Centreline

The issue of how best to forward plan and meet the requirements of airspace and airport facilities in Victoria raises, once again, the debate as to whether Essendon airport should be closed or at the very least, relocated. The Terms of Reference require the Steering Committee to examine a wide range of options which focus upon four licensed civil airports, fourteen authorised landing areas and three defence aerodromes. Inevitably, Essendon forms a pivotal point in any discussion of how traffic should be distributed in any one of a dozen options.

The front runner, according to popular opinion, allows for a scenario whereby jet movements above 58,700kg transfer to Tullamarine with light GA and training aircraft being slotted into Avalon and/or Laverton. From a lay persons point of view this may be quite feasible, however it tends to ignore the realities of the absence of an equitable priority system at Tullamarine, which ensures equality of access to airspace for non-APT movements, and the technical problems associated with mixing trainers and light turboprops with heavy jet training in busy airspace at Avalon (limited airspace at Avalon due to Qantas and Ansett training operations already occasionally forces RAAF C-130 and 707 sorties to Darwin). RAAF Laverton already has a noise problem so any additional movements, particularly training, would not be welcome there, not withstanding the major departure and approach problems with military traffic, obstructions and limited navaids, currently represented by a single NOB.

Apart from the above, other options undoubtedly exist which the Steering Committee will evaluate as their deliberations continue. It is difficult, however, to disentangle the implications for Essendon from any possible matrix of viable solutions.

The fact that Essendon serves as an important interchange point for time sensitive air freight and express parcels adds to a very strong argument for the retention of the airport in it’s primary, and essential, role as a reliever airport for Tullamarine. Whatever the final decision, apolitical or not, the economic disbenefit to the State of Victoria resulting from closure or relocation must surely outweigh some of the perceived, and questionable, community advantages.

This column applauded the Government in a previous issue for taking an integrated ‘systems’ approach to airport planning and this methodology should continue by ensuring that, at the end of the day, commonsense prevails, and the so called noise nuisance and purported safety risk attributed to Essendon is not simply transferred to another part of the State. That surely would be a zero-win game. The Draft Report is scheduled to be published in April and will attract an interesting and varied response. Centreline will monitor progress on this important issue.

Development at Darwin

John Holland has been awarded a contract worth $4. 9m by the FAC for the redevelopment of Darwin airport. This is expected to increase the capacity of the airport from 500,000 passengers to 780,000 in 1997 and 1,250,000 by 2007.

The final design has started with the intention of completing construction by October 1991. The work consists of:

• A new fully air conditioned two story terminal building, to replace the badly cyclone damaged and extensively renovated terminal, with a gross floor area of 13,000 square metres on the north side of the existing runway to replace the existing terminal, which is located south of the runway

• Apron area to provide parking for up to eight domestic and international aircraft in front of the new terminal

• A GeneralAviation apron to provide parking for 100 commuter, charter and private aircraft New access roads and car parking for 550 vehicles

• Associated infrastructure such as water supply, sewerage, drainage and the completion of an FAC administration/workshop building.

Mackay Looks to the Future

Mackay Airport has recently completed a master plan designed to take the airport well into the next century. The master plan, conducted by Michael Kellaway International and Connel-Wagner, promotes the ultimate development of the airport to national gateway status with a 3,000m runway capable of servicing direct flights to South East Asia. Other facilities will include world class terminals for domestic and international passengers, a range of new navigation aids including ILS, an air cargo terminal, upgraded security systems and improved facilities for general aviation.

The development concept involves the phasing out of the existing airport building complex, which is substandard in some operational aspects, and the creation of a new terminal area. The master plan clearly provides for future expansion while allowing for any increased noise levels to be gradually moved away from noise sensitive areas.

The planned developments for Stage One include a new domestic terminal, additional hardstanding for up to three 737s, two F 27s and a number of commuter aircraft, together with improvements to the runway. The new terminal, to be built in 1990/91, will have a gross floor area of approximately 5,500sq metres and is designed for 737 type operations. An extension of about 7,500sq metres will take place to facilitate 767 and A300 movements when introduced. A major feature of the development is the creation of a bus terminal and an intermodal transit centre.

The Mackay authorities have – with the Mackay master plan – taken a positive step in supporting and securing the development of tourism and promoting the potential for international services to the area.