Planning for the future of airports

The document articulates the AAA’s primary policy objectives for the next year and it is intended to be a guide for all airport stakeholders as to the industry’s positions on specific regulatory and policy issues. The policies outlined in this document have been endorsed and supported by the members of the AAA.

Some of the most important policies covered in this document centre around the need to streamline some of the regulations governing airports. Many of these regulations are focused on planning. Take the major development planning (MDP) process for privatised airports as an example. Currently, the timeframe for completing an MDP from drafting through to Ministerial approval takes nine to ten months. Notably, the public consultation period within this federal government approval process is 60 business days.

This nine to 10-month approval process acts as a commercial impediment to doing business on airport land. Often, potential tenants will find alternative locations under state government or local council planning jurisdiction, because the timeline for approvals is significantly shorter. For most state and local governments across Australia, public consultation timeframes are between 21 and 28 days as opposed to 60. Consequently the AAA recommends the public consultation time for an MDP be 21-28 days, in line with most council and state government planning approval processes, to ensure competitive neutrality between commercial developments being delivered either on or off airport land.

Overly onerous planning regulation is an issue of particular relevance to a number of the smaller general aviation privatised airports (specifically Jandakot, Bankstown, Moorabbin, Essendon, Archerfield and Parafield airports) with less funding and human resource capability than the major airports.

The master planning process also requires a significant level of detail to be provided. Due to the limited resources of these smaller airports, it is very difficult for them to complete this process to the same level expected for larger capital city airports. The AAA has recommended the federal government consider these specified airports deliver master plans every eight years as opposed to every five years. This will reduce the pressure of financial overheads required to deliver a master plan for each airport.

On a more specific planning topic, the AAA has made recommendations regarding Sydney’s aviation capacity. The AAA proposes the federal government conduct a full review of the current operational constraints affecting Sydney Airport’s operation.

Since the 1960s, and more particularly after its third runway opened in the mid-1990s, Sydney Airport’s capacity has been artificially constrained by multiple Commonwealth laws and regulations that seek to minimise aircraft noise impacts on the local community.

Aviation is characterised by innovation and rapid technological change, particularly when it comes to reducing aircraft noise. Yet these laws and regulations have failed to keep pace with technology – they remain largely unchanged since their inception.

Sydney Airport’s operational restrictions date from a time when jet aircraft were significantly noisier than those flying today. Australia’s fleet of regional, domestic and international aircraft is among the most modern in the world. As new generation quieter aircraft continue to replace older aircraft, the noise generated by individual aircraft will continue to reduce, helping to offset increased movements. Other changes in flightpath management (which is the responsibility of Airservices) have the potential to deliver improved noise outcomes.

Since the 1990s community engagement has also improved dramatically across all major Australian airports and their local communities. We now see community forums, information sessions, information centres, online flightpath technology and websites on aircraft noise, all designed to inform and educate community members about the impacts of aircraft noise.

With these improved airport-community relationships, there is stronger potential for collaborative decision-making that sees the community benefit from aircraft noise sharing improvements, and the airport and airlines benefit from improved operational efficiency outcomes. This would only be possible if a review was undertaken. Regardless of the outcomes, it has been nearly 20 years since these laws and regulations were implemented, and it is timely for a review to occur. They should reflect the aviation technology of today, not that of decades ago.

These are just some of the policies the AAA will promote throughout the year on behalf of airports. To read the AAA’s complete Airport Industry Policy Proposals 2013/14, visit www. airports.asn.au.

Sydney Airport’s operational restrictions date from a time when jet aircraft were significantly noisier than. . . today.