrument Departures
(SIDs), leading to a 3dBA increase in departure noise
14.3.3 Noise Abatement Measure 3: Night at Jerrabomberra. When this was identified, following a
Protection for Jerrabomberra residents from request from the Jerrabomberra Community, Canberra
arrival flight paths – established 1998 Airport worked with Qantas and the procedure designers
to change the RNP departure to move the flight path
The predominant landing runway at Canberra Airport further to the west and directly over Tralee to reflect
is Runway 35 from the south, which is serviced by an the SID. It must be noted that the initial RNP departure
Instrument Landing System (ILS). Following ongoing flight path did not even overfly Jerrabomberra but
campaigning by the Jerrabomberra community to reduce rather was unintentionally closer to Jerrabomberra than
aircraft noise, a noise respite measure was introduced in previously. If this flight path was deemed unacceptable
May 1998 such that between 8pm and 7am Runway 17 by Jerrabomberra residents, then it will clearly be
is the preferred runway when weather conditions permit, unacceptable to possible Tralee residents, given they are
with arrivals from the north and departures to the south. under the flight path and exposed to 8-12 dBA more noise
This measure ensures that overflight of Jerrabomberra (ie: a doubling in noise) than Jerrabomberra residents who
residents is avoided for most night hours because aircraft demanded that the flight path be moved.
departing to the south are directed on an offset flight
path over Tralee and Environa. If proposed residential Currently the technology is utilised wherever possible by
development proceeds at Tralee or Environa, this measure Qantas Boeing 737-800 aircraft. It is expected that more
would no longer make sense and likely be abandoned. of these aircraft will be deployed to Canberra routes in
upcoming years. Virgin Blue has also advised that they will
14.3.4 Noise Abatement Measure 4: Required utilise these approaches for their entire Boeing 737 fleet
Navigation Performance (RNP) in the near future and the technology is also available
curved approaches – established 2005 to RAAF 34 Squadron fleet of Boeing Business Jet (BBJ)
aircraft.
In 2005 Qantas Boeing 737-800 aircraft first utilised new
GPS-based technology known as Required Navigation The existing RNP Procedures, as well as a new RNP
Performance (RNP) to operate a curved noise abatement procedure acceptable to wide-body aircraft, have been
approach to Runway 35. Canberra was the first airport in incorporated into the new Canberra Airport Ultimate
Australia to be selected for this technology. This means Practical Capacity ANEF.
that aircraft using this RNP approach can now safely
bypass Jerrabomberra on arrival, and instead fly over the When compared with standard (instrument or non-
currently rural areas of Tralee and Environa. instrument) arrivals, the RNP arrivals are extremely
accurate and tracks can be accurately predicted.
Airservices Australia data shows that the new RNP
approach to Runway 35 delivers a highly significant If proposed residential development proceeds at Tralee or
8-10dBA reduction in noise to Jerrabomberra from Boeing Environa, the noise abatement benefit of the Runway 35
737-800 aircraft using that approach. This equates to an RNP approach would no longer apply, and the procedure is
almost halving of the noise impact on residents of this likely to be reviewed.
suburb by those aircraft, whilst directly overflying Tralee
and Environa.
Canberra Airport | Preliminary Draft Master Plan 2009

14.3.5 Noise Abatement Measure 5: Protection of New circuit procedures on the cross runway (Runway
North Canberra residents through altered 12/30) were implemented to ensure minimum possible
departure procedures Runway 30 – aircraft noise impact to residents in Pialligo and North
established 2001 Canberra.

Revised departure procedures for Runway 30 usually 14.3.10 Noise Abatement Measure 10: Night (11pm-
require light aircraft to track straight over Fairbairn Avenue 6am) operations – established 2003
to the War Memorial before turning off the original
departure heading, thereby avoiding unnecessary noise Agreements were signed with the two principal night
disturbance to residents of North Canberra, in particular freight operators at Canberra Airport to ensure night freight
the suburbs of Campbell and Reid. aircraft use the main runway (Runway 17/35) rather than
the cross runway between 11pm and 6am, and fly clear
14.3.6 Noise Abatement Measure 6: Higher of the Canberra and Queanbeyan Noise Abatement Areas
overflight of residents located between except where operationally required. A similar agreement
Queanbeyan and Bungendore – established was reached with the Royal Flying Doctor Service/NSW Air
2001 Ambulance and another major Canberra General Aviation
organisation. This ensures that residents of Canberra and
For light aircraft travelling to the training area near
Queanbeyan, and particularly residents of North Canberra,
Bungendore, a noise respite procedure was implemented
are subject to reduced overflight at night.
ensuring light aircraft, once on track, travel at an altitude
500ft higher than was previously the norm. This reduces As discussed in greater detail in Chapter 6, Canberra
noise exposure for residents living below this flight track, Airport is committed to ensuring similar agreements
mainly in Wamboin (NSW). are signed with any future night freight operator that
seeks to operate services to and from Canberra Airport,
14.3.7 Noise Abatement Measure 7: Increased unless a broader restriction on the overflight of the Noise
protection for Carwoola, Captains Flat Road Abatement Areas at night is achieved (please refer to
and Ridgeway residents – established 2002
Section 14.4.4).
Amended arrival procedures to Runway 30 from the east
14.3.11 Noise Abatement Measure 11: New
were put into place in 2002 to provide noise respite to
Departure and Arrival procedures –
the rural-residential areas of Carwoola, Captains Flat Road
established 2002 & 2005
and the Ridgeway (all in NSW), involving directing aircraft
over currently unpopulated western areas of Kowen In response to the Noise Abatement Areas and to keep
Forest. When the ACT Government develops Kowen as aircraft in the High Noise Corridor for longer periods,
a residential settlement, this measure may need to be Airservices Australia developed new Standard Instrument
refined. Departures (SIDs) in 2002, followed by new Standard
Terminal Arrival Routes (STARs) in 2005 for Canberra
14.3.8 Noise Abatement Measure 8: Arrival Airport. These procedures are able to be entered into
procedures Runway 12 – established 2002 aircraft flight management systems and, taking into
Similar to the departure procedures for Runway 30 account wind conditions, allow for highly accurate tracking
implemented in 2001, arriving aircraft on Runway 12 are to and from Canberra Airport. These procedures have also
requested to join their final inbound track no later than the been designed to ensure that aircraft operating to or from
War Memorial to reduce noise over North Canberra. This the main runway (Runway 17/35) stay inside the High
avoids aircraft turning late and overflying residential areas Noise Corridor for longer before they turn from/onto track
of Campbell and Reid. destination. Indeed these procedures now ensure that the
vast majority of jet aircraft generally enter and exit the
14.3.9 Noise Abatement Measure 9: Minimised High Noise Corridor from the ends, as seen in Figure 14.6
noise to Pialligo and North Canberra (especially when compared with Figure 14.5). This has
residents from circuit traffic – established ensured reduced high level aircraft overflight of residents
2002 in Tuggeranong, Gungahlin and the future residents of
Googong.

14.4 Noise respite measures under 14.4.3 Expansion of Noise Abatement Areas over
investigation
14.4.1 Additional protection of Jerrabomberra
residents from arrival noise
Canberra Airport is working with Airservices Australia and
the major aircraft operators to investigate a 15-degree
offset approach from the south to the main runway. This
would direct aircraft arriving from the south or south-
west to fly further to the west over currently rural areas
(including Tralee and Environa), moving them further away
from residences in Jerrabomberra. This proposal could work
in two ways – firstly as a non-precision procedure utilised
by aircraft in good visibility (a visual approach) or as a
precision RNP or GPS procedure. It is noted, however, that
if proposed residential development proceeds at Tralee
and Environa, this proposed measure would no longer
make sense and would likely be abandoned.
14.4.2 Further protection of Jerrabomberra Airport now or in the long term.
community from arriving aircraft
A request was received from the Jerrabomberra
community to investigate the possibility of directing
that all aircraft arrive from the north and depart to the
south when operationally possible, by utilising Runway
17 rather than Runway 35 as the preferred runway. This
measure would reduce noise over Jerrabomberra, shifting
it to the west over the rural land of Tralee and Environa.
If proposed residential development proceeds at these
locations, this measure would be at risk.
Note that the Jerrabomberra Resident’s Association
rescinded this request (11 March 2004) and now requests
that maximum landings and takeoffs occur to/from
the north. This later request has significant safety and
operational concerns and will not be further investigated.
It is noted that the provision of precision approaches to
Runway 17 will aid the proposal to allocate more arrivals
from the north and departures to the south. This is now
possible with the commencement of the Runway 17 RNP
approach, and it is expected that further technology such
as the GPS-based Ground Based Augmentation System
(GBAS) and the Approach with Vertical Guidance (APV)
option, once implemented, will provide additional Runway
17 arrival benefits to aircraft operators.
181
Gungahlin and Googong
Since 2001, Canberra Airport has acknowledged that
planned future regional residential development outside
the current Noise Abatement Areas but away from low-
level aircraft flight paths may lead to a future need to
expand the current Noise Abatement Areas.
Following formal requests in 2008 from the Gungahlin
community and the ACT Chief Minister, Canberra Airport
has written to Airservices Australia requesting they
investigate the eastward expansion of the Canberra Noise
Abatement Area to incorporate new Gungahlin suburbs.
Canberra Airport supports the extension of these Noise
Abatement Areas (and has done so since 2001) if the
investigation shows that the expansion of the Noise
Abatement Areas will not pose any detrimental safety,
operational or environmental constraints on the airport,
the community, or on aircraft operations to/from the
An opportunity may also exist for the future expansion of
the Queanbeyan Noise Abatement Area to the south to
incorporate a new residential development at Googong.
Canberra Airport supports this proposed extension of the
Queanbeyan Noise Abatement Area.
These proposed expansions are depicted at Figure 14.4.
Canberra Airport will work with the appropriate
Commonwealth agencies to achieve these outcomes and
envisages that the expansion of the Noise Abatement
Areas will be in place at the latest at some stage in 2010.
Given that these proposals have been supported by the
Airport and sought by the community since 2001, it is now
appropriate that they are implemented expeditiously.
It is noted, however, that no expansion of the Noise
Abatement Areas into the High Noise Corridor will be
considered at any time.
14.4.4 Strengthening of Noise Abatement Areas at
night
Despite successfully restricting night operations over the
Noise Abatement Areas through contractual agreements
with regular night operators (described at Section 14.3.10),
Canberra Airport recognises that the community seeks
certainty of noise protection, especially at night.
Canberra Airport | Preliminary Draft Master Plan 2009

Figure 14.4
Proposed extensions to the Noise Abatement Areas

Acknowledging community concerns, Canberra
Airport formally requests Airservices Australia and
the Commonwealth Government through this Master
Plan process to review the rules applying to the Noise
Abatement Areas at night (11pm-6am) to ban all aircraft
operating to and from Canberra Airport at night from
overflying the Noise Abatement Areas at any height,
except where operational requirements require it. This
would mean no Canberra or Queanbeyan house
would be overflown at night (aside from 600 homes at
Jerrabomberra). Canberra Airport commits to vigorously
pursuing this initiative to provide residents of Canberra
and Queanbeyan with certainty of protection from aircraft
noise at night, notwithstanding the expected growth of
night aircraft operations to and from the Airport. Canberra
Airport will work with the appropriate Commonwealth
agencies to achieve these outcomes and envisages that
measures will be in place by late 2009 or early 2010.
14.4.5 Revised night circuit and departure event levels from jet aircraft well below the 65dBA level
procedures on Runway 35
Following discussions with CASA and Airservices Australia,
Canberra Airport is also discussing the opportunity to
direct aircraft departing Canberra Airport to the south or
west on Runway 35 at night (outside Air Traffic Control
hours) to make a right hand turn after takeoff to gain
altitude before turning to track to their destination (rather
than turning left and overflying Canberra suburbs). These
aircraft movements would also be directed to fly clear
of the Queanbeyan Noise Abatement Area. Similarly, in
the unlikely event an aircraft is conducting circuits on
Runway 35 at night, Canberra Airport is investigating the
opportunity to direct such circuits to the east of the Airport
rather than the west to avoid overflight of residential areas
of Canberra.
Canberra Airport envisages that these measures will be in
place by late 2009.
14.5 Community aircraft noise complaint
behaviour
Notwithstanding the extensive noise respite measures
detailed above, aircraft noise complaints arise from
residents living in the following areas:
• Jerrabomberra (especially the 600 households inside
the High Noise Corridor);
17
The Hon John Anderson MP, Federal Minister for Transport and Regional Services, letter to the Hon Andrew Refshauge MP, NSW Deputy Premier and Minister for
Planning, 27 August 2002.
183
• North Canberra (particularly Hackett, Campbell,
Watson, primarily due to small General Aviation
aircraft using Runway 12/30);
• Carwoola;
• The Ridgeway;
• Wamboin;
• Sutton;
• Pialligo;
• Tuggeranong;
• Gungahlin; and
• Fernleigh Park.
These areas, with the exception of Jerrabomberra,
Fernleigh Park and Pialligo, are subjected to single noise
at which Commonwealth authorities state that noise
begins to become intrusive and, consequently where it
is reasonable to expect future residents to actively seek
operational changes to avoid aircraft overflight of their
properties.17 These residents are subject to much less noise
at much lower frequency than areas within the High Noise
Corridor. Note that some residents can be disturbed by
single event noise levels well below 65dBA.
14.6 Community and industry consultation
In order to ascertain aircraft noise disturbance and to
best tailor noise respite measures to reduce community
noise, Canberra Airport conducts extensive and ongoing
consultation with Airservices Australia, governments,
industry and the community. This consultation occurs in
various forms: public meetings, written communication,
publications and information on the Airport’s website.
Public meetings are held at least once a year. Further,
the Industry Aircraft Movements Procedures Review
Group (IAMPRG), comprising industry and government,
and the Canberra Airport Aircraft Noise Consultative
Forum (CAANCF), composing key community group
representatives, industry and government, currently meet
three times a year to discuss aircraft noise issues and
outcomes, as well as broader issues relating to the Airport
and its key role within the community.
Canberra Airport | Preliminary Draft Master Plan 2009
Canberra Airport notes the Commonwealth’s
recommendation in the December 2008 Green Paper that
airports create Community Consultation Groups to discuss
a broad range of issues, including aircraft noise. Canberra
Airport submits that the current CAANCF largely fulfils this
role; however the Forum is to be re-named in the short
term to better reflect the broader range of issues already
canvassed in Forum meetings and to better align with the
Commonwealth’s intentions.
14.7 Describing and displaying high levels This Master Plan depicts the flight paths at and around
of aircraft noise
Accurately and comprehensively describing and displaying
aircraft noise impact is essential to maintaining a proactive
approach to informing the community on aircraft noise
issues. There are several measures used to describe and
display aircraft noise, none of which is singularly able
to show every aspect of the impact of aircraft noise.
This Master Plan therefore outlines a number of these
measures so that the community can form a more
complete understanding of the effects of aircraft noise in
the areas surrounding Canberra Airport.
14.7.1 High Noise Corridor
The High Noise Corridor depicts the area of land around
Canberra Airport and between the Canberra and
Queanbeyan Noise Abatement Areas subject to significant
adverse aircraft noise exposure. Aircraft flight paths
including recent Required Navigation Performance (RNP)
procedures, Standard Instrument Departures (SIDs) and
Standard Terminal Arrival Routes (STARs) have all been
designed to concentrate aircraft noise within the Corridor
to the benefit of over 99.5% of residents in the region.
The High Noise Corridor is the key measure outlined in this
Plan for the amelioration of the impact of aircraft noise,
within which no further residential development should be
permitted. Noting that single event noise contours shown
in Figures 14.3, 14.10 and 14.11 exceed 65dBA within
the High Noise Corridor, areas throughout this Corridor will
be subject to high noise exposure, and the frequency of
movements at this level of noise will increase as aviation
traffic grows. Less noise is experienced outside the
Corridor, indicated by examining actual aircraft tracks and
single event noise contours. Note that should the Noise
Abatement Areas be abolished due to the implementation
of noise sharing (as a result of residential developments
in the High Noise Corridor at locations such as Tralee and
Environa), the High Noise Corridor as a concept is likely to
become redundant as noise is spread across the region.
It is also noted that the 20 ANEF contour of the new
Practical Ultimate Capacity ANEF for Canberra Airport is
also broadly contained within the High Noise Corridor,
further supporting the reasonableness of the extent of the
High Noise Corridor.
14.7.2 Flight paths at and around the Airport
the Airport in two ways, notably by showing the recent
actual aircraft flight tracks (based on radar data) and by
showing expected future flight tracks. The former shows
all past flight tracks for a given period whether aircraft
are on track or not, and include diversions due to weather
or operational reasons. The disadvantage is that this
depiction only shows tracks from the past, and flight paths
may change into the future – this can be seen by the
difference in tracks between 2004 (Figure 14.5) and 2008
(Figure 14.6). The depiction of future flight tracks shows
the expected main flight paths expected to operate in the
future. However, it does not reflect aircraft that may be
off-track, nor will it reflect flight paths if future flight paths
change in an unexpected manner.
14.7.2.1 Actual Aircraft Tracks
Figures 14.5 and 14.6 show the actual departure (green)
and arrival (red) tracks for jet aircraft operating to and
from Canberra Airport, with a comparison between flight
paths in 2004 compared with 2008. These tracks are
recorded by Airservices Australia using the Noise and Flight
Path Monitoring System and are publicly available.
The tracks show actual aircraft tracks for a given period in
the past, chosen to demonstrate the range of current jet
flight paths operating to and from Canberra Airport. These
represent only a small proportion of aircraft flight paths
into and out of Canberra. It is noted that over time, flight
paths change, especially in the advent of new GPS-based
technologies, although these flight paths will be largely
restricted within the High Noise Corridor if Option 1 above
is chosen.
When compared, Figures 14.5 and 14.6 also show the
benefit to the community of the range of noise abatement
procedures in place, particularly the implementation of
SIDs, STARs and RNP procedures. SIDs and STARs have
enabled far more accurate flight paths to be developed,

as well as ensuring that jet aircraft remain within the
High Noise Corridor on approach to or on departure from
Canberra Airport. The RNP procedure can clearly be seen
to the west of Jerrabomberra at Figure 14.6, providing very
substantial noise relief to residents.
The maps also do not show the noise impact of each
individual aircraft, which can be better understood by
examining single event noise exposure contours. The
actual noise exposure contours vary by aircraft type, and
their impact is spread over a far wider area than the actual
tracks, as shown in the following section.
14.7.2.2 Main future expected flight paths
The main expected future flight paths are highly
dependent upon whether residential development occurs
in the High Noise Corridor and hence if a noise sharing
outcome is implemented in Canberra.
Option 1 – No Noise Sharing
Should there be no noise sharing, then the main expected
future flight paths would be substantially similar to the
existing flight paths into and out of Canberra Airport,
with additional GPS and RNP approaches, such as the
15-degree offset RNP approach modelled in the endorsed
Ultimate Practical Capacity ANEF. These flight paths are
largely contained within the High Noise Corridor and are
shown in Figure 14.1. The flight paths modelled in the
endorsed ANEF are shown in Figures 14.7, 14.8 and 14.9.
Option 2 – Noise Sharing
Should development occur within the High Noise Corridor
and noise sharing results, then future flight paths are
expected to be substantially different to the existing
flight paths. Flight paths, and hence aircraft noise, may
be dispersed over large areas of the existing residential
population of Canberra and Queanbeyan. The exact
location of the flight tracks is difficult to determine exactly
as it is likely to be determined through the political
process. The pre-1995 flight paths over Canberra and
Queanbeyan, as shown in Figure 14.2, constitute one
possible noise-sharing scenario, as they represent flight
paths previously proven and flown by commercial jet
aircraft.
Canberra Airport has been consulting with the
community regarding noise sharing, and there has been
overwhelming resistance to noise sharing.
18
The Hon John Anderson MP, Federal Minister for Transport and Regional Services, letter to the Hon Andrew Refshauge MP, NSW Deputy Premier and Minister for
Planning, 27 August 2002.
19
Going Beyond Noise Contours, Department of Transport and Regional Services, October 2003.
185
14.7.3 Single event noise contours
The single event noise exposure contours of representative
aircraft operating on existing Canberra Airport flight paths
are depicted in Figures 14.10 and 14.11, showing the
adverse noise impact, or noise footprint, that a Boeing
737-400/737-800 and Boeing 767-300 have when using
the main runway, and a Dash 8-300 has on landing on the
cross runway (Runway 30). Figure 14.3 shows the impact
of a Boeing 737-800 in the southern High Noise Corridors
by aircraft using the new RNP approach and the future
15-degree offset RNP approach, as well as other existing
arrival and departure paths.
The Commonwealth Government has stated that 65dbA
to 70dBA is the level at which noise begins to become
intrusive and consequently it is reasonable to expect
residents in these areas will actively seek respite through
operational changes as the Airport grows and the
frequency of flights increases over time.18 At General
Aviation airports, noise can be a problem from 60dBA.19 In
Canberra, some residents exposed to less than 60dBA are
still calling for additional noise respite measures.
Further, Canberra Airport’s experience is that it is often
specific noise events (ie: even just a single aircraft)
that cause the most concern and complaint response
from residents and hence single event noise exposure
contours are a better representation of noise exposure. For
example, prior to a schedule change, the arrival at around
6am of a direct flight from Perth was subject to significant
levels of complaints by residents, largely within the 65dBA
single event contour. Such complaint behaviour would
not have been predicted by measures which average out
noise levels over a year.
14.7.4 N65 contours
N65 contours provide a measure of the number of
noise events that exceed the critical 65dBA noise level
at any given location, and are shown at Figure 14.12
for the Airport’s ultimate practical capacity. As outlined
above, 65dBA is the noise level at which noise becomes
intrusive and at which residents will actively seek respite
through operational changes as the Airport grows and the
frequency of flights increase over time.
It is noted that proposed residential developments at
Tralee will be subject to between 100 and 200 N65 events
per day average at ultimate practical capacity, whereas
current complaints from Jerrabomberra and elsewhere in
Canberra Airport | Preliminary Draft Master Plan 2009

Figure 14.5
Actual Jet Movements - 2004

Actual jet tracks show how the Noise Abatement Areas protect Canberra and Queanbeyan residents from aircraft overflight and how aircraft noise is concentrated in the
High Noise Corridor.
 187

Figure 14.6
Actual Jet Movements - 2008

Actual jet tracks show how the Noise Abatement Areas protect Canberra and Queanbeyan residents from aircraft overflight and how aircraft noise is concentrated in the
High Noise Corridor. SIDs, STARs and RNP have ensured far greater precision in flight tracks and ensuring aircraft are predominantly kept within the High Noise Corridor
Figure 14.7
Arrival tracks utilised in the modelling of the Ultimate Practical Capacity ANEF
Canberra Airport | Preliminary Draft Master Plan 2009
Figure 14.8
Departure tracks utilised in the modelling of the Ultimate Practical Capacity ANEF
189
Figure 14.9
Circuit tracks utilised in the modelling of the Ultimate Practical Capacity ANEF
Canberra Airport | Preliminary Draft Master Plan 2009
 191

Figure 14.10
Single Event Contour – 737-400 arrivals and departures on Runway 17/35, 737-800 RNP
arrivals on Runway 17/35 and Dash 8 arrivals on Runway 30

Note the extent of noise throughout the High Noise Corridor.

Canberra Airport | Preliminary Draft Master Plan 2009

Figure 14.11
Single Event Contour – 767-300 arrivals and departures on Runway 17/35 and Dash 8
arrivals on Runway 30

Note the extent of noise throughout the High Noise Corridor. While the offset arrival is not shown on this plan, it is expected that newer generation widebody aircraft will
utilise an offset arrival to Runway 35.

Canberra show that residents complain about 20 or fewer
average N65 events per day.
14.7.5 Australian Standard 2021 and the Australian strategy) between 20 and 25 ANEF.
Noise Exposure Forecast (ANEF) system
Whilst Canberra Airport advocates the use of the High
Noise Corridor as the appropriate land-use planning
system in the vicinity of the airport, the 20 ANEF contour Creek should exist at Canberra Airport, such that no
is the absolute minimum level of acceptability for the
location of new housing, despite the broad recognition
today that the ANEF system does not adequately describe
aircraft noise in the community. State, Territory or Local The poor correlation between the level of complaints and
Government planning approvals of new residential
development within the 20 ANEF contour breaches a
fundamental duty of care owed to residents to provide
basic residential amenity and protection from the
adverse impact of aircraft noise. Indeed there is clear
evidence of disturbance well beyond the 20 ANEF contour
and consideration should be given to the use of other
measures (such as the High Noise Corridor) to determine
the acceptability of residential development.
Canberra Airport notes the position of the ACT Government
on this issue:
“In the ACT, residential development is prohibited
within the long-term 20 ANEF contour. This position has
been taken to avoid the difficulties which arise when
residential areas are developed under aircraft approach
and departure corridors close to a major airport, with a
view to maintaining a high level of residential amenity
and protecting the long-term viability of the airport.”
Jacqui Lavis, Deputy Chief Planning Executive, ACT
Planning and Land Authority, 25 July 2007.
Canberra Airport also welcomes the fact that the ACT
Government has also recognised the ACT component of
the High Noise Corridor in its Spatial Plan. The Corridor is
known in the Spatial Plan as the Aircraft Noise Protection
Corridor.
In its revised s117(2) Directions (at Section 5.8 of
the revised Directions dated July 19, 2007), the
NSW Government also formally restricts residential
development to only being permitted outside the 20 ANEF
(based on the “Worst-Case-Assumptions” ANEF scenario)
in respect of the development of any future airport at
Badgery’s Creek, recognising the additional sensitivities
associated with a greenfields site and a non-curfew
airport. Notwithstanding this, the revised 2031 Strategy
193
prepared by the Queanbeyan City Council and endorsed
by the NSW Minister for Planning includes thousands of
homes (around 50% of the new homes indentified in the
Canberra Airport maintains that no housing should be
permitted in the High Noise Corridor, or at the very least
a policy similarly prudent to that outlined for Badgery’s
residential development may be permitted within the 20
ANEF contour.
the ANEF contours was highlighted by Dr Robert Bullen,
consultant to Village Building Company, during consultation
on the 2005 Master Plan. Dr Bullen’s comments add
further weight to the necessity of having the 20 ANEF
contour as an absolute minimum standard, or preferably
using an alternative standard such as the High Noise
Corridor:
“It’s well known that there is not a lot of a relationship
between noise complaints and ANEF noise levels.
How come that is? Well, there are a lot of reasons for
that. The main one is, in my view, that people complain
for things like a particular event like “A plane flew over
my house last night; it was really loud; I don’t hear it
very often but what the hell is going on?” It doesn’t
mean necessarily that people were seriously affected or
affected at all in fact by the noise. What they are doing
is asking what the hell is going on.
Another reason is that some people will complain
for whatever reason. Some people have a propensity
to complain, other people just don’t complain. For
example, some people from a non-English speaking
background, people who don’t feel comfortable ringing
up authority figures or something, just tend not to
complain. There are other people who, for whatever
reason, complain because they feel like something can
happen.
So, there is not a lot of relationship between complaints
and ANEF levels. Absolutely.” Dr Robert Bullen,
consultant to Village Building Company, at Tuggeranong
Community Council Meeting, 5 August 2004.
The September 2006 report of the Independent Review
Panel for the Queanbeyan Land Release Inquiry was clear
that there are noise affected areas outside the 20 ANEF,
Canberra Airport | Preliminary Draft Master Plan 2009

Figure 14.12
N65 Contours

and stated that there are land use conflicts well outside
the 20 ANEF:
“The Panel acknowledges that there are noise affected
areas beyond 20 ANEF contour, and the amenity of
these areas is compromised as a result, as evidenced
by submissions to the Inquiry by local Jerrabomberra
residents.” Report of the Independent Review Panel
for the Queanbeyan Land Release Inquiry, 1 September
2006 (p27).
The Report’s formal findings stated:
“1. Land use conflicts clearly do arise between the
Airport’s operations (particularly 24 hour operations)
and residential environmental amenity in noise affected
areas, and those noise affected areas go beyond the 20
ANEF contour line.” Report of the Independent Review
Panel for the Queanbeyan Land Release Inquiry, 1
September 2006, (p28).
The Report continued to note, in reference to proposed
residential development at Tralee, The Poplars and
Environa, that:
“Whilst a number of the sites being considered for
residential rezoning are either wholly or in part outside
of the 20 ANEF noise contour, this does not require or
oblige the Minister to approve proposals for rezoning
for residential land uses.” Report of the Independent
Review Panel for the Queanbeyan Land Release Inquiry,
1 September 2006, (p27).
The level of complaints in residential areas outside the 20
ANEF contour for Canberra and at other airports around
Australia is of concern to Canberra Airport. Canberra
Airport’s experience of the political process in the
marginal Federal seat around Canberra, and the advice
of both Airservices Australia and the NSW Government’s
Independent Inquiry, suggest that the approval of noise
sensitive development under the flight paths within 20
ANEF (with the remainder just outside this contour) will
not only lead to the serious possibility of noise sharing
but also ruin the residential amenity of those residents at
Jerrabomberra currently under the ILS approach to Runway
35. It is for this reason that Canberra Airport believes that
the appropriate land use planning tool to ameliorate the
effects of the environmental issue of aircraft noise around
Canberra Airport is the High Noise Corridor.
195
14.7.6 Canberra Airport Ultimate Practical Capacity
ANEF
The ANEF refers to the Australian Noise Exposure Forecast
for Canberra Airport. In the case of Canberra Airport, this
is currently the Ultimate Practical Capacity ANEF (Figure
14.13), endorsed by Airservices Australia for technical
accuracy on 12 June 2008.
The ANEF was created by independent expert consultants
in consultation with Canberra Airport with the assistance
of two reports analysing the capacity of the airport system
based on a set of determined aircraft operations and a
detailed meteorological analysis to model actual and
theoretical runway capacity. The ANEF also underwent
significant community consultation to garner community
and industry input. Following over six months of review
and refinement, and after a decision by the full bench
of the Federal Court of Australia, Airservices Australia
endorsed the ANEF for technical accuracy on 12 June 2008
in a manner approved by the Minister.
Australian Standard 2021 confirms that there can only
be one ANEF current for an airport at any one time and,
further, that a more recently endorsed ANEF supersedes
a previous one. This means on the date that the current
Ultimate Practical Capacity ANEF shown at Figure 14.13
was endorsed for technical accuracy by Airservices
Australia, it replaced the previous ANEF, and similarly
on the date that a new ANEF is endorsed by Airservices
Australia, it will replace the current ANEF.
Figures 14.7, 14.8 and 14.9 show the arrival and departure
tracks modelled in the new ANEF. These tracks, based
on existing flight tracks as well as two new instrument
offset approaches, were finalised following a consultation
meeting with senior Airservices Australia Air Traffic Control
staff.
14.8 Noise beyond the noise contours
From time to time, members of the community or
policymakers have taken plans such as the ANEF, N65
or single event contours to mean that there is no or
insignificant noise beyond the last noise contour indicated
(eg: the 20 ANEF contour or 65dBA contour). There is
significant danger in interpreting these charts in the
above manner as noise and community affectation (and
consequent complaint behaviour) can extend well beyond
these contours.
Canberra Airport | Preliminary Draft Master Plan 2009

Figure 14.13
The Ultimate Practical Capacity ANEF, endorsed by Airservices Australia on 12
June 2008

Note the similarity of these contours to the High Noise Corridor.

 197

The ICAO Environment Report 2007, in an article by

Dave Southgate (Department of Infrastructure, Transport,
Regional Services and Local Government), discusses the
effect of broad area noise:

Until recently aircraft noise assessment and

management has been focused on the ‘close in’ areas
around airports which are exposed to the highest levels
of aircraft noise. However, community pressures to
impose operational constraints or oppose airport growth
are increasingly coming from residents living in areas
outside of conventional ‘close in’ noise contours. These
aggrieved residents of the more ‘distant’ areas generally
live under busy flight paths. D Southgate, Aircraft Noise -
A Broad-Area Issue, ICAO Environment Report 2007.

The 20 ANEF contour in particular is one measure that

has been misused as indicating that noise is not a major
issue beyond that contour. This has been heavily criticised,
including in the report of the Senate Select Committee on
Aircraft Noise in Sydney, Falling on Deaf Ears.

In many cases there is a significant level of affectation at

and beyond the 20 ANEF contour. The 1980 survey which
was used in the creation of the ANEF system20 interviewed
3,575 residents living around the commercial airports in
Sydney, Adelaide, Perth, Melbourne and the Richmond
RAAF base, and found a number of features of annoyance
and affectation. At the 20 ANEF line:

• 42% of residents will be “moderately” or “seriously”

affected; and

• 11% of residents will be “seriously” affected.

That is, noise can be heard and can cause annoyance

to some residents well beyond the 20 ANEF contour as
it can also do beyond other noise metrics such as the
N65 and single event contours. Furthermore, it is widely
accepted that community standards have changed, and
that the affectation of the community to prescribed levels
of aircraft noise have almost certainly increased since the
survey was conducted in 1980. In the Canberra and region
context, the extremely quiet background noise levels
enjoyed by many in the region means that aircraft noise
events will have an even larger impact on the community.

20
National Acoustic Laboratories, Aircraft Noise in Australia: A Survey of Community Reaction, NAL Report No 88, February 1982, AGPS
Canberra Airport | Preliminary Draft Master Plan 2009
 199

Chapter fifteen
Environmental Management
Canberra Airport | Preliminary Draft Master Plan 2009

Chapter fifteen | Environmental management
Canberra Airport is a recognised national leader in the
area of environmental management. It has environmental
management regimes significantly more advanced than
most businesses and landowners and has developed some
of Australia’s most sustainable buildings.
Recognising the importance of maintaining the
environment at the highest possible level, the Airport
has put in place responsible and achievable measures to
minimise the environmental impact of its operations.
These include the construction of Australia’s first 5 Green
Star rated building (8 Brindabella Circuit) and the planting
of more than 3,000 trees and 10,000 shrubs within the
Airport precinct.
An active participant in the ACT Government’s ‘No waste
by 2010’ policy, the Airport already holds a Gold No Waste
Award.
201
Canberra Airport regularly monitors groundwater and
stormwater flows and other environmentally sensitive
issues, such as the safe management of the Grassland
Earless Dragon and detailed mapping of the Natural
Temperate Grasslands.
Other world-class innovations include the construction
of buildings that produce 75% less carbon dioxide than
conventional buildings and 55% less carbon dioxide than
even the highest ABGR rating.
This chapter of the Master Plan looks to the future and
provides a comprehensive list of the environmental
initiatives that will be undertaken to ameliorate the
impacts of the further development of the Airport.
Canberra Airport | Preliminary Draft Master Plan 2009

Chapter fifteen | Environmental management

“Capital Airport Group [the managers of Canberra

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

“Capital Airport Group has a strong commitment to

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

15.1 Vision for environmental management

Canberra Airport is committed to continuing the
development of a safe, efficient and contemporary
Canberra Airport in harmony with the environment and
minimising the environmental impact of the ongoing
development and operation of the Airport by adopting
innovative technologies, designs and processes.

More detail on the Airport’s environmental management is

provided in the Airport’s approved Environment Strategy.

15.2 Major achievements to date

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

Canberra Airport has implemented a range of

environmental initiatives over the course of the past five
years, including:

• national leading sustainable development, with


extremely low energy consumption buildings,
resulting in Australia’s first Green Star rating, and
achieving a rating of 5 stars;
• construction of buildings which emit 75% less carbon
dioxide than conventional buildings, and 55% less
carbon dioxide than the highest 5 star National
Australian Built Environment Rating System (NABERS)
Energy rating;21
• membership of Greenhouse Challenge Plus;
• implementation of waste water recycling, essentially
closing the loop on the water cycle, and saving as
much as 100,000 litres of water every day;
• Installation of gas-powered tri-generation plants,
producing low-emission electricity and utilising waste
heat to heat and air condition buildings.
• on-site utilisation and recharge of groundwater to
reduce consumption from the ACT potable water
supply;
• development of a protocol for the safe management
of an endangered species, the Grassland Earless
Dragon and contribution to further research on the
species;
• mapping of grasses at the Airport to identify different
qualities of grasses;
• development of a Water Management Plan
considering both the quality and quantity of
water, including stormwater detention and re-use
opportunities;
• development of a comprehensive regime of
stormwater monitoring which measures water quality
entering and leaving the Airport;
• participation in the SWAMP (Sustainable Water Action
Management Plan) which is part of the catchment
management initiatives for the Molonglo River;
• the planting of over 3,000 trees and over 10,000
shrubs on the Airport; 22
• establishment and monitoring of a comprehensive
piezometer system to measure groundwater quality
at the Airport;
• development of standard safety, security and
21
NABERS replaced the Australian Building Greenhouse Rating (AGBR). It is the Commonwealth Government’s energy rating system for office buildings.
22
It is noted that Canberra Airport reserves the right to remove any tree or shrub on-Airport for development. The usual processes of the Airport Building Controller will be
complied with.
203
environmental procedures – standard airside and
landside conditions to protect and mitigate the impact
on environmentally significant and sensitive areas,
and the prevention of pollution by contractors;
• improved environmental awareness by contractors
and tenants. A standard construction Environment
Management Plan (EMP) has been developed
for all contractors, outlining all the environmental
management approaches required to be considered
whilst tendering for and then managing projects at
the Airport;
• incremental implementation of the ACT Government’s
“No Waste by 2010” policy, and recognition by the
ACT Government with the First Prize Gold Award in its
No Waste Awards;
• implementation of the Green Star accreditation
programme run by the Green Building Council; and
• development of aircraft ground running guidelines in
consultation with operators and Air Traffic Control.
15.3 Identification of environmental issues
The plans for growth and expansion outlined in this Master
Plan will result in the achievement of the vision to develop
Canberra Airport as a first-class facility to serve the region’s
evolving transportation needs and to maximise the
Airport’s contribution to the region’s economy. At the same
time this will result in more people using the facility, more
aviation traffic and more use of natural resources. Canberra
Airport’s aim is to mitigate the environmental impact
of achieving this growth using commercially achievable
management strategies.
The environmental issues that may be encountered at
Canberra Airport and the measures employed to mitigate
against adverse affects are outlined in detail in the
Canberra Airport’s approved Environment Strategy.
The Airport Annual Environment Report prepared for
the Department of Infrastructure, Transport, Regional
Development and Local Government outlines the ongoing
implementation of the approved Environment Strategy
and the impact of development and operations on the
environment at the Airport. The quality of the state of
the environment at Canberra Airport is high due to the
effective environmental management of the Airport in
partnership with airlines and tenants.
Canberra Airport | Preliminary Draft Master Plan 2009
Environmental issues that might reasonably be expected
to be associated with the implementation of the Master
Plan include:
• impacts of aircraft noise and external land use
planning, and the impact of other noise sources;
• effects on flora and fauna and land management;
• stormwater management;
• use of natural resources;
• air, soil and water quality;
• greenhouse gas emissions;
• waste generation;
• handling and storage of hazardous products;
• indigenous and cultural heritage; and
• construction impacts.
The following sections assess these issues and outlines
plans for dealing with these environmental issues.
15.4 General environment
This section assesses the general environmental issues
that might reasonably be expected to be associated with
the implementation of the Master Plan and Canberra
Airport’s methods for dealing with these issues.
15.4.1 Environment Management System
Canberra Airport’s Environment Management System
(EMS) is consistent with AS/NZS ISO14001:2004. The EMS
provides the overarching framework for the management
of environmental impacts at the Airport arising from
Airport operations and upgrades, as depicted at Figure
15.1. The EMS also provides the basis for a culture of
continuous improvement in environment and sustainability
work practices amongst Canberra Airport management,
staff and contractors.
15.4.2 Noise
As the frequency of flights (including at night) and the size
of aircraft grow, the amount of aircraft noise on departure
and arrival flight paths and on-Airport will increase.
Furthermore, with the growth of aviation and other
activities at Canberra Airport, there is also expected to be
noise from ground operations on-Airport, including from
ground traffic and construction.
This section distinguishes between “inflight” noise and
“on-Airport” noise. Inflight noise refers to noise when an
aircraft is on approach or departure, landing or taking off
or when taxiing. On-Airport noise is noise from all activities
including aircraft, cars, people and construction, but does
not include noise generated by aircraft taxiing, taking off
or landing, or inflight.
15.4.2.1 Inflight aircraft noise
In-flight aircraft noise will grow significantly during the life
of this Master Plan. The assessment of the environmental
issues that might reasonably be expected to be associated
with such growth and Canberra Airport’s plans for dealing
with such issues (most notably by appropriate land-use
planning through the adoption of the High Noise Corridor)
are outlined in Chapter 14.
15.4.2.2 On-Airport aircraft noise
Two rounds of noise monitoring on-Airport, together
with a history of minimal complaints, confirms that the
management of on-Airport noise is effective. This is
partly because Canberra Airport has a minimal number
of residents living near the Airport (the exception being a
small number of residents at Pialligo) and partly because
of improved procedures for aircraft ground running.
Canberra Airport has used a variety of techniques to
mitigate on-Airport noise in the past, most successfully
through engine ground running guidelines. These
guidelines were put into place in February 2004 to
ensure the noise caused by engine ground running for
maintenance is conducted at an isolated area of the
Airport with due sensitivity to on-Airport tenants and
neighbouring properties. It also restricts the time of day
ground running can occur. It is a requirement of operators
that they operate in accordance with these guidelines.
With the exception of two complaints relating to ground
running noise from a RAAF C-130H Hercules aircraft, the
only noise complaints over the last five years relating to
airport activities have been in relation to inflight noise.
Due to the ongoing success of current measures to deal
with the environmental issue of on-Airport noise, there
is no intention to change current procedures, although
Canberra Airport reserves the right to make changes as
 205

Table 15.1
The cycle of continual improvement embodied in the
EMS

ENVIRONMENTAL
POLICY
BEST PRACTICE

PLANNING
management - Environment impacts
review - Objectives

CONTINUOUS
IMPROVEMENT

CHECKING AND IMPLEMENTATION

CORRECTIVE ACTION AND OPERATION
- Structure and responsibility
- Monitoring - Training
- Research - Communication
- Non conformance - Emergency response
and corrective action - Document control

and when circumstances require it.
15.4.3 Flora and Fauna
The following threatened flora and fauna are currently
found on-Airport.
15.4.3.1 Grasslands
Canberra Airport has been developed progressively as
a commercial airfield and RAAF base since the 1930s,
with Canberra Airport Pty Ltd taking control from the
Commonwealth in 1998. The initial construction and
subsequent maintenance and expansion of the Airport’s
runway and taxiway systems have involved significant
landplaning, re-grading of contours and alterations to
hydrology. The original natural temperate grassland
vegetation south of the undershoot road (located
north of the Runway 17 threshold) has been disturbed
on numerous occasions during this time and areas
have naturally regenerated over time to its present
condition. The present condition is assessed as patches
of moderately-modified natural temperate grassland and
exotic and native pasture. Natural temperate grassland is
listed as threatened under the Environment Protection and
Biodiversity Conservation Act 1999 (EPBC Act).
Areas of natural temperate grassland may be impacted
Canberra Airport | Preliminary Draft Master Plan 2009
by the implementation of this Master Plan. Section 15.5
provides further information regarding approvals and
offsets.
Natural temperate grassland is managed by the Airport
consistent with the Airport’s Threatened Species
Management Plan and approved Environment Strategy.
The Threatened Species Management Plan will be
processed during the public consultation period of this
Preliminary Draft Master Plan with DEWHA. Canberra
Airport will submit for approval the 2010 Environment
Strategy to the Minister of Infrastructure, Transport,
Regional Development and Local Government prior to June
2010.
15.4.3.2 Grassland Earless Dragon
The Grassland Earless Dragon (GED) (Tympanocryptis
panguicella) is listed as endangered under the EPBC
Act. GED specimens have previously been found at the
northern end of the Airport, north of Taxiway Foxtrot
and east of the Runway 17/35. Despite significant
investigations to find GED specimens in this area, no GED
have been found in recent years. As there has been no
change to Airport operations in these areas, this non-
observation of GED has been suggested by experts to be
due to drought and significant overgrazing in the adjoining
leases and the Majura Military Training Area. GED are
monitored in accordance with the Airport’s approved
Environment Strategy.
It is noted that GED may be found during the construction
of the extended Taxiway Bravo and run-up bays, as
approved in the 26 August 2004 Runway and Taxiway
Major Development Plan and Referral EPBC2008/4170
approved 10 December 2008. Any specimens found will
be relocated in accordance with the Airport’s Threatened
Species Management Plan and approved Environment
Strategy.
During 2001 Canberra Airport developed a protocol
in consultation with major stakeholders to enable
the retrieval of GED in development areas. The
updated protocol is included in the Threatened Species
Management Plan, the key component of which involves
the search for invertebrate holes in areas earmarked
for future development located at the northern end of
the Airport. If GED are found in the invertebrate holes,
they will be retrieved by the Airport’s consultants,
photographed, DNA tested, weighed and measured.
The GED will then be relocated on-Airport outside of the
construction zone.
Canberra Airport is funding a joint Post Doctorate
Fellowship for GED research with the Australian Research
Council and the University of Canberra. Canberra Airport
also contributes the Airport’s consultants’ knowledge
and advice and GED and previous monitoring reports
with the aim of collecting population data to be used in
the University of Canberra’s GED research project. Any
information obtained from GED specimens located on-
Airport will be included in the research project to further
increase the body of knowledge on this species.
The outcomes of the University of Canberra Post Doctorate
Research Fellowship include:
1. Understanding the genetic relatedness of the
remaining GED population in the ACT and nearby
NSW.
2. Understanding the relationship between grassland
height and composition and GED populations.
3. Identifying key habitat characteristics and features for
ongoing management and the re-establishment of
GED habitat.
4. Inform the National Recovery Plan for GED to enable
the ongoing management and restoration of GED
habitat.
The outcomes of the research will include clear guidelines
for the ongoing management of GED habitat so as to
maximise the rate of population increase and to restore
habitat. The research is also expected to provide key
insights into the habitat management mechanism for the
GED and the effect that climate change might play on
those mechanisms through the combination of extreme
drought events and habitat degradation. This work will
therefore provide essential management information that
will maximise the long term changes of conservation for
the GED.
15.4.3.3 Golden Sun Moth
Golden Sun Moth (GSM) (Synemon plana) is listed as
critically endangered under the EPBC Act. GSM numbers
have been monitored in the Airside precinct of the Airport
since 2000. Canberra Airport has been working with
the University of Canberra to develop a reliable GSM
monitoring technique and to provide sufficient information
to identify key habitat characteristics.
 207

Figure 15.2
Non-potable water flow management at Canberra Airport

Source
Rainwater Capture Waste Water Canberra Airport Catchment
stormwater inflow

quality control measures

filtration & groundwater recharge ENTRAPMENTS PROCEDURES

- Sediment & erosion control - Gross pollutant traps - Hazardous waste storage & disposal
- Grassed swale systems - Bunded areas - Environment Management System (EMS)
- Detention Basin - Separator systems - Incident reporting
- Water sensitive urban design - Biodegradable products - Cleanup procedures
- Natural filter strips along garden beds - Street cleaning - Construction Environment Management
Plan (EMP)
- Sediment & erosion control plan
- Maintenance
- Standard operating procedures
- Tenant audits
- Environment & hazard reporting

APPLICATION
STORMWATER AND RECYCLED LANDSCAPING IMPROVED STORMWATER GROUNDWATER RECHARGE
WATER USED IN TOILETS QUALITY
AND POTENTIALLY COOLING
TOWERS
Canberra Airport | Preliminary Draft Master Plan 2009
Areas that have recorded GSM numbers may be affected
by the implementation of this Master Plan. Section 15.5
provides further information on approvals and offsets.
GSM numbers will be monitored in accordance with the
approved Environment Strategy. The Threatened Species
Management Plan describes the ongoing research and
monitoring information for the GSM.
15.4.3.4 Perguna Grasshopper
Perguna Grasshopper (Perunga ochracea) is listed as
vulnerable under the Nature Conservation Act 1980 (ACT)
and has been sighted at the north of the Airport. The
Perguna Grasshopper is monitored concurrently with the
grassland survey.
15.4.4 Stormwater flow management
The Airport is located in a catchment, which has been
modified over time through the installation of contour
banks to divert water around the main Airport runway
and through the development of sediment control
structures in the 1950s to minimise sediment reaching
Lake Burley Griffin. The majority of stormwater at the
Airport is collected in a network of open and closed drains
before being discharged to Woolshed Creek, Pialligo Brook
and via off-site drains to the Molonglo River. All flows
ultimately drain to Lake Burley Griffin.
Construction projects might reasonably be expected
to have short-term impacts on stormwater flows. Such
impacts will be dealt with and managed through major
project Environment Management Plans.
Stormwater flows may also change due to increased
areas of impervious surfaces and due to the diversion
of stormwater around and through developments. All
developments, where such changes are regarded as likely,
will be designed in accordance with the relevant Australian
Standards.
The Canberra Airport Water Management Plan was
developed in consultation with the Department of
Infrastructure, Transport, Regional Development and Local
Government to manage the water use and stormwater
flows around the Airport. The objective of the Water
Management Plan is to outline ongoing and new actions
by Canberra Airport and to demonstrate that the Airport
will continue to undertake all reasonable and practical
measures to manage the quality and harness the reuse of
stormwater, groundwater and recycled water on-Airport.
Please refer to Figure 15.2. The Plan also outlines Canberra
Airport’s commitment to mitigate the use of potable water
on-Airport.
Quality control measures for stormwater in place at
Canberra Airport include designs to reduce the velocity
of stormwater flow, allowing for the natural filtration of
sediments, catchment released metals and nutrients.
Reducing the flow rate also controls erosion and promotes
infiltration and groundwater recharge, which is beneficial
for the overall catchment. Furthermore, standard
operating procedures and comprehensive incident
reporting procedures are also in place to mitigate any
fuel or hazardous substances loss and outline subsequent
clean-up procedures.
15.4.5 Natural Resources
Canberra Airport is a large, growing and complex facility.
As such, in the context of the ACT, it is a significant user of
natural resources such as electricity, water and fossil fuels.
As the Airport is growing, it is reasonably expected that
the use of such resources will continue to grow.
To deal with this issue, Canberra Airport aims to
improve resource use efficiency through the adoption
of more efficient design and commercially sustainable
technologies. These may include:
• further improvements in water and energy efficiency
at the Airport through the adoption of passive design,
new technologies, recycling and reuse;
• the continued application of sustainability principles to
development at the Airport; and
• the monitoring of ground transport use and
identification of efficiencies in both time and resource
use.
Canberra Airport is a member of the Green Building
Council of Australia. The Airport is committed to
maximising the environmental sustainability of building
development and operations on the Airport through the
application of principles promoted by the Green Building
Council.
Water Conservation
Canberra Airport was recognised by ACTEW on World Water
Day 2008 as a “Waterwise Achiever”, recognising the
 209

Figure 15.4
Aquacell water recycling system

WATERLESS
URINAL DRINKING SHOWER TOILET COOLING
TOWER

WATER
RECYCLING
PLANT

OVERFLOW TO
EXTERNAL SEWER

POTABLE
TOWN WATER RAINWATER
PLUS SUPPLEMENT
NON POTABLE
GROUND WATER

Airport’s significant water saving initiatives. The Airport’s
Water Strategy Committee also works together with
landscapers, contractors, tenants and plumbers to ensure
that the Airport remains compliant with ACTEW’s water
restrictions.
Canberra Airport’s water conservation initiatives include:
• Garden beds re-mulched on a regular basis;
• Wetting agents used to aid with water penetration
and to minimise water loss;
• Rubber stabilisers used on high traffic lawns to reduce
the need for lawn re-establishment;
• Drip watering systems used in the garden beds;
• Sub-surface irrigation in lawn areas introduced outside
some newer buildings, eliminating evaporation in the
watering process;
• Rain water harvesting;
• Water efficient cooling towers;

• Use of water storage crystals in garden beds to better
utilise rainwater and runoff;
• Garden beds weeded regularly to reduce competition
with landscape plants for water;
• Lawns regularly aerated to improve water absorption;
• Reduced-flow shower heads;
• Waterless urinals;
• Building Management System designed to detect
active water leaks; and
• The employment of a licensed plumber on staff.
Canberra Airport | Preliminary Draft Master Plan 2009
Water Recycling
Two state-of-the-art Aquacell water recycling systems
have been installed at Canberra Airport to recycle waste
water. Whilst the treated water is assessed as drinking
quality, the recycled water will initially be used in toilet
flushing and for irrigation, although Canberra Airport is
working with the relevant authorities to review its use in
cooling towers. The Aquacell water recycling system uses
a three-phase filtration method to recycle waste water as
shown in Figure 15.3. The stages are as follows:
1. Aerobic biological treatment to aerate effluent and
break down impurities;
2. Ultra filtration to block particles, bacteria and viruses
bypassing the water through a special self-cleaning
membrane with microscopic pores; and
3. Ultra-violet light to provide protection against possible
bacteria re-growth and to produce chemical-free
sterile water.
The water recycling system has the potential to treat
approximately 100,000 litres of waste water every day.
The Aquacell water recycling system is designed to reduce
daily potable water consumption on-Airport from 15-20
litres per person per day to about five litres per person per
day.
15.4.6 Greenhouse gas emissions
Canberra Airport emits greenhouse gas emissions in
its operations, largely through the heating, cooling
and operation of buildings. In addition, Airport ground
operations emit small amounts of greenhouse gas, almost
entirely from the burning of petrol or diesel in the Airport’s
vehicles and ground service equipment. While the Airport
is building some of the most sustainable buildings in
Australia, emissions of greenhouse gasses are expected to
increase as the number of buildings increase. Similarly, but
to a lesser extent, as ground service activities grow as a
consequence of growth in aviation operations, greenhouse
gasses are expected to increase.
The Airport has massively reduced the greenhouse
gas output of its buildings by progressively designing
and constructing buildings that far exceed the
Commonwealth’s building energy requirements. Some of
the newest buildings on the Airport utilise a technology
called tri-generation, which means that, along with the
23
Stern Review on the Economics of Climate Change, Sir Nicholas Stern, October 2006.
other sustainability initiatives incorporated in the buildings,
these buildings reduce carbon emissions by some 75%
when compared with conventional buildings.
Canberra Airport is a member of Greenhouse Challenge
Plus and will monitor and promote more greenhouse-
efficient operations and investigate additional initiatives
to increase its environmental excellence. Greenhouse
Challenge Plus complements major environmental
initiatives already undertaken and planned at the Airport.
The Airport will continue to work to reduce the impact
of greenhouse gas emissions through the construction of
efficient buildings, as evidenced by the existing buildings
in Brindabella Business Park, Fairbairn and Majura Office
Park. Generally, office buildings with an office NLA of over
2,000m² will be modelled to have base building carbon
dioxide emissions of less than 87kgCO2/m²/year. The
new terminal is also expected to be a particularly green
building, utilising a range of sustainable design concepts
and technologies.
Greenhouse gas emissions by airlines
Airlines and other aviation operators emit greenhouse
gasses in their operations. Globally, airlines contribute
1.6% to carbon dioxide emissions.23 While aircraft
efficiency is expected to improve over time, greenhouse
gas emissions by airlines are expected to grow as the
number of passengers and volume of airfreight grows over
time. Air travel, on many routes, can be a more carbon
dioxide efficient form of transport than car travel, due
largely to the fact that an RPT aircraft carries many more
passengers than a car. Thus, the growth in air travel must
be considered in light of the greenhouse emissions from
other forms of transport, most notably car transport.
Canberra Airport can have very little impact on the
efficiency of aircraft, as this is the responsibility of the
aircraft manufacturers and airlines (with the support of
Airservices Australia). The Airport’s lease prohibits Canberra
Airport from excluding an aircraft operator except in the
most limited circumstances. Canberra Airport welcomes
Commonwealth Government initiatives outlined in the
December 2008 Aviation Green Paper to phase out the
use of the most noisy and fuel-inefficient aircraft (such as
B727).
Nevertheless, the Airport can assist in reducing the
airlines’ greenhouse gas emissions by ensuring, as far
as practicable and commercially feasible, that Airport

infrastructure minimises the delays to aircraft inflight or
while taxiing. For this reason, the Airport plans to provide
sufficient runway, taxiway, terminal and other aviation
infrastructure to ensure that aircraft can operate without
delays inflight or whilst taxiing.
As further described in Chapter 14, Required Navigation
Performance (RNP) and Constant Decent Approach (CDA)
procedures have been implemented at Canberra Airport.
The airlines and Airservices Australia have reported
significant fuel burn reductions (and consequentially
reduction in emissions) from the use of these procedures.
Canberra Airport actively supports RNP, CDA and is
urging all operators with capable aircraft to expeditiously
commence using these procedures.
Energy Targets
All buildings are encouraged to minimise energy usage
and operating costs without a reduction in accommodation
standards. Buildings at Canberra Airport are designed to
achieve a minimum 5 Stars base building according to the
NABERS simulation and design review guidelines. Buildings
are also designed to achieve a minimum 4 Stars under the
Green Star Office Design rating scheme, with an aim for
each new project to also achieve 5 Stars under Green Star
where possible.
Design Principles
Canberra Airport’s Design Principles include the
requirement that the development must provide ‘A’ grade
commercial office space as well as the intention to aim for
the following:
• To provide a pleasant work environment that enables
and encourages staff interaction and productivity;
• Maximise floor efficiency to allow for a large division
to be located on a single floor. The Net Lettable Area
(NLA) should generally range from 1,800 to 3,000m²
per floor;
• The base building design should enable design of an
office workspace environment to achieve a minimum
NLA not less than 87% efficiency;
• Allow for the maximum flexibility of internal spaces;
• Maximise the use of natural light into the workspace;
• Minimise direct sunlight and glare into the workspace;
211
• Minimise energy consumption;
• Conform to all Australian Standards, building codes
and standards;
• The base building design should enable the retrofit of
new technologies during the life of the building;
• Incorporate a high level of building safety;
• Install energy and water meters to monitor and
improve efficiency and compliance with design;
• Maximum use of thermal mass in buildings;
• External shades and/or double-glazing for insulation;
• Insulation to roof and walls; and
• Solar initiatives, including solar hot water.
15.4.7 Air, soil and water quality
Air quality
Air monitoring was conducted in October and November
2007 and included monitoring for Benzene, Tolvere,
Ethylbenzene and Xylene (BTEX), Carbon Monoxide
(CO), Ozone (O3), Nitrogen Dioxide (NO2) and Respirable
Partiulates (PM10 and PM2.5). All results were below or
within the data range recorded in October and November
2007 at Civic and Monash by ACT Health Protection
Services’ Environmental Chemistry Unit.
Furthermore, all results during the period showed levels
well below required standards and complied with the
following regulations, guidelines and goals:
• Schedule 1, Part 2 Ambient Air Quality, Airport
(Environment Protection) Regulations 1997;
• National Environment Protection (Air Toxics) Measures
(NEPM) Guidelines;
• National Environment Protection Council (NEPC),
National Environment Protection (Air Toxics)
Measures, Explanatory document, April 2004; and
• National Environment Protection Council (NEPC),
National Environment Protection (Air Toxics)
Measures, Goal for PM2.5.
These results are consistent with previous air monitoring
on-Airport. No significant adverse impacts are expected
Canberra Airport | Preliminary Draft Master Plan 2009
from future Airport operations, including the growth
outlined in this Master Plan. Further monitoring will be
undertaken in accordance with the Airport’s approved
Environment Strategy.
Soil and water quality
There is the potential that Airport operations may impact
upon soil and water quality, especially at sensitive sites
at which hazardous substances are located. All major
sensitive sites (such as at service stations) are required to
have groundwater monitoring bores from which baseline
data is initially collected prior to the commencement
of operation. The development of the service station
near the terminal, which included a pollution risk
monitoring system, won the Master Builders’ Association/
ACT Government Environmental Award in 2002. All
groundwater bores are monitored in accordance with the
approved Environment Strategy.
Canberra Airport has actively participated in workshops
and consultations on the whole of catchment stormwater
management initiatives. This included the cross-border
development of the 2002 Sustainable Water Action Plan.
Stormwater flows will be managed in accordance with
the Airport’s Water Management Plan. Canberra Airport
has regularly monitored stormwater flows into and out of
the Airport since privatisation in 1998, with the exception
of when flow rates have been too low to monitor
stormwater. The monitoring will continue in accordance
with the approved Environment Strategy and the Water
Management Plan.
15.4.8 Handling and storage of hazardous products
As the Airport grows according to this Master Plan, it is
expected that more hazardous goods will be handled
and stored at the Airport by a variety of users. Hazardous
products on-Airport generally consist of fuels, oils,
asbestos and chemicals. The management and storage
of these products are undertaken in accordance with ACT
Legislation, as outlined in the approved Environment
Strategy. Standard Operating Procedures (SOPs) have
been developed to respond to spills and to manage any
emergency response required. These are detailed in the
approved Environment Strategy and the Canberra Airport
Standard Operating Procedures Manual.
15.4.9 Waste generation
Waste streams at Canberra Airport include construction,
demolition, industrial, office and maintenance.
Waste management and minimisation issues relating to
construction and demolition are covered in the standard
Environmental Management Plan (EMP) prepared for the
development and approved by the Airport Environment
Officer. Construction waste is recycled in accordance with
Green Star principles.
Canberra Airport was awarded No Waste Awards by the
ACT Government in 2004 (Silver) and 2005 (Gold) in
recognition of its waste minimisation programs.
15.4.10 Indigenous and European heritage
Indigenous Heritage
A cultural heritage assessment of Canberra Airport was
undertaken in 2001. This included a desktop assessment,
a surface field assessment and salvage, and a sub-surface
test. These assessments concluded that the vast majority
of the Airport was of low archaeological sensitivity. A
small strip of land at the very southern tip of the Airport
was identified as having moderate sensitivity. Land
development in this small strip required the site to be
monitored during initial excavations and items of cultural
significance provided to the appropriate ACT Heritage Unit,
in accordance with procedures outlined in the approved
Environment Strategy. When the site was developed, no
items of cultural significance were found. This strip has
since been developed as a car park. A small remaining
strip exists in the very south-east corner of the Airport
for which the archaeological sensitivity is unknown but is
believed to be of either low or medium sensitivity. Similar
procedures will be followed for this area.
European Heritage
Canberra Airport has commissioned heritage consultants,
Graham Brooks and Associates Pty Ltd (GBA) to review
the Register of the National Estate (RNE) and produce a
Heritage Management Plan for Fairbairn. The Fairbairn
Heritage Management Plan (FHMP) will be processed
during the public consultation period of this Preliminary
Draft Master Plan with the Department of Environment,
Water, Heritage and the Arts (DEWHA) prior to its approval.
It is intended that the approved FHMP will guide future
development within the precinct.

In 1999, the Australian Heritage Commission assessed
the Fairbairn precinct. Subsequently, on 20 May 2003
the Commission listed elements of the base on the RNE
as “RAAF Base Fairbairn Group”. Following amendments
to the Australian Heritage Commission Act 1975, the
RNE was frozen on 19 February 2007, such that no new
places can be added or removed. The RNE will continue
as a statutory register until February 2012. During this
period the Minister is required to continue considering the
Register when making some decisions under the EPBC Act.
Canberra Airport is located on Commonwealth land. As
a result of changes to the EPBC Act, which provided for
the establishment of the Commonwealth Heritage List,
all places on Commonwealth land must now be assessed
against Commonwealth Heritage Criteria, and managed
according to the Commonwealth Heritage Management
Principles. This assessment process has contributed to
the understanding of the significance of the site and is
included within the FHMP.
15.4.11 Construction impacts
Construction at Canberra Airport may have a number
of impacts, including soil erosion, generation and use
of fill, generation of dust, and noise from equipment.
Many of these issues are dealt with above. To deal with
the environmental impacts of construction, all major
projects undertaken at Canberra Airport will be subject
to Environment Management Plans (EMPs) that include
consideration of environmental factors including waste,
air quality, soil erosion, construction noise and potential
siltation of stormwater.
The Standard Construction Environmental Management
Plan (EMP), in conjunction with project-specific Erosion
and Sediment Control Plans provided by the contractor
and approved by the Airport Environment Officer, form the
basis of environmental management during the planning
and construction of a project. The standard construction
EMP comprises the following:
• Measures to incorporate environmental considerations
into the construction of the proposed developments;
• Environmental management measures to be
implemented during construction; and
• Indicative environmental management checklists
to assist with monitoring the implementation of
environmental management obligations during
213
construction.
15.5 Canberra Airport Referral
This Master Plan has identified a wide range of
new developments, upgrades and improvements to
aeronautical infrastructure to ensure that Canberra Airport
is ready to cater for the future requirements of civil
aviation and other users of the Airport. The proposed
developments will also allow for the secure, safe and
efficient management of aviation and other traffic around
the Airport as shown in Figure 9.1 and Figure 9.2.
Canberra Airport has submitted a referral to the
Department of Environment, Water, Heritage and the
Arts for all works that may impact on the environment,
including natural temperate grassland and listed
threatened species. The proposals covered in the referral
include:
• Extension of the Fairbairn apron;
• Construction of Taxiway Alpha aviation facilities;
• Realignment and widening of Taxiway Alpha to meet
relevant standards;
• Widening and strengthening of Taxiways Charlie and
Juliet;
• Construction of a new Air Traffic Control Tower;
• Upgrades to tarmacs in all precincts;
• Relocation of Runway 35 threshold;
• Turning node on Runway 17/35;
• New link taxiways to Runway 17/35;
• Relocation of General Aviation area;
• Expansion of freight facilities;
• Upgrading of lighting, including new High Intensity
Approach Lighting (HIAL) to Runway 17;
• GPS Ground Station;
• Provision for Runway Visual Range (RVR) instruments
and other infrastructure required for improved
precision navigation;
• Upgrading of the aerodrome to Category II and III ILS/
Canberra Airport | Preliminary Draft Master Plan 2009
GPS on Runways 17/35;
• Upgraded Airfield lighting
• Relocation of Instrument Landing System (ILS);
• Construction of a northern access road (currently on
Defence land yet to be transferred to Canberra Airport
ownership);
• Upgrading of the airside roads; and
• Provision of buffers to ensure ongoing maintenance
of airfield and aviation.
This referral will be subject to a separate public
consultation period that is expected to coincide with the
public consultation period of this Preliminary Draft Master
Plan.
The northern access road linking Majura Road with
Fairbairn is also included in this referral. The referral for
the transfer of 38.83ha of land from the Department of
Defence to the Department of Infrastructure, Transport,
Regional Development and Local Government was
approved with conditions on 12 April 2008. A Conservation
Agreement between the Department of Environment,
Water, Heritage and the Arts and Canberra Airport will be
signed to conserve and manage the natural temperate
grassland and listed threatened species in the land transfer
area, excluding the roadway alignment reserve.
The realignment and widening of Taxiway Alpha to
meet CASA aviation requirements will also require the
demolition and/or relocation of two buildings at Fairbairn:
• Building 203 – Bellman Hangar
• Building 52 – Gun testing/squash court
The Fairbairn Heritage Management Plan described
at section 15.4.10 identifies these buildings as having
elements of low heritage significance.
Conservation and offsets
A Biodiversity Off-set Strategy is incorporated in Canberra
Airport’s Threatened Species Management Plan and will
be processed as part of the referral assessment. The
strategy provides details on the long-term conservation
offset for the removal of grasslands, including options for
the acquisition of land and/or the rehabilitation of areas
of vegetation quality four and five within the Canberra
Airport lease.
The Threatened Species Management Plan is a living
document and will be updated as required to include any
additional endangered or threatened species as the Airport
boundary changes and details of outcomes of research on
the Grassland Earless Dragon and Golden Sun Moth.
Canberra Airport will also develop and submit a Standard
Construction Environment Management Plan (CEMP) to
the Minister for approval prior to the construction of any
development under the referral. The plan will include (but
is not limited to) the following, as appropriate:
• measures to reduce indirect construction impacts on
natural temperate grassland;
• measures to reduce impacts on listed threatened
species; and
• management of natural temperate grassland adjacent
to works to improve the quality of the grassland.
The proposed conservation area as showed in Figure 15.4
to the north of the Runway 17 undershoot road and any
land containing natural temperate grassland and listed
threatened species obtained from Defence other than
for the purpose of constructing the northern road will be
placed in a conservation area as an offset for impacts on
listed threatened species and ecological communities.
However it is noted that Canberra Airport reserves the
right to install aviation-based aids (including lighting) as
required by aviation regulations and evolving technology.
 215

Figure 15.4
Figure 15.4
PROPOSED CONSERVATION
proposed conservation AREA
areas

PROPOSED NORTHERN
D FAIRBAIRN ACCESS
AR
JUR
MA

MAJURA
PARK

A RD
MAJUR
FAIRBAIRN
GOLF COURSE

NO
M
AD FAIRBAIRN
DR
PIALLIGO
PRECINCT
TO
CANBERRA CITY PI
AL
LIG
O
AV
E

EXI
T
DR
A
OR

AIRPORT
EN
GL

TERMINAL
PIALLIG
O AVE

EXI
T

BRINDABELLA
BUSINESS PARK
Legend

April 2009
Proposed Road

Proposed Conservation Area

PIA
LLIG

GLENORA
OA

Note: This plan is indicative only - actual developments and

GLENORA DR
VE

the timing and placement of those developments will be

subject to demand, detailed planning and the obtaining of
relevant approvals.

TO
QUEANBEYAN
Canberra Airport | Preliminary Draft Master Plan 2009
 217

appendices
Canberra Airport | Preliminary Draft Master Plan 2009

Appendix one | Definitions, abbreviations and acronyms

DEFINITIONS

ACRDC Australian Capital Regional Development Council

ACTEW ACT Electricity and Water
ACTPLA ACT Planning and Land Management Authority
Administrative Use The use of any land, building or other structure for the purpose of a Court,
House of Assembly, Territory Administration Centre, City Hall, Information
Centre or other civic administration activities.
Administrative and Utility Services Any of the following uses:

(a) Administrative Use;

(b) Community Protection Facility;

(c) Defence Installation; or

(d) Public Utility.

ADTV Average Daily Traffic Volume
Agriculture The use of land for the cultivation of any plants, fruit, vegetable or flower
(including berries or vines) or keeping, breeding and raising of livestock or
any other living thing for commercial production but excludes any cultivation
or animal husbandry carried out mainly for the enjoyment of, or consumption
by, the owner(s) or occupier(s) of the land or any other purpose defined.
AIP Aeronautical Information Publication
ANEC Australian Noise Exposure Concept
ANEF Australian Noise Exposure Forecast
ANEI Australian Noise Exposure Index
ANER Australian Noise Exposure Response
ARFF Airport Rescue Fire Fighting
ASA Airservices Australia
ATC Air Traffic Control
Broadacre The use of land, building or other structure for Administrative and Utility
Services, Agriculture, Animal Care Facility, Caravan Park/Camping Ground,
Community Facility, Education and Office establishments used by the
Department of Defence, Defence Installation, General Farming, Intensive
Farming, Landscape Buffer, Open Space, Outdoor Recreation Facility, Park,
Retail Plant Nursery, Scientific Research Establishment, Tourist Facility, or
Transport Facility, including Road and Rail.
Cafe Any premises used for intended for use for the preparation and sale to the
public of food beverages for consumption on the premises or elsewhere and
includes take-away food, fast food and snack bars and the like.
CASA Civil Aviation Safety Authority
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DEFINITIONS

Club A meeting place for persons associated, or for a body incorporated, for a
social, sporting, athletic, literary, political or other like purpose, and includes
premises in respect of which a club licence is held in accordance with the
provisions of the relevant liquor licensing regulations, including Aquatic
Recreation Facility and Indoor Recreation Facility and Outdoor Recreation
Facility.
Commercial Accommodation A building or place used for use for the purpose of providing accommodation
and includes a hotel, motel, guest house, caravan park/camping ground,
serviced apartment, serviced house and the like.
Commercial Roadside Sign A sign, other than real estate temporary directional signs, erected within road
reservations to advertise goods and services or nearby commercial events,
such as auctions or sales, and includes placards, sandwich boards, posters and
the like.
Communications Facility A facility for the purpose of transmitting air-borne signals using radio masts,
towers, satellite disks and the like and includes Australia Post and Telecom
communications facilities, and television/radio broadcasting facilities.
Community Facility Any of the following uses:

(a) Educational Establishment

(b) Scientific Research Establishment

(c) Cultural Facility

(d) Hospital, Health Centre

(e) Institutional Use

(f) Church Use

(g) Social/Community Facility

CPI Consumer Price Index
Cultural Facility A building or place used or intended for use for the purpose of cultural
activities and may include a library, museum, theatre, concert hall or art
gallery.
Defence Installation A building or place operated by the Department of Defence or national
security services or the armed forces of Australia or their contractors, and
includes Department of Defence offices, offices associated with national
security and Defence communication facilities, and any facilities operated by
direct contractors with the Department of Defence.
DCA Department of Civil Aviation
DME Distance Measuring Equipment
DOD Department of Defence
DITRDLG Department of Infrastructure, Transport, Regional Development and Local
Government (Commonwealth)
Canberra Airport | Preliminary Draft Master Plan 2009

DEFINITIONS

DUAP Department of Urban Affairs and Planning (NSW)

EIS Environmental Impact Statement
EPBC Act Environment Protection and Biodiversity Conservation Act 1999
FAA Federal Aviation Administration (USA)
FAC Federal Airports Corporation
Financial Establishment A building or place used for the purpose of a bank, co-operative society or
other financial institution.
Forestry Land used for the arboriculture, silviculture, forest protection, cutting, dressing
and preparation other than in a sawmill or planning mill of wood and other
forest products and the establishment of roading required, for the removal of
wood and forest products and for forest production.
GA General Aviation
General Environment The general environment includes:

• ecosystems and their constituent parts, including people and

communities;

• natural and physical resources;

• the qualities and characteristics of locations, places and areas;

• the heritage values of places; and

• the social, economic and cultural aspects of the above things.

GPS Global Positioning System
Health Centre A building or place used for the medical care (including diagnosis,
preventative care and counselling) of out-patients only and may include
medical or dental clinics, family planning clinics, first aid station or other
professional or paramedical health care services. Health Centre use includes
Consulting Rooms use.
HIAL High Intensity Approach Lighting
HNC High Noise Corridor. A planning term used by Canberra Airport indicating an
area of high levels of aircraft noise, within which residential and other noise
sensitive developments (such as schools) should be prohibited.
ICAO International Civil Aviation Organisation
IFR Instrument Flight Rules
ILS Instrument Landing System
IMC Instrument Meteorological Conditions
Industry The use of land for the principal purpose of manufacturing, assembling,
altering, repairing, renovating, ornamenting, finishing, cleaning, washing,
winning of minerals, dismantling, processing, or adapting of any goods or any
articles.
INM Integrated Noise Model
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DEFINITIONS

JOSF Joint Oil Storage Facility

Landscape Buffer The treatment of land for the specific purpose of:

(a) enhancing or protecting the amenity of neighbouring land;

(b) meeting engineering or environmental standards by:

(i) Screen planting or shelter belt planting;

(ii) Acoustic treatment including mounds etc;

(iii) Amenity landscaping;

(iv) Other landscaping required to supplement adjoining areas.

MLS Microwave Landing System
MMTA Majura Military Training Area
MTOW Maximum Take-Off Weight
NABERS National Australian Built Environment Rating System
NAL National Acoustics Laboratory
NCA National Capital Authority
Office Any premises used for the purpose of administration (including commercial
and public administration), and clerical, technical, professional or like business
activities.
OLS Obstacle Limitation Surface(s)
Open Space Land intended for use primarily for public recreation, conservation or amenity
purposes and which may include facilities for the enjoyment or convenience
of the public.
Other Use The use of land, building or other structure for Broadacre, Commercial
Accommodation, Dwelling (if necessary for the operation of any permitted
use), Light Industry, Place of Assembly or Retail.
PANS-OPS Procedures for Air Navigation Systems – Aircraft Operations
Passenger Transport Facility Any of the following uses:

(a) bus transport facilities, including bus interchanges, interstate bus terminals,
driver rest facilities, or bus garaging and equipment maintenance depots;

(b) transport ticket services.

Personal Service Establishment
Primary Use
Any premises used or intended for use for the purposes of barbering, skin
care, non-professional health and/or body care, photography, and like
activities, but does not include any premises used or intended for use for a
purpose elsewhere herein specifically defined.
The landing and departure of aircraft, the housing, servicing, maintenance and
repair of aircraft, the assembly and dispersal of passengers and goods, and
uses determined by the airport lessee to be associated with or ancillary to the
operation of the airport.
Canberra Airport | Preliminary Draft Master Plan 2009

DEFINITIONS

QCC Queanbeyan City Council

RAAF Royal Australian Air Force
Retail The selling of goods and providing personal services in any quantity and by
any means other than by wholesale and includes retail shops, restaurants,
drink establishments, drive-in facilities, bulky retailing, bulk landscape
supplies, vehicle sales, service stations, retail plant nurseries and produce
markets.
RNP Required Navigation Performance, a very accurate GPS-based approach and/
or departure procedure which allows curved procedures.
RPT Regular Public Transport
Scientific Research Establishment A building or place used for the purposes of scientific research including
the development of electronic technology, biotechnology or other scientific
disciplines for application to commerce, industry, or government and which
may include scientific laboratories, meteorological uses, observatories and
facilities operated by the Commonwealth Scientific and Industrial Research
Organisation or private organisations.
Social/Community Facility A building or place used by a public authority or a body of persons associated
for the purpose of providing for the social welfare of the community which
may include:

(a) meeting rooms, neighbourhood centres, recreation, Child Care Centre,

child minding (including care and ancillary education), cultural activities, social
functions and the like;

(b) a community club being a building or place used by persons sharing like
interests, but not including a licensed club; whether or not that building or
place is used for another purpose including associated administration.
SPA Special Purpose Aircraft
Transport Facility The use of land or a building for or associated with the movement of goods
and people by road, rail and air.
USAF United States Air Force
VFR Visual Flight Rules
VHST Very High Speed Train
VMC Visual Meteorological Conditions
VOR Very High Frequency Omni-directional Range
VPD Vehicles Per Day
VPH Vehicles Per Hour

If there is no definition in the above table, refer to the definitions in the National Capital Plan.
 223

Appendix two | Airservices Australia references

Canberra Airport | Preliminary Draft Master Plan 2009
225
Canberra Airport | Preliminary Draft Master Plan 2009

Appendix three | Implementation and staging
This section discusses an expected timetable for
implementation of those components of the Master
Plan that will be developed within the next 20 years.
This implementation will be in stages to meet expected
demand and will be subject to separate financial,
operational and environmental assessment. The timing of
developments will be subject to demand. While we will
attempt to bring a full range of services to the Airport as
soon as possible, the timing below indicates when we
expect such services to occur, and will not limit the timing
for development.
Some capacity problems are already apparent with the
terminal building, associated road access and the airline
apron. In the immediate short term there is a need to
address deficiencies in the terminal area to cater for
forecast airline activity, to provide international services,
and to improve the amenity of the facility for passengers
and visitors to the Airport. Growth in the Terminal,
Pialligo, Majura Park and Fairbairn precincts will continue
through the period of the Master Plan, as well as further
commercial and retail developments in the other precincts,
in accordance with Appendix 3.
Short-term development – current – 2014/15
Several developments to facilitate growth are likely to
occur during this period, including:
• construction of an integrated international and
domestic multi-user airline terminal, including
the provision of Commonwealth funded customs,
immigration and quarantine services;
• construction of additional airline apron capacity
to both the south and north-west of the terminal
including the strengthening and upgrade of the
General Aviation apron;
• extension of Taxiway Bravo to northern threshold
including additional taxiway fillets that may include
one or more high-speed exit taxiways;
• construction of one or more additional taxiway
fillets linking the existing Taxiway Bravo to Runway
17/35 that may include one or more high-speed exit
taxiways;
• construction of additional aprons at Fairbairn,
including to the south of the existing apron and to
the north along Taxiway Alpha, with additional access
taxiways;
227
• development of aviation facilities along the east
side of Taxiway Alpha with associated taxi lanes and
aprons;
• upgrade and/or relocation of the run-up bay;
• widening and strengthening of Taxiway Charlie, Kilo
and Juliet;
• relocation and construction of a new Canberra Air
Traffic Control Tower and possible relocation of the
Airport Fire Station;
• upgrades to tarmacs in all precincts;
• movement of Runway 35 threshold by up to
450m to the south, including the movement of
runway approach lighting and components of the
Instrument Landing System (ILS) glidescope and other
navigational aids;
• extension of takeoff and landing length on Runway
17;
• construction of blast fence(s) or similar device at end
of Runway 35;
• construction of a turning node on Runway 17/35 to
facilitate additional runway length for arrivals and
departures on Runway 17;
• expansion of fuel farm expansion of aviation fuel
transfer facilities and possible secondary fuel storage
facility at Fairbairn;
• development of new General Aviation facilities in
Glenora or Fairbairn precincts;
• expansion of terminal roads and car park, and
expansion of parking facilities for specific users such
as taxis, buses, and rental cars;
• introduction of freight hub facilities including but
not limited to aircraft taxiways and parking apron,
warehousing facilities;
• movement of General Aviation and light aircraft to
another precinct;
• development of light aviation airline support and
commercial facilities;
• possible decommissioning of the NDB;
Canberra Airport | Preliminary Draft Master Plan 2009
• development of Approaches with Vertical Guidance
(APV) on Runways 17 and 35 to provide improved
approach guidance;
• new precision and non-precision instrument
approaches (including offset) to all runways, including
possible ILS on Runway 17;
• installation of runway visual range (RVR) measuring
devices such as Transmissiometers on all runways;
• precision landing systems including GPS-based
instrument approaches on all runways including
possible additional (second) landing threshold for
Runway 35 to facilitate new GPS technology, subject
to regulations;
• provision of a GPS ground station;
• Category II and III ILS/GPS on all runways;
• upgrade runway, taxiway and approach lighting,
including possible new High Intensity Approach
Lighting (HIAL) for Runway 17;
• taxiway upgrading and expansion in the General
Aviation area;
• internal road system and parking improvements;
• further development of retail developments as per
land use table Chapter 10;
• continued development of office developments, as
per land use table in Chapter 10;
• provision of an additional Airport entrance to the
Brindabella Business Park, Terminal and Pialligo
precincts from Pialligo Avenue;
• construction of an access road across northern end of
the Airport linking Majura Road to Fairbairn precinct;
• development of a hotel in the terminal precinct;
• inclusion of additional land into Airport lease;
• upgrading of landside and airside road;
• planning and development of all precincts as per
Chapter 10; and
• other ongoing developments in accordance with this
Master Plan.
Medium-term development – 2014/15 – 2019/20
As well as that listed in the short-term, the developments
in the medium term are likely to include:
• a correctly aligned and widened Taxiway Alpha along
the full length of Runway 17/35;
• extension of Runway 12/30 to east;
• realignment of Glenora Drive, and/or alternative
North East Precinct access to the east;
• upgrade to Category III ILS/GPS on Runways 17 and
35;
• further expansion of aviation capacity including
runway, taxiway and apron works;
• links to Majura Parkway;
• improved linkages between Brindabella Business
Park, Terminal and Pialligo precincts and Majura Road;
• ongoing commercial development of all precincts in
accordance with Chapter 10;
• further expansion of the passenger terminal;
• additional structured car park for terminal;
• additional aviation support facilities;
• construction of high speed rail link and rail terminus
(on Airport or off Airport);
• further extension of Runway 17/35 to north and/or
south; and
• relocation or lowering of Pialligo Avenue to support
Runway 17/35 operations.
The above items may be developed sooner than expected,
should demand or a business case warrant it.
Long-term development – 20019/20 – 2029/30
Development to complete the vision of the Master Plan
and to reflect changes resulting from the review of the
Master Plan required in 2012 will be undertaken during
this period. Projects likely to commence in the medium
term which will extend into the long term are likely to
include:
• further business and commercial development of
 229

all precincts, in accordance with land-use table in

Chapter 10;

• refurbishment and/or expansion of the rail/airline

terminal;

• planning, including potential land acquisition, for a

parallel runway east of the existing Runway 17/35.
Note that if this or other land is for sale earlier, then
it may be purchased and incorporated in the Airport
lease earlier;

• additional aviation support facilities; and

• upgrade of internal road system in terminal precinct

to accommodate high speed rail and other multi-
modal facilities.

The above items may be developed sooner than expected,

should demand or a business case warrant it.
Canberra Airport | Preliminary Draft Master Plan 2009
Canberra Airport | Preliminary Draft Master Plan 2009

2 Brindabella Circuit, Brindabella Business Park ACT 2609

T 02 6275 2222 F 02 6275 2244 www.canberraairport.com.au