PLANNING MANAGEMENT PART C - Sydney Metro Airport
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PART C
PLANNING MANAGEMENT
C
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Preliminary
PreliminaryDraft
DraftMaster
MasterPlan
Plan Bankstown Airport
Introduction
Ground
transport plan
7.1 Overview
7
7.2 Existing ground transport plan
7.3 Ground access development for the current
forecast
Bankstown Airport Master Plan
Ground transport plan
The Ground Transport Plan for 2014 to 2019 is based on The Ground Transport Plan also recognises that other
the current landside road network and the surrounding developments may occur over the planning period subject to
access road system continuing to be used. The only a MDP and that ground access requirements may result from
major likely or proposed ground access changes would those developments. As such, BAL has included information
be implemented as a result of significant development that was available with those potential developments in
proposals. relation to ground access.
7.1 OVERVIEW 7.2 EXISTING GROUND TRANSPORT
NETWORK
This Ground Transport Plan for Bankstown Airport was
completed in April 2014 covering the five year period The existing ground transport network at Bankstown Airport
2014 to 2019. The Ground Transport Plan is based on the includes an internal and external road network as well as
current landside road network and the surrounding access public transport links. These are described below.
road system continuing to be used, with the only likely/
proposed ground access changes being those that would 7.2.1 External road network
be implemented as a result of future major development
proposals. Bankstown Airport is located within close proximity to a
number of major roadways which provide access to the site
The Ground Transport Plan indicates the likely baseline trip and allow the Airport to play its role in generating economic
generation capacity for the Airport. It is based on the current activity and jobs for Western Sydney.
and proposed road network. Changes to the road network
not captured by the Ground Transport Plan may be required Two arterial roads - Milperra Road and Henry Lawson Drive -
as part of any appropriately approved future developments. bound the Airport to the south and west respectively. Henry
Lawson Drive also provides a vital link from Bankstown Airport
Planning by BAL in the years up to and including preparation south to the M5 Motorway.
of the 2010 Draft Master Plan (which did not progress to
approval) included detailed traffic modelling of roads on Various areas of the Bankstown Airport are accessible from
and around the Airport under property development and the external road network as follows:
aviation growth scenarios that existed through that period.
This modelling was carried out in consultation with the NSW • Marion Street via Airport Avenue in the north, primarily
Roads and Maritime Services (RMS) and produced several servicing the aviation and non-aviation tenancies in the
external and internal road development proposals (SKM two northern Precincts of the Airport;
2008, 2011).
• Henry Lawson Drive via Tower Road (signalised) in the
west;
Aviation activity at Bankstown Airport has not grown as
forecast prior to 2010 – as the volume of fixed wing aircraft • Henry Lawson Drive via the intersection at Rabaul Road
movements is currently trending downwards and no regular (unsignalised) in the west;
air passenger transport (RPT) services have commenced. As
documented in Chapter 5, current aviation traffic forecasts • Milperra Road, via Nancy Ellis Leebold Drive (signalised)
are for negative growth in the period to 2016 and, over the 20 in the south, servicing the Bunnings McDonald’s, Pickles
year planning period, for a longer term annual average growth and Toll facilities;
rate of 1.35 per cent.
• Milperra Road via the signalised intersection of Murray
In addition, largely as a result of economic conditions, much Jones Drive in the south, servicing Quickstep and the
of the previously forecast Airport development has not former Boeing facility;
materialised.
• Milperra Road via Steel Street in the south-east, servicing
This Ground Transport Plan presents the following: the Southern Steel and BGC warehouses; and
• Allingham Street and Birch Street in the east, servicing
• the existing ground transport network; and
commercial and aviation tenancies.
• planned ground access development for the current
Figure 22 shows the key access points between on-airport
forecasts for air traffic movements and a proposed major
roads and the external road network.
property development in the south west Precinct.
96 – Ground Transport Plan
Master Plan Bankstown Airport
These external access points are not interconnected - with Bus
the exception of the Marion Street and Henry Lawson Drive
access points. These two access points are connected Bus services in the area of Bankstown Airport are provided
primarily via Tower Road and other roads that form part of the by Transdev, a private operator under contract to Transport
internal Airport road network. This lack of connectivity results for NSW, under the Integrated Network Plan for Bus Contract
in traffic loads generated by Airport and related activity being Region 13. Transdev buses currently operate three services in
reasonably evenly spread between the arterial roads to the close proximity to Bankstown Airport, servicing the southern,
south and west and the collector and local roads to the north northern and eastern areas of the Airport as follows:
and east.
• Metrobus M90, a high frequency service which operates
In terms of heavy vehicle access, Milperra Road and Henry between Liverpool Bus-Rail Interchange and the
Lawson Drive are designated as B-double access routes and Bankstown Bus-Rail Interchange along Milperra Road.
Nancy Ellis Leebold Drive is an on-airport B-double route. The closest bus stop to the Airport is on Milperra Road in
Any developments requiring B-double access will need to be the south-west precinct. These buses operate every 10
able to access these routes. minutes during weekday peak hours and every 15 - 20
minutes at most other times. This route is Strategic Bus
7.2.2 Internal road network and car parking Corridor No. 33 in the Transport for NSW Bus Priority
Program. This route supports access to tenants located
Bankstown Airport has an extensive on-airport landside road south of the runway complex;
network maintained by BAL. These internal roads primarily
service the aviation and non-aviation users and tenants of • Route 905, which operates between the Bankstown
the Airport and are open to the public to access businesses Bus-Rail Interchange and Fairfield. Bus stops are
located on the Airport. Some sections of the internal road located along Marion Street near the intersections with
network are also used by non-airport traffic as a thoroughfare, Birch Street, Airport Avenue and Owen Road. This route
connecting suburbs north and east of the Airport. Figure 23 is Strategic Bus Corridor No. 34 in the Transport for NSW
shows the road network plan for Bankstown Airport with Bus Priority Program, and increased service frequency
landside Airport roads shown in blue. is planned as demand increases in the future. This route
supports access to tenants located north of the runway
BAL manages on-airport landside car parking for tenants complex; and
through its property leasing arrangements. There is also on-
street parking and several off-street car parks provided for • Route 925, which operates between Bankstown Bus-
short term and long term public parking. Casual parking on- Rail Interchange and East Hills via Condell Park. This
airport is free of charge. route passes to the east of the Airport, along Townsend
Street, Fourth Avenue, Yanderra Street and Edgar Street.
7.2.3 Public transport
In addition, improvements to provide bus priority are planned
Public transport access to Bankstown Airport is achieved by at the Milperra Road/Henry Lawson Drive intersection under
a combination of rail and bus as described below. the NSW Government’s Bus Priority Program. BAL will liaise
closely with Transport for NSW regarding the inclusion of bus
Rail priority measures in future road upgrades, should they be
required.
Bankstown Airport is located in proximity to four major
suburban rail lines – the T2 Airport /Inner West Line & South Taxis
Line and the T5 Cumberland Line are approximately 5km to
the west of the Airport, with Liverpool Station approximately Taxis are available on request to and from all sectors of the
5km from the Airport. The T3 Bankstown Line is approximately Airport.
4km to the east, with Bankstown Station and Yagoona Station
approximately 3km and 3.5km from the Airport respectively.
Another loop of the T2 Airport, Inner West & South Line
is approximately 2.5 kilometres to the south, with Panania
Station and East Hills Station approximately 2.5 kilometres
and 3.5 kilometres from the Airport respectively.
Transport for NSW has advised that the rail line from Sydenham
to Bankstown is planned to be upgraded to rapid transit
standards. This will allow a convenient interchange between
Rapid Transit Trains and Sydney Trains at Bankstown station.
Ground Transport Plan – 97
Bankstown Airport Master Plan
Figure 22 Key access intersections
TRANSPORT AND URBAN PLANNING
N FIGURE 3
98 – TRAFFIC, TRANSPORT
Ground Transport & PROJECT
Plan BANKSTOWN AIRPORT
MANAGEMENT CONSULTANTS
5/90 Toronto Parade, Sutherland NSW 2232
DRAFT MASTER PLAN
Phone 02 9545 1411 Fax 02 9545 1556
Master Plan Bankstown Airport
Figure 23 Road network plan
Ground Transport Plan – 99
Bankstown Airport Master Plan
7.2.4 Active transport – cyclists and 7.3 GROUND ACCESS DEVELOPMENT
pedestrians FOR THE CURRENT FORECAST
Cycling facilities 7.3.1 Airport-wide ground access
requirements
Bicycle route facilities in the vicinity of the Airport are provided
by Bankstown City Council. The nearest bicycle route runs Paramics network modelling and SIDRA intersection
along Henry Lawson Drive and the Georges River just west modelling was carried out on Airport generated traffic trips
of the Airport. There are currently no bicycle route facilities during the 2006 to 2011 period.
directly accessing the Airport, however on-airport access
roads are all available for cyclists to use. For the current development forecasts, including the possible
south-west precinct commercial development (see Section
BAL is committed to supporting and encouraging cycling by 7.3.2), Table 20 shows the current plus future property
Airport users and will give consideration to including cycling development traffic generated by Bankstown Airport.
facilities in new access designs and provision for bicycle
storage, showers, change facilities and lockers to support Trips to and from Bankstown Airport,
active transport access as part of new building proposals. Table 20 including south west and south east sector
development
Pedestrian facilities
Pedestrian facilities to and from Bankstown Airport consist of From
footpaths within local road reservations which can be used by Time period Into Precinct Precinct Total trips
local residents to access the Airport. Pedestrian accessibility
Morning
to the Airport is only available from the north and east due 2364 1389 3753
peak hour
to the nature of adjacent land uses and arterial roads to the
south and west. Pedestrian access from the north and east Afternoon
1728 3355 5083
can be enhanced by construction of footpaths along the peak hour
Marion Street and Birch Street frontages and access ramps
at the intersection of Marion Street and Airport Avenue, which The number of trips generated by Bankstown Airport, including
will be considered in a future works programs. future development, is estimated to be 3,753 in the morning
peak hour and 5,083 in the afternoon peak hour. The 2008
modelling estimated these trips to be 4,654 (morning) and
5,400 (afternoon). The current forecast therefore produces
19 per cent fewer trips in the morning peak, and 6 per cent
fewer trips in the afternoon peak than used in the 2008 traffic
modelling. The breakdown of the trips into and out of the
Bankstown Airport development precincts is shown in Table
20A.
100 – Ground Transport Plan
Master Plan Bankstown Airport
Table 20A 2014 current plus forecast Airport trip generation
AM
peak PM peak
Net rate rate
Land floor (trips/ (trips/ AM PM
Airport Development area space hour/ hour/ peak peak Status at
precinct Land use type (m²) (m²) 100m²) 100m²) volume volume 2014
Mixed Use 400,000
Business park 51,230 1.0 1.0 512 512 Future
Retail shops 21,000 1.9 5.9 399 1239 Future
SW sector
1, 2 Bulky goods 32,100 0.9 1.0 289 321 Future
Factory outlet 24,800 0.4 2.2 99 546 Future
Fast food Surveyed average
50 100 Future
outlet external traffic only
Industrial/
Warehousing/
SE sector 3 Bulky 29,000 15000 0.5 0.5 75 75 Future
Bulky goods
goods
Mixed Use 31,000 0 0
Fast food Surveyed average
SE sector 4 5000 50 100 Exists
outlet external traffic only
Bulky goods 11000 0.9 1.0 99 110 Future
SE sector 5 Industrial Warehousing 62,000 30000 0.5 0.5 150 150 Exists
Warehousing/
SE sector 6 Industrial 32,000 10000 0.5 0.5 50 50 Exists
car storage
No planned
SE sector 7 Industrial 48,000 0 0
development
Distribution/
NE sector 8 Industrial 40,000 20000 0.5 0.5 100 100 Exists
warehousing
NE/NW No planned
Industrial 85,000 0 0
sectors 9 development
No planned
NW sector 10 Industrial 130,000 0 0
development
Mixed use 52,000 0 0
NW sector 11 Education 20000 0.5 0.0 100 0 Exists
No planned
Open space 32000 0 0
development
Airside 120,256 72,154 1.0 1.0 722 722 Exists
Light
120,256 75,167 1.0 1.0 782 782 Exists
industrial
NE/NW
sectors, Airside
Bankstown parking
120,256 0 109 109 Exists
Airport Zone and
movement
Light
25,593 16,635 1.0 1.0 167 167 Exists
industrial
Totals 3753 5083
Ground Transport Plan – 101
Bankstown Airport Master Plan
The distribution of trips to and from Bankstown Airport for the morning and afternoon peak hours is shown in Table 21.
Table 21 Trip distribution for Bankstown Airport, including south west and south east sector development
Morning Peak Afternoon Peak
Direction To Precinct From Precinct To Precinct From Precinct
North (Hume Highway) 938 25% 375 10% 559 11% 966 19%
South (M5 Motorway) 488 13% 450 12% 457 9% 1118 22%
East 525 14% 375 10% 254 5% 864 17%
West 413 11% 188 5% 457 9% 407 8%
Total 2364 63% 1389 37% 1728 34% 3355 66%
7.3.2 Potential passenger services • commercial development that may occur in the south-
west and south east precincts of similar type and scale
Previous ground access planning and traffic modelling by as previously modelled;
BAL included development of Regular Passenger Transport
(RPT) services to regional and/or capital cities. The 2010 • RPT annual forecasts for both the 5 year and 20 year
Draft Master Plan included a forecast of 36 movements per planning horizons are significantly lower than those
day by aircraft carrying 35 to 72 passengers (up to about previously modelled; and
370,000 passengers annually).
• traffic growth on A34 Milperra Road has occurred in
recent years as the parallel M5 Motorway has neared or
However, this passenger market has been unable to be
reached capacity during peak periods.
developed and more recent market analysis suggests that the
most likely future passenger transport services are premium The intersection traffic modelling was undertaken in 2011,
products that exploit the reduced travel time and streamlined for 2015 forecast traffic volumes (SKM 2011). This modelling
passenger processing that Bankstown Airport could offer. showed that all key Airport access intersections would operate
The current forecast for RPT services is for limited, start- satisfactorily. The nearby intersection of Milperra Road and
up, niche passenger services, with annual volumes with the Henry Lawson Drive is over-saturated, causing some capacity
range of 76,000 (low) to 93,000 passengers (high). constraint to through traffic in the area, however this is not an
intersection providing direct access to Bankstown Airport. In
7.3.3 Property development ground access addition to the above results, earlier analysis showed that the
requirements intersection of Milperra Road and Henry Lawson Drive was
already over-saturated in 2007.
The current property development scenario at Bankstown
Airport is that no net growth is expected in the next five
Current forecasts are that the traffic generated by all activities
years in the north-west and north-east precincts. Potential
on Bankstown Airport over the 2014 to 2019 period,
commercial developments in the south-west and south-
including the potential south-west and south-east precincts
east precinct may occur. The potential developments
development as per Table 20A, will be less than those
and, consequently, any ground access improvements are
modelled in 2011. Therefore the key access intersection
planned to be delivered concurrently with developments. The
performance will be similar, or no worse, than the 2011
development approval process for any property development
modelling. Variations to the mix of the development type in
proposal will identify whether ground access improvements
Table 20A may require supporting road infrastructure.
are required and allow time for them to be delivered.
7.3.4 Current traffic analysis 7.3.5 On Airport road development
The concept of the on-Airport ring road as presented in Master
The major alterations to the modelling for ground access
Plan 2005 will not proceed. This is to facilitate the reallocation
facilities from previous analysis to the current position include:
of land from Business to Aviation use thus retaining current
aviation activities on site. Other reasons for this change are
• on Airport development in the first five years of this 2014
that:
MP is now forecast to have no net increase in traffic
generation in the north-west or north-east precincts;
102 – Ground Transport PlanMaster Plan Bankstown Airport
• the projected traffic volumes do not justify its • widening the north side of Milperra Road between Henry
implementation; and Lawson Drive and Murray Jones Avenue, to extend
westbound right turn lanes and provide a new intersection
• non-Airport through traffic travelling from Marion Street with traffic signals accessing the development site, about
to Milperra Road would be attracted to the road thus 550 metres east of Henry Lawson Drive. Proposed roads
increasing traffic around residential areas in the vicinity that may traverse Airport Reserve will require approval
of the airport; from the NSW Government.
No major alterations are planned to roads within the landside These off-site road improvements have been identified in the
areas of Bankstown Airport in the first five years of Master Ground Transport Plan as required should further development
Plan 2014 as a result of aviation activities or smaller scale occur in the south-west precinct. However discussions with
non-aviation development. the State Government transport agencies indicate that:
If the proposed property development in the south-west • Funding of the grade separation of Henry Lawson Drive
precinct proceeds, the following access changes are and Milperra Road intersection is not included in any
expected to occur: current NSW Government transport strategy or budget
planning.
• a new traffic signal-controlled intersection on Milperra
Road about 550 metres east of its intersection with Henry As a result, this major project is considered unlikely to occur
Lawson Drive, giving direct access to the development within the 20 year Master Plan time frame. However RMS
site; is committed to developing a Concept Project Plan for the
Henry Lawson Drive Corridor between the M5 Motorway
• a new roundabout on Tower Road north of Starkie Drive
and the Hume Highway. This concept plan is expected to be
connecting to the development site; and
completed in early 2015. BAL will continue to liaise closely
• a connection to the development site from Starkie Drive. with the State and Local Government transport agencies on
these issues.
During the remainder of the 20 year Master Plan period,
growth in property development and aviation activity may The operators of the M5 Motorway, Interlink Roads, are
result in increased traffic using Airport Avenue into and out of currently widening the M5 from two to three lanes in each
the Airport. Signalisation of the intersection of Airport Avenue direction generally from King Georges Road, Beverly Hills to
and Marion Street is a possible improvement that may occur Camden Valley Way, Prestons. This will reduce travel time for
during this period, if traffic volumes or congestion levels motorists using the motorway and surrounding roads and
increase to reach the warrant for signals (see Figure 24). support planned residential and employment growth in south-
west Sydney. It may also lead to reduced traffic volumes on
7.3.6 External road development Milperra Road and reduced congestion at the Henry Lawson
Drive intersection.
The proposed at-grade widening of Henry Lawson Drive and
Milperra Road, from Tower Road on Henry Lawson Drive, Work to widen the M5 South West Motorway began in early
to Murray Jones Drive on Milperra Road, is the most likely August 2012 and is expected to be completed by the end
external road improvement that may occur near Bankstown of 2014. The work is expected to cost $400 million, with the
Airport during the 20 year planning period of the 2014 MP. NSW Government providing $50 million for installation of new
The proposed improvements include: and improved noise walls and other treatments.
• an additional southbound left turn lane into Tower Road; This Ground Transport Plan includes the above Airport
future access improvements, which have been approved in
• a 50 metre extension to southbound right turn lanes in principle by RMS subject to resolution of environmental and
Henry Lawson Drive approaching Milperra Road; detail design matters. BAL will continue to work cooperatively
with the NSW Government and Bankstown City Council to
• an additional northbound right turn lane into Tower Road;
support progress with these improvements.
• an additional northbound lane on Henry Lawson Drive for
220 metres north of Tower Road;
• widening of all approaches at the intersection of Henry
Lawson Drive and Milperra Road; and
Ground Transport Plan – 103Bankstown Airport Master Plan Figure 24 Future potential ground access improvements 104 – Ground Transport Plan
Preliminary
PreliminaryDraft
DraftMaster
MasterPlan
Plan Bankstown Airport
Introduction
Socio-
economic role
of Bankstown
Airport
8.1 Scope of assessment
8
8.2 Operations and investment
8.3 Employment at Bankstown Airport
8.4 Employment in the surrounding area
8.5 Proposed operations and investment
8.6 Economic impacts of the MP
8.7 Employment - multiplier effect
8.8 Impacts on surrounding retail and commercial
centres
8.9 Other economic impacts
8.10 Social and community impactsBankstown Airport Master Plan
Socio-economic role of Bankstown
Airport
Bankstown Airport is the location of approximately 8.2.3 Capital expenditure
2,000 jobs and forms part of the broader Bankstown
Airport/Milperra Specialised Centre. Implementation BAL invests in ongoing maintenance of existing buildings
of the 2014 MP could potentially result in an additional and services, in improving existing facilities, and in the
1,900 full time equivalent jobs and up to 3,400 additional development of new buildings to enable future growth. Some
indirect jobs across the economy by 2019 as well as of the larger investments recently have included:
an average 613 temporary jobs per year as a result of
projected capital works at the Airport. A range of other • the Bunnings extension (2012);
positive social and community outcomes would also
result. • the Quickstep development (aeronautical manufacturing)
(2011); and
8.1 SCOPE OF ASSESSMENT
• the KISS development (pallet refurbishment) (2010).
The economic and community impact assessment of the land
use and development concept proposed in the Bankstown
8.3 EMPLOYMENT AT BANKSTOWN
Airport 2014 MP examines the potential economic and
AIRPORT
community impacts that could be expected to result from Bankstown Airport currently supports around 180 commercial
implementation of the 2014 MP, including impacts within businesses. Businesses located at the Airport can be collated
the Airport itself, across the surrounding community and the into three broad categories:
broader NSW economy.
• aviation – flying schools, emergency services, freight,
8.2 OPERATIONS AND INVESTMENT aircraft maintenance, scenic flights and aircraft couriers;
8.2.1 Aviation movements • aviation-related – light aviation manufacturing, servicing
and repairs and industry supply chain activities; and
Historically, annual aircraft movements have been somewhat
volatile over the past decade fluctuating between 200,000 • general commercial and industrial – including fast
and 360,000 movements per year (see Table 8). Indeed, food retailers, supermarket, service station, logistics,
Bankstown Airport used to be busier than Sydney Airport in facilities, financial services organisations, vehicle
terms of aviation movements, but annual movements have repair and service centers, manufacturing, commercial
declined at Bankstown Airport from 360,000 at the recent offices, telecommunications infrastructure facilities and
peak in 2008 to about 220,000 movements in 2013. educational facilities.
Bankstown Airport has the aviation infrastructure to support BAL supports employment opportunities for a wide range of
approximately 450,000 movements and could potentially diverse communities including Aboriginal and Torres Strait
accommodate new entrants to the market, private charter Islanders.
flights, passenger services such as niche regional operators
as well as additional freight services and specialised services Table 22 presents a summary of employment by industry
such as emergency services. at Bankstown Airport based on data from the 2011 ABS
Census of Population and Housing (Census). Table 22 also
8.2.2 Annual revenues summarises the employment mix based on ANZSIC Level-1
industry classification.
BAL operates a very sustainable business that has achieved
solid growth in annual revenues, averaging 6per cent per year
between 2007/08 and 2012/13. While the Airport’s primary
purpose is for aviation, the majority of BAL’s annual income
(85.9 per cent) and income growth is generated from its
property holdings.
106 – Socio-economic role of Bankstown AirportMaster Plan Bankstown Airport
Bankstown Airport - employment by As at the 2011 Census, there were 2,151 workers employed
Table 22 at Bankstown Airport, of which about 85 per cent were full-
industry, 2011
time employees. About 41 per cent of the total workforce were
employed in manufacturing and 27 per cent were employed
Industry of employment Number Share (per cent) in transport, postal and warehousing. The remainder of the
Agriculture, forestry and employment at the Airport was widely distributed across
0 0 other industries.
fishing
Mining 0 0 A more detailed analysis of the employment mix at Australia
Manufacturing 890 41 and New Zealand Standard Industrial Classification Level-4
industry classifications shows that the largest sub-industries
Electricity, gas, water and of employment as at the 2011 Census were:
0 0
waste services
Construction 33 2 • aircraft manufacturing and repair services (551 workers);
Wholesale trade 44 2 • air and space transport (147 workers);
Retail trade 166 8
• courier pick-up and delivery services (138 workers); and
Accommodation and food
51 2
services • urban bus transport (109 workers).
Transport, postal and
591 27 Since the 2011 Census, Boeing Aerostructures Australia
warehousing
(Boeing) has vacated its 12.9 hectare premises in the south
Information media and east precinct part of the Airport. Boeing gradually reduced
7 0
telecommunications its operations at Bankstown Airport over an 18 month period
Financial and insurance services 3 0 culminating in the loss of approximately 350 workers in
2013 – reducing the number of employees in the category
Rental, hiring and real estate
3 0 of aircraft manufacturing and repair services. However,
service
since then, some additional businesses have located at the
Professional, scientific and Airport, offsetting the loss of jobs from Boeing’s departure.
38 2
technical services For example, Quickstep now occupies two of the buildings
Administrative and support previously occupied by Boeing and could potentially expand
3 0
services its operations in the near future.
Public administration and safety 65 3
It is estimated there that there are around 1,971 employees
Education and training 65 3 working at Bankstown Airport as at 2013, of which about
Health care and social assistance 98 5 92 per cent would be full-time employees, equating to about
1,823 full-time equivalent jobs.
Arts and recreation services 16 1
Other services 25 1
Inadequately described 15 1
Not stated 34 2
Total 2151 100
Source NSW Bureau of Transport Statistics (BTS); ABS Census of
Population and Housing (2011)
Note Bankstown Airport is defined by the BTS NSW transport
destination zone – 2337 and 2340.
Socio-economic role of Bankstown Airport – 107Bankstown Airport Master Plan
8.4 EMPLOYMENT IN THE BAL estimates annual average growth of 1.35 per cent in
SURROUNDING AREA aircraft movements over the next 20 years at Bankstown
Airport, which would result in annual movements of 298,000
Bankstown Airport forms part of the broader Bankstown by 2033/34 (see Section 5.1).
Airport/Milperra Specialised Centre, which includes light
industrial uses, retailing, wholesaling, education and 8.5.2 BAL land - projected capital
community facilities. Employment in this broader area expenditure
includes:
BAL operates a significant property portfolio that requires
• 1,000 workers to the immediate north of the Airport; ongoing capital expenditure in the form of maintenance as
well as building upgrades, new fit-outs and new facilities
• about 2,000 workers in the Condell Park employment for potential new tenants or to support existing tenants. In
precinct located south of Marion Street; addition, a proportion of capital expenditure is also directed
towards upkeep and upgrade of aviation facilities as required.
• about 7,600 workers in Milperra Industrial Estate
(including the University of Western Sydney) south of Future growth enabling capital expenditure is less predictable
Milperra Road; and over the longer term. BAL estimates that in excess of $30
million in ‘growth related’ capital expenditure will be required
• about 1,900 workers in the precinct to the east of the
over the next three years. This does not include investment in
Airport north of Milperra Road.
land not controlled by BAL.
Generally, the employment mix in the surrounding region is
oriented towards manufacturing, contributing to about half of The ongoing capital works program will not only support
all employment in this area, with other key industries including jobs at Bankstown Airport directly, but will also result in job
transport, retail trade and wholesale trade. To the north of the generation across the broader economy through multiplier
Airport, the employment mix is oriented towards education effects (such as indirect jobs created across the supply chain
and health. and indirect jobs created through increased consumption
from additional wages incomes in the economy).
In summary, Bankstown Airport is not only an important GA
airport, playing an important role in the Sydney Basin aviation 8.5.3 BAL land – expected development
market, but it is part of a major strategic employment precinct
There are about 130 hectares of land identified in the 2014
providing jobs and services to residents in Western Sydney
MP as surplus to the core aviation needs of the Airport which
and beyond.
already support non-aviation uses or are vacant.
8.5 PROPOSED OPERATIONS AND The 2014 MP indicates that the two northern precincts are
INVESTMENT planned to accommodate a similar mix of uses to those
8.5.1 Aviation Growth presently located in this area such as aviation-related business,
light manufacturing, component assembly, commercial or
The intention of the 2014 MP is to enable Bankstown Airport business tenants and other ancillary support services.
to continue performing an important role facilitating aviation
in the Sydney Region and to allow aviation-related industries While it is not expected the Airport will become a major freight
to be accommodated as demand dictates. and logistics hub, industrial and logistics uses are planned for
the south-east precinct, due to its excellent location adjacent
The recent announcement by the Commonwealth Government to Milperra Road with B-double vehicle accessibility.
of Badgerys Creek as the site for the airport in Western Sydney
is not expected to impact on Bankstown Airport in the near 8.5.4 Non-BAL land – expected
future. It is anticipated that it will take a decade for an airport development
at Badgerys Creek to become operational and, as a result,
should not prevent Bankstown Airport from accommodating Approximately 100 hectares of Airport land is controlled by
future additional commercial aviation movements. Indeed, BAC Devco and it is expected that these parcels of land will
some regional airlines are currently restricted in the number of support developments over the medium to longer term as
services they can provide at Sydney Airport and may seek an potential tenants are secured, consistent with the allowable
alternative location from which to service the Sydney market. development types in the proposed land use zones identified
in the 2014 MP (see Section 6.4).
108 – Socio-economic role of Bankstown AirportMaster Plan Bankstown Airport
8.5.5 South west precinct • permanent employment related to aviation and non-
aviation business operations; and
The 40 hectare site in the south-west precinct of the Airport
will potentially be developed by LEDA Holdings Pty Ltd (LEDA). • temporary employment associated with capital works
The proposed retail and business park development would and maintenance.
only proceed subject to an approved MDP. It is anticipated
BAL expects future employment growth at Bankstown Airport
that the development would consist of retail and business
to consist of organic growth of existing businesses and
park floor space, including:
operations as well as new businesses locating to the Airport.
The proposed infrastructure development expected over the
• sub-regional shopping centre;
next five years is presented in Chapter 11.
• retail outlet facility;
This assessment has assumed that BAL-controlled land
• bulky goods/entertainment uses; absorbs, on average, two small to medium enterprises per
year as well as some organic growth of existing operations -
• food and restaurant component; and equating to around 50 new workers per year. It is estimated
that the proposed south-west and south east precinct
• business park component.
development could support around 2,200 retail and leisure
8.5.6 South east precinct jobs and about 650 to 700 business park related jobs at
capacity. However, not all of these jobs are expected to be
Approximately 85,000 square metres located in the south- delivered within the next five years.
east precinct of the Airport will potentially be developed by
Landcross and Elite Holdings. The proposed use warehouse Additional employment is expected to be accommodated
/ bulky goods and retail development would only proceed on other non-BAL controlled land in the future, although
following all the approvals processes this is likely to be on an ad hoc basis as new tenants are
accommodated as new individual developments are
8.6 ECONOMIC IMPACTS OF THE MP completed. This assessment has conservatively estimated
that, on average, these lands could accommodate about 20
Economic impacts of the 2014 MP have been assessed in to 30 jobs per year over the next five years.
relation to:
Temporary employment impacts have been calculated
• current and future direct and indirect employment using ABS National Accounts Input-Output tables. These
impacts; direct employment impacts have been calculated having
regard to the proposed BAL capital works program and the
• impacts on the surrounding retail and commercial centres development of the South-west and South-east precincts.
network and nearby employment land precincts;
Table 23 shows that the implementation of the MP could
• impacts on the existing users of Bankstown Airport; and
potentially result in an additional 2,460 full time equivalent
• a range of other economic impacts. (FTE) jobs being created at the Bankstown Airport in the next
five years to 2019.
These impacts are discussed in the following sections.
Some businesses may choose to relocate their premises to
8.6.1 Employment at Bankstown Airport Bankstown (possibly enabling staff expansion) which would
result in no net loss of employment in the region, merely
As noted above, Bankstown Airport currently supports an a redistribution of employment. However, most of these
estimated 1,971 jobs on site, equating to about 1,823 full new jobs are expected to be in addition to the existing
time equivalent jobs. employment across the region with negligible job losses
expected elsewhere.
Table 23 presents a summary of the current and potential
employment outcomes associated with implementation of the The temporary workforce required to undertake the continued
2014 MP over the five years to 2019. Employment consists capital works program at the Airport is not significant, however,
of: a very significant construction workforce is expected as the
development proposals are implemented.
Socio-economic role of Bankstown Airport – 109Bankstown Airport Master Plan
Table 23 Bankstown Airport – estimated direct employment – permanent and temporary
Land Area / Chg 2014-
2011 2012 2013 2014 2015 2016 2017 2018 2019
Employment Type 19
Total permanent employment (actual jobs)
BAL controlled land 1,936 2,086 1,736 1,920 1,970 2,020 2,070 2,120 2,170 250
Non-BAL
215 225 235 265 295 925 2234 2757 2986 2721
controlled land
South-west
0 0 0 0 0 0 1,279 1772 1971 1971
precinct
South-east
215 225 235 265 295 925 955 985 1015 750
precinct
Total Bankstown
2,151 2,311 1,971 1,285 2,265 2945 4304 4877 5156 3871
Airport
Total permanent employment (FTEs)
BAL controlled land 1,791 1,929 1,606 1,776 1,822 1,868 1,915 1,961 2,007 231
Non-BAL
199 208 217 245 273 851 2202 2284 2851 2606
controlled land
South-west
0 0 0 0 0 0 991 1,373 1,528 1,528
precinct
South-east
199 208 217 245 273 851 883 911 939 694
precinct
Total Bankstown
1,990 2,138 1,823 2,021 2,095 2719 4177 4245 1858 2837
Airport
Total direct employment (FTEs) from capital works Avg.
BAL controlled land 22 22 5 28 115 47 19 11 5 40
Non-BAL
0 0 0 0 525 630 570 285 8 404
controlled land
South-west
0 0 0 0 285 570 570 285 8 344
precinct
South-east
na na na na 240 60 na na na 150
precinct
Total Bankstown
22 22 5 28 640 677 589 296 13 443
Airport
Source: ABS, MacroPlan Dimasi, LEDA Holdings, and BAL
8.7 EMPLOYMENT - MULTIPLIER EFFECT
The current and future operations of Bankstown Airport under implementation of the 2014 MP will result in indirect impacts
across the broader NSW and Australian economies. For example, a business at Bankstown Airport could be supplied by a
nearby business in Liverpool and may sell its products to another business located in Parramatta. Furthermore, employees
at these businesses will earn income that will allow them to spend money in the broader economy (i.e. consumption induced
impacts).
110 – Socio-economic role of Bankstown AirportMaster Plan Bankstown Airport
These multiplier effects can be translated into estimated 8.8 IMPACTS ON SURROUNDING RETAIL
indirect employment impacts, using ABS National Accounts AND COMMERCIAL CENTRES
(i.e. Input-Output tables) and ABS Labour Force data.
These impacts are expected to be realised across the Table 25 presents a summary of the direct and indirect
whole Australian economy, although the significant majority economic impacts expected from the proposed capital
will be realised within the NSW economy. Estimates of expenditure identified in the 2014 MP. For each million dollars
multiplier employment are based on Australia wide inter- of capital expenditure, there will direct and indirect flow-
industry relationship and should be considered as indicative on effects across the economy in regards to gross output,
given the potential for significant variations in inter-industry industry value added and household income.
relationships, particularly when analysing such relationships
at the small area level. Table 25 also shows that, on average, over the next five
years capital expenditure at Bankstown Airport could result in
It is important to note that these impacts represent the upper- upper-limit economic impacts annually, as follows:
limit potential multiplier employment that could result from the
continued and future operations of Bankstown Airport. • gross output: $9.2 million direct and $20.6 million
multiplier impact annually;
Table 24 presents estimated multiplier employment impacts
resulting from the existing and future permanent employment • value added: $3.4 million direct and $8.3 million multiplier
Bankstown Airport, as well as the multiplier employment impact annually; and
impacts resulting from expected capital works at the Airport.
• household income: $2.2 million direct and $4.3 million
multiplier impact annually.
As shown, implementation of the 2014 MP could result in
up to 3,400 additional indirect jobs across the economy by
2019 as well as an average 613 temporary jobs per year to be
supported over this timeframe as a result of projected capital
works at Bankstown Airport.
Table 24 Bankstown Airport – estimated indirect employment – permanent and temporary
Chg 2014-
Employment Type 2011 2012 2013 2014 2015 2016 2017 2018 2019
19
Total multiplier employment related to permanent jobs at Bankstown Airport (FTEs) Chg.
Production
1,324 1,423 1,213 1,345 1,394 1,444 2,153 2,456 2,608 1,263
Induced
Consumption
2,248 2,415 2,060 2,283 2,367 2,450 3,654 4,169 4,427 2,144
Induced
Total multiplier
3,572 3,838 3,273 3,629 3,761 3,894 5,806 6,625 7,036 3,407
employment
Total multiplier employment related to capital works at Bankstown Airport (FTEs) (jobs per year) Avg.
Production
15 15 4 18 267 412 393 198 9 256
Induced
Consumption
21 20 5 26 374 576 550 227 12 358
Induced
Total multiplier
36 35 8 44 641 988 943 474 21 613
employment
Source: ABS, MacroPlan Dimasi
Note: Multiplier effect across the national economy.
Socio-economic role of Bankstown Airport – 111Bankstown Airport Master Plan
Table 25 Estimated direct effect and multiplier impacts from capital expenditure, MP 2014
Avg. 2014-
Factor 2011 2012 2013 2014 2015 2016 2017 2018 2019
19
Direct economic impacts related to capital expenditure ($m) Avg.
Gross output ($m) 5.2 5.1 1.2 6.4 26.8 11.0 4.4 2.6 1.2 9.2
Value added ($m) 1.9 1.9 0.5 2.4 9.9 4.0 1.6 1.0 0.4 3.4
Household income
1.2 1.2 0.3 1.5 6.4 2.6 1.1 0.6 0.3 2.2
($m)
Multiplier economic impacts related to capital expenditure ($m)* Avg.
Gross output ($m) 11.6 11.4 2.8 14.4 60.0 24.6 9.9 5.9 2.6 20.6
Value added ($m) 4.6 4.6 1.1 5.8 24.1 9.9 4.0 2.4 1.1 8.3
Household income
2.4 2.4 0.6 3.0 12.7 5.2 2.1 1.3 0.6 4.3
($m)
Source: ABS, MacroPlan Dimasi
*NB: Multiplier effect across the national economy.
8.9 OTHER ECONOMIC IMPACTS • the enhancement of the Bankstown Airport-Milperra
Specialised Precinct, cementing its role as a key
Table 26 provides a summary of the economic impacts employment hub in the sub-region and assisting
identified and also assesses the 2014 MP against a range Bankstown Council to meet its employment targets
of other economic criteria. Some of the other economic in accordance with the Draft Metropolitan Strategy for
impacts that could be expected to be generated as a result Sydney;
of the implementation of the 2014 MP are more difficult to
accurately quantify and have been assessed from a qualitative • continued aviation functionality of Bankstown Airport,
perspective. These include: and operation of existing businesses at the Airport; and
• results in positive impacts on existing businesses at the
• agglomeration benefits associated with workers and
Airport, due to increased amenities for staff, increased
businesses being physically proximate to one another,
prominence/status as a business destination, and
which enables potential economic efficiencies;
potential agglomeration benefits.
• a reduction in private vehicle kilometres travelled as
people are able to access a significant and diverse
range of retail and employment facilities (especially those
proposed to be delivered by the LEDA development) in
closer proximity to their place of residence; and
• because new amenities will service workers at the Airport
and in surrounding employment precincts. A reduction
in private vehicle kilometres travelled results in direct
economic, social and environmental benefits. Some of
these benefits include:
»» reduced congestion (leading to productivity gains);
»» reduced travel time (leading to productivity gains);
and
»» reduced travel costs (leading to household savings);
112 – Socio-economic role of Bankstown AirportMaster Plan Bankstown Airport
Table 26 Potential economic impacts, MP 2014
Assessment criteria Explanation
Employment impacts
Currently 2,000 FTE jobs at Bankstown Airport. 2014 MP could create an additional 2470 FTE jobs
Permanent - direct
over the next 5 years.
Currently 3,300 multiplier induced jobs. 2014 MP could create an additional 3,400 multiplier jobs
Permanent - multiplier
over the next 5 years.
2014 MP could result in an average of 440 FTE jobs per year over the next 5 years, mainly
Temporary - direct
attributable to the LEDA development.
2014 MP could support an additional 613 FTE multiplier jobs per year, mainly attributable to
Temporary - - multiplier
proposed developments.
Additional employment indicated in the 2014 MP will almost entirely be ‘net additional’
Safeguards/threatens existing
employment, with minimal jobs losses expected across the surrounding region. Some tenants may
jobs
relocate to Bankstown Airport (not net gain, but no loss).
Other economic impacts
2014 MP will enable continued growth in aviation and aviation related businesses; as well as non-
Agglomeration benefits/ aviation businesses, including retail, bulky goods, light industrial and business park users. These
disbenefits complementary businesses will benefit from co-location with other airport business, and support/
benefit employment nodes at Condell Park, Milperra and Bankstown.
Increases/decreases retail and
2014 MP will allow an increase retail, entertainment and other services in the local area.
other local services
Positive/negative impacts on Estimated retail trading impacts are expected to be minor and temporary, less than 10 per cent on
surrounding retail/commercial any given centre, with no reduction of service provision to the community expected. Indeed, a new
centres in the region retail facility will be included in the centres network.
As discussed above, does not adversely impacts surrounding retail/centres hierarchy. Indeed,
Consistency with NSW
hierarchy is enhanced by additional retail/commercial facilities at Bankstown Airport. Role of
Government economic and
Bankstown Airport-Milperra Specialised Precinct is enhanced, as additional/diverse employment
employment strategic direction.
will de-risk the centre so that it is not overly reliant on any one sector.
Helps to grow the Bankstown area economy, and provides direct and indirect job opportunities for
Consistency with Bankstown
local residents. Except for the proposed developments, the 2014 MP will generally accommodate
Council economic and
businesses that would tend not to locate in surrounding commercial/business centres. As such,
employment strategic direction.
major centres like Bankstown CBD, will still maintain their role and function.
2014 MP will allow continued growth of aviation and aviation related businesses. BAL owned land
Positive/negative impacts on will accommodate continued increases in employment. The proposed developments will provide
other businesses at Bankstown additional retail/commercial facilities that are complementary to existing uses. Improved services
Airport and improved status of airport will become more attractive to customers/new tenants. Potential
improvement in land values/rents that could be achieved by BAL.
Increased retail, entertainment/leisure uses, and food catering at the proposed developments
will result in reductions in travel distances/times for surrounding residents, as well as surrounding
Travel and time savings for
workers. Reduced travel distances/times results in less traffic congestion, less costs for
surrounding workers and
Government and private businesses, increased business productivity (time savings) and increased
residents.
individual/worker productivity. Household savings (from reduced travel costs) could lead to
increased consumption.
The overall net economic impacts that are expected to result from the 2014 MP are positive.
Adverse retail trading impacts are expected to be isolated to some centres, will generally be minor
Net economic impact
and temporary, and will not reduce the level of service provision to the community, while most other
economic impacts will be permanent, and wide reaching.
Socio-economic role of Bankstown Airport – 113Bankstown Airport Master Plan
8.10 SOCIAL AND COMMUNITY IMPACTS • improved accessibility to recreational/leisure facilities;
Other social and community impacts that are expected to • additional employment opportunities for surrounding
result from the 2014 MP, including impacts on the surrounding residents;
locality and across broader metropolitan Sydney have been
• reduced travel distances and times for retail customers
identified.
and potential employees in the surrounding area;
Table 27 provides an assessment of the social and community • improved potential for social interaction (including
impacts of the 2014 MP, providing an explanation as to how shopping, leisure, sports) and enhances community
the 2014 MP addresses each criterion. Some of the more cohesion;
pertinent social and community impacts of the 2014 MP are
as follows: • increased potential public transport use with minimal
alterations required to existing services; and
• where the ANEF contours have reduced over residential
areas, fewer planning restrictions apply; • minimal net increase in government infrastructure
expenditure required as a direct result of 2014 MP
• where instances of N60 noise events are forecast to because the Airport and the surrounding area is well
reduce, the community can expect less overhead aircraft serviced by existing road networks and public transport.
noise;
Table 27 Bankstown Airport - potential community impacts
Assessment criteria Explanation
Social welfare and equity considerations, including impacts on public transport linkages or community services.
Areas where the ANEF is The ANEF contours have reduced to the east and west of the airport, thus allowing less restrictive
reduced land uses of the less affected areas.
Areas where N60 noise events Where the instances of N60 events has been reduced or eliminated compared to the previous
are forecast to reduce endorsed modelling, the community can expect less overhead aircraft noise .
The 2014 MP will enable additional employment generating uses to be delivered at Bankstown
Airport, increasing the number of potential users of existing public transport infrastructure, adding
Decreases/increases usage of
to revenues generated by existing services. The additional volumes are not expected to require
public transport infrastructure
additional services, but some minor upgrades to connect the potential developments will likely
may likely be necessary.
The 2014 MP could enable additional retail, leisure and community oriented uses to be
Increased/decreased access to
accommodated at Bankstown Airport. A new sub-regional retail node would provide additional
retail/community services
choice and competition for consumers.
Provides/reduces opportunities Following from above, additional retail, leisure and community oriented uses would increase the
for social interaction opportunities for social interaction amongst the community.
Increases/decreases: These types of uses could potentially be provided as part of the proposed developments, but
community/welfare services could also be accommodated elsewhere across the Airport.
Increases/decreases: special
These types of uses could potentially be provided as part of the proposed developments, but
services for high need/
could also be accommodated elsewhere across the Airport.
disadvantaged groups
Decreases/increases demand Residential development on the Airport will not be permissible and will therefore not increase
for community/welfare services demand for community welfare services.
Decreases/increases demand
Residential development on the Airport will not be permissible and will therefore not increase
for child care/health/education
demand for community welfare services.
services
114 – Socio-economic role of Bankstown AirportMaster Plan Bankstown Airport
Assessment criteria Explanation
Decreases/increases demand
Residential development on the Airport will not be permissible and will therefore not increase
for special services for high
demand for community welfare services.
need/disadvantaged groups
Impacts on the safety and security of local communities and impediments to emergency planning and response
access or services.
The proposed developments at the Airport are located on the non-aviation zone of the Airport.
Emergency services impacts Existing accessibility to the Airport will therefore be unimpeded by these developments. All existing
access points to the Airport will remain with the 2014 MP.
The 2014 MP will enable a greater provision of local retail, leisure and employment uses near
residents, resulting in reduced travel distances for many residents in the immediate vicinity to
Reduced travel distances
Bankstown Airport. This equates to less kilometres travelled, which means reduced probability of
road accidents, less pollution, and travel cost savings.
Reduced travel distances leads to reduced travel times. This results in additional time available for
Reduced travel times
residents to spend time with family, being active, socialising, or working.
Source MacroPlan Dimasi
Socio-economic role of Bankstown Airport – 115Bankstown Airport Master Plan
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116 – Socio-economic role of Bankstown AirportPreliminary
PreliminaryDraft
DraftMaster
MasterPlan
Plan Bankstown Airport
Introduction
Environmental
Management
9.1 Overview
9
9.2 Soil conditions
9.3 Surface water quality
9.4 Groundwater quality
9.5 Flora and fauna
9.6 Ground-based noise
9.7 Air quality
9.8 Heritage
9.9 Resource efficiency
9.10 On-going regulation and managementBankstown Airport Master Plan
Environmental management
BAL will continue to build on the environmental 9.3 SURFACE WATER QUALITY
management improvements on the Airport. Best
practice environmental management systems The whole of Bankstown Airport lies within the catchment
will ensure ongoing improvement of the Airport‘s of the Georges River which ultimately flows into Botany
environment in relation to all relevant aspects including Bay. A number of activities undertaken at the Airport have
protection of three sites of environmental significance the potential to affect the water quality of the Georges River,
and heritage items. including:
9.1 OVERVIEW • spills and leaks during aircraft servicing and maintenance,
aircraft refueling, and runoff from aircraft washing;
A detailed description of key environmental issues and
management measures at the Airport is presented in the • spills and leaks during vehicle refueling and maintenance,
Airport Environment Strategy (AES) (see Appendix B). The and runoff from vehicle washing;
environmental issues which in BAL’s assessment might
reasonably be expected to be associated with implementation • spills and leaks or sediment discharge during construction
of this 2014 MP are presented below. and maintenance activities;
• spills and leaks associated with bulk liquids storage and
Environmental impacts arising from the implementation of the
handling, and
Development Concept documented in this 2014 MP will also
be determined and assessed during the ALC consent process • spills occasioned by accidents during vehicle travel on
for individual proposals, with appropriate management actions Airport roads.
established prior to approval being given by the Minister in
relation to MDPs and the Airport Environment Officer (AEO) Surface water quality monitoring is undertaken at the main
for other ALC consents. discharge points in accordance with BAL’s Water Quality
Management Plan. The monitoring results are used in
9.2 SOIL CONDITIONS conjunction with findings of tenant audits and BAL inspections
to develop management actions to reduce the discharge
As noted in Table 4, Bankstown Airport was established of pollutants to surface waters. The potential impacts of
in 1940 and numerous activities and processes have been construction works on water quality are managed via the
undertaken that have been identified as potential or actual Airport’s environmental assessment and approval process for
sources of soil contamination. The potential and actual new developments.
sources of soil contamination have been reviewed and
documented by BAL in a Contaminated Sites Register. The Development of the Airport in accordance with the 2014 MP
contaminated sites are investigated and managed on a will provide opportunities to improve the design and condition
priority basis according to the risk each site presents to the of existing facilities at the Airport. This is expected to reduce
environment. emissions of pollutants to surface water and ensure new
developments are designed, constructed and operated in
Management of the contamination risk presented by current accordance with Ecologically Sustainable Development (ESD)
tenants is generally undertaken through the provisions of principles for water management.
the Airports (Environment Protection) Regulations 1997 and
strict lease clauses covering environmental performance and
development controls that are imposed upon all tenants.
BAL also has procedures that allow for BAL and the AEO to
investigate soil quality at the commencement and termination
of tenant leases. Detailed management measures are
given in Section 4.3 of the AES, including the process for
environmental site assessments, remediation and validation.
To date, the AEO has not directed preparation of an expert site
examination report on soil contamination as per Regulation
6.09 with respect to an area of the Airport where a change
of use of a kind described in Regulation 6.07(2) is proposed.
The environmental impacts of individual developments will
be undertaken as part of BAL’s development assessment
process. This process considers soil contamination issues as
required by the Regulations.
118 – Environmental ManagementYou can also read
