ACKNOWLEDGEMENT. Townsville International Airport Master Plan

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2 ACKNOWLEDGEMENT This Master Plan has been prepared in close consultation with the airline industry, airport tenants, Federal, State and Local Government agencies as well as the local community. Australian Airports (Townsville) Pty Limited gratefully acknowledges the cooperation and input from all organisations and individuals who participated in the preparation phase. COPYRIGHT: Copyright in this document vests in Australian Airports (Townsville) Pty Limited. No part of it may be copied in any way except for the purposes of and subject to the Copyright Act unless prior permission has been received

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4 DISCLAIMER Airport Lessee s Disclaimer Whilst every care has been taken in preparing this document, AAL does not make any representation to any party and will not accept responsibility or liability to any person or corporation seeking to rely on any information, advice or opinion provided in this report or otherwise given in any manner by the officers, servants or agents of AAL for any loss or damage of whatever nature suffered by any such person or corporation. Copyright The information contained in this document may only be copied with the explicit written consent of AAL and then only in whole and not in part and without modification. Any entity that wishes to copy the document must submit a written request to AAL. Requests should be addressed to the General Manager of AAL

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6 CONTENTS OVERVIEW...11 EXECUTIVE SUMMARY INTRODUCTION CONSULTATION BACKGROUND DEVELOPMENT OBJECTIVES TRAFFIC FORECASTS DEVELOPMENT CONCEPT AIRFIELD PASSENGER TERMINAL FREIGHT AND OTHER AVIATION FACILITIES INFRASTRUCTURE COMMERCIAL DEVELOPMENT URBAN DESIGN AND LANDSCAPING AIRSPACE PROTECTION AIRCRAFT NOISE COMMUNITY CONSIDERATIONS ENVIRONMENTAL MANAGEMENT IMPLEMENTATION APPENDICES Appendix 1 - Compliance with Airports Act Requirements Appendix 2 - Written Statement of Public Consultation Appendix 3 - Written Certificate of Public Comment - 5 -

7 CONTENTS LIST OF FIGURES Figure 1.1 Master Plan Preparation Figure 3.1 Locality Plan Figure 3.2 Airport Layout Figure 3.3 Existing Airport Development Figure 4.1 Business Drivers Figure 4.2 Strategic Objectives Primary Tier Figure 5.1 Domestic Routes Figure Passenger Mix Figure 5.3 Historical International Passengers Figure 5.4 Historical Domestic/Regional Passengers Figure 5.5 Aircraft Movements by Category Figure 5.6 Historic International Aircraft Movements Figure 5.7 Historical Domestic/Regional Aircraft Movements Figure 5.8 Combined Historic and Forecast Domestic/Regional Passengers Figure 5.9 Combined Historic and Forecast Aircraft Movements Figure 5.10 Wednesday (2003) Hourly Flight Distribution for Schedules Commercial Traffic Figure Hourly Passenger Distribution Figure 6.1 Airfield Land Use Capacity Figure 6.2 Airfield Land Use 2023 Figure 8.1 Passenger Terminal Figure 8.2 Domestic and International Passenger Flow Diagram Figure 10.1 Regions Arterial Road System Figure 10.2 Airport Road System and Car Parks Figure 11.1 Development Zones Figure 11.2 Land Use Zones Figure 12.1 Landscape Development Concept Figure 13.1 Obstacle Limitation Surfaces (OLS) Figure 13.2 Approach to Runways 01 and 07 Figure 17.1 Annual Planning Cycle Figure 17.2 Proposed Developments Figure 17.3 Proposed Developments Figure 17.4 Proposed Developments LIST OF TABLES Table 5.1 Townsville International Airport Events 44 Table 5.2 Historic Air Freight Table 5.3 Forecast Traffic Growth Table 5.4 Forecast Range of Annual Domestic/Regional Passengers Table 5.5 Forecast Range of Annual Domestic/Regional Aircraft Movements Table 5.6 Forecasts of Annual Aircraft Movements Table 5.7 Forecast Busy Hour Passenger Numbers

8 CONTENTS Table 5.8 Forecast of Peak Aircraft Parking Demand Table 5.9 Forecast Annual Air Freight Tonnes Table 5.10 Summary of Visitor Volume Table 7.1 Townsville International Airport: Design Aircraft Schedule Table 7.2 Aircraft Characteristics Table 8.1. IATA Level of Service Space Standards for Airport Passenger Terminals Table 8.2. Domestic/Regional/International Terminal Facility Requirements Table 13.1 Airfield Data Table 14.1 Land Use Compatibility Table 17.1 Phase Table 17.2 Phase Table 17.3 Phase

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10 VISION To be recognised by our customers as Australia s leading Regional Airport

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12 OVERVIEW OVERVIEW Section 1. Introduction This section outlines the purpose, the requirements and the contents of the Draft Master Plan. Section 2. Consultation This section describes the requirements for consultation under the Act and the consultation undertaken to produce the draft of this Draft Master Plan. Section 3. Background This section presents a description of the existing environment including Airport history and description, the role of the Airport in the community and current aviation activity Section 4. Development Objectives This section outlines AAL s objectives to guide the long term development of the Airport. Section 5. Traffic Forecasts Year 2023 forecasts are presented for passenger, aircraft movements, cargo tonnage and meeters and greeters. Forecasts are made for interim years and design hours. Section 6. Development Concept This section outlines the Master Planning concept for providing the capacity to meet the forecast demand. Sections 7 to 12 of this document explain the development concept in more detail. Section 7. Airfield This section covers the airfield elements of the Draft Master Plan and addresses the topics of airfield objectives, operational requirements, airfield layout, airspace and airfield capacity. Section 8. Passenger Terminal The Draft Master Plan s objectives and operational requirements for the international/domestic terminal. Section 9. Freight and Other Aviation Facilities Section 9 covers freight, aircraft maintenance and airline and Airport support facilities. Objectives, operational requirements and facility plans are presented. Section 10. Infrastructure This section describes road and commercial ground transportation systems that serve the Airport and discusses improvements needed to cope with existing and future traffic. This section also describes the Airport s utility services and their required upgrading. Section 11. Commercial Development This section identifies the opportunities within AAL boundaries. Section 12. Urban Design and Landscaping This section presents landscape guidelines and urban design guidelines to enhance the visual amenity of the Airport

13 OVERVIEW Section 13. Airspace Protection In this section, Obstruction Clearance Surfaces, Obstruction Limitation Surfaces and PANS-OPS Surfaces are presented Section 14. Aircraft Noise This section describes the ANEF system, the 2024 ANEF for combined civil and military aircraft operations and measures to minimise the impact of noise intrusion. Section 15. Community Considerations Describes the positive and negative effects that further development of Townsville International Airport may have on the surrounding community. Section 16. Environmental Management This section outlines the environment management actions necessary to mitigate the impact of further Airport development. Section 17. Implementation This section describes the objectives and philosophy to be followed in implementing the Draft Master Plan. This section also identifies forecast costs for each phase of development

14 EXECUTIVE SUMMARY EXECUTIVE SUMMARY 1. Introduction On 11 June 1998, Townsville International Airport was leased to Australian Airports (Townsville) Pty Limited (AAL) by the Commonwealth for a period of fifty years with an option for a further forty nine years. AAL is required to submit for approval to the Minister for Transport and Regional Services (the Minister), a draft Master Plan (the Plan) and draft Environment Strategy (the Strategy) within twelve months of the commencement of the lease and each five years after that date. This Draft Plan is the second prepared by AAL and covers the period 2004 to This document is intended to guide future development decisions over the next twenty years in a manner compatible with long term demand as perceived at the date of issue. 2. Consultation The Act requires that AAL undertake consultation prior to the submission of the Plan and AAL has sought to inform interested parties of the Plan at an early stage through the formation of a Master Plan Focus Group. The Group has been established to ensure feedback is received from key stakeholders to guide the development of the Plan. 3. Background AAL operates the Airport under a Lease with the Commonwealth and a Joint User Deed with the Department of Defence. AAL leases from the Commonwealth an area of 82 hectares of the Airport for civil aviation purposes. AAL shares the joint use areas with the Department of Defence (DoD), those areas include the runways and taxiways. There is an allocation of responsibilities between AAL and the DoD and an agreed allocation of maintenance costs. Townsville International Airport is situated on a coastal flood plain between Rowes Bay and the Bohle River, some 5km west of the city centre. The Airport orientation is such that the existing northern end of the main runway is only 1km from the coast, whilst the AAL building area is approximately 2.6km inland. Geographic co-ordinates of the Airport are Latitude 19 degrees 16 minutes South and Longitude 46 degrees 49 minutes East and at an elevation of 3-4 metres above sea level

15 EXECUTIVE SUMMARY There is residential development in close proximity to the eastern and south-eastern boundaries. The area to the south-west is zoned for industrial use. Adjoining the north-west boundary is the Environmental Park and Pastoral Reserve known locally as the Town Common. The western section of the Airport and the Town Common together form the lower catchment of Louisa Creek, a unique wetland habitat. The airport is estimated to provide employment for some 570 people with a flow on effect of another 565 people. The impact in dollar terms is an income generation directly of some $200 million with a flow on effect of around $210 million. 4. Development Objectives In business planning terms, the key objectives for AAL are to improve service quality, lower service costs and increase the overall profitability of the business. This will then allow AAL to provide the long term benefits to Airport users, the local communities and Australian civil aviation, which are inherent in its mission. AAL s business plan also embraces important objectives of the Airport privatisation process. Specific development related objectives from AAL's business plan are listed below. To provide adequate capacity to meet demand at high levels of customer service and safety. To co-operate with State and regional stakeholders to ensure that the Airport becomes an integral and inseparable element of the economy and culture of the State, North Queensland and Townsville. To manage the acquisition, maintenance and renewal of Airport assets using the most cost effective manner for meeting the levels of service required by customers. To maximise the Airport s long term sustainable revenue from its land resources while meeting the overall strategy of the company. To limit, as far as practical, the environmental effects of aircraft operations and their impacts on noise, air and water quality in areas adjacent to the Airport. To ensure that safety planning and management is responsive and effective across all elements of the Airport business. To work in partnership with the airlines, State and Commonwealth enforcement agencies, private security organisations and the regulators to achieve continual improvement in security standards. To provide a high quality of service to passengers and airlines. 5. Traffic Forecasts The number of domestic/regional passengers is forecast to increase from 910,000 in 2003 to about 1.9 million in 2023 representing an average annual increase of 3.7 % over the planning period. In 2023 domestic/regional passengers will represent nearly 100% of total passenger throughput. Passenger movements haven t been forecast for international passengers due to the modest contribution to total passenger movements at the airport. A focus throughout the planning period will initially be on the attraction of international charter services. AAL will work with the

16 EXECUTIVE SUMMARY Townsville community in co-operation with Government and government agencies such as Tourism Queensland to achieve this goal. The number of domestic/regional aircraft movements are forecast to increase from 13,200 in 2003 to approximately 27,600 representing an average annual increase of just over 3% and 41% of total aircraft movements. It has been assumed that General Aviation movements remain constant at a figure of 30, Development Concept This section provides the overall planning concepts for the long term development of Townsville International Airport. The development is planned to be innovative, flexible and timely. It provides AAL and Airport users with a framework and timing for future development. The development concept attempts to balance the desire to increase capacity, operating efficiency and passenger service and comfort with the need for economical development and community convenience. The type of new facilities required, their scale and the staging of their construction are determined as a result of a demand - capacity analysis. These elements are developed according to applicable standards. The Draft Plan outlines the proposed implementation of this development in terms of future infrastructure layout based on anticipated growth and demand. The proposed 2023 development plan is depicted at Figure Airfield The Airport has two runways - the main runway 01/19 is 2438 x 45 metres whilst the secondary runway 07/25 is 1100 x 30 metres. Both runways have an asphaltic concrete surface. The main runway is served by a parallel taxiway which is suitable for aircraft B737 and smaller aircraft for most of its length, with larger aircraft having to back-track on the runway. With the forecast annual aircraft movements at the end of the planning period being 66,500 and the capacity of the existing runway/taxiway system estimated at 175,000 annual aircraft movements, no development to the runway/taxiway system is required. The forecast aircraft parking demand of 20 (1 international, 6 domestic, 13 regional/commuter) in 2023 requires an estimated 9.3 hectares of apron for parking. This will be resumed from existing hangar, road and apron space. On present forecasts there is no requirement for additional apron space in the first five years of this master planning period

17 EXECUTIVE SUMMARY 8. Passenger Terminal AAL s strategy for terminal development will take account of changes in the aviation sector, such as liberalisation of the Australian airline industry and the trend towards airline alliances. The strategy will also reflect a strong commercial focus to enable the provision of high standard facilities and services to the Airport s customer base. The existing passenger terminal is a two level common user facility catering for both domestic and international operations arriving, departing and transiting Townsville. The building has been developed in three distinct stages. The international terminal was commissioned in 1981 with the domestic terminal being added in In 2003 a further 1,000 sq m was added in the form of a mezzanine level to facilitate the installation of three additional aerobridges a lift and escalator. In terms of terminal infrastructure there is in the order of 14,000 sq m of floor space in the terminal. At present, busy hour passenger flows are estimated at 630 passenger movements domestic/regional. The maximum design capacity of the current facility is 920 busy hour passengers. The design incorporated a meeter/greeter to passenger ratio of 1:1 resulting in a total terminal design capacity of 1,840. A passenger meeter/greeter ratio of 0.2 is a more accurate reflection of Townsville traffic resulting in a total forecast demand in 2023 of 1,575. This is within the parameters of the floor space provided by the existing terminal shell. Further in an attempt to check the original design assumptions for the overall gross area requirements, the US Federal Aviation Authority (FAA) terminal space guidelines of 14sq.m. per peak hour passenger for domestic operations were utilised. Hence gross terminal area requirements for domestic/regional operations is 14 x 1,312 = 18,368 sq.m.. This area is certainly greater than the 14,000 sq.m. of the existing terminal. On this basis, terminal expansion will not be required before Freight and Other Aviation Facilities The growth in freight is directly related to the growth in passenger aircraft operations into and out of Townsville. The majority of freight is handled in the holds of passenger aircraft with limited growth in specialist freighter aircraft. Freight facilities for domestic and international aircraft are located at the southern end of the building area and connected to the main apron by an airside road. The current facilities are within a 9,400 square metre reserve. Sufficient land has been reserved for freight purposes to satisfy requirements for the next 10 years at least. 10. Infrastructure There are essentially two access routes serving the Airport: John Melton Black Drive - to/from North Ward and Townsville CBD; and Meenan Street to Ingham Road - to/from the remainder of the Townsville-Thuringowa region

18 EXECUTIVE SUMMARY Based upon the predicted increase in air passenger activity within the Draft Plan s planning horizon, the daily surface traffic generated by the Airport is predicted to increase from a current level of some 6,800 veh/day to around 11,700 veh/day. A study called the Garbutt Land Use and Airport Access Study Report has assessed existing routes to the airport and analysed the options with consideration of the local community needs and expected growth of the airport. A recommended route via Crowder Street is being considered by the relevant authorities for consideration within the planning horizon. Current car parking totals some 444 public car spaces with a current estimated demand of 455 spaces and 85 staff car spaces. Based upon the forecast traffic demand total car parking provision will grow to 950. To accommodate this additional demand, provision is made to increase the staff car parking reserve to the east and the overflow long term car parking reserve to the east. Also additional short term car parking can be achieved through relocating secondary car rental bays to the east of the existing Airservices Australia compound. A defined taxi rank is also proposed. 11. Commercial Development AAL is committed to responsible and sustainable development of Airport land that is compatible with land uses of surrounding areas. The Townsville region is recognised as being the de-facto capital of North Queensland with its main economic strength derived from its refineries, port and transport facilities, role as a regional commercial and distribution centre, connection with the mining industries of the Carpentaria minerals province, primary industries of North Queensland and additionally its importance as an educational centre and defence base. Townsville is in a position to take advantage of the above mentioned features and turn them into specific strategic opportunities for the Airport and its commercial properties. AAL sees these opportunities as being: tourist accommodation; heavy aircraft maintenance facility; warehousing and distribution centres; light industrial uses with supporting services; car rental compounds; and service station facilities. Townsville International Airport has 17 ha of commercial property which is defined as surplus to passenger and airfield related and associated support requirements. This property has been divided into 4 zones which have the required exposure to the target market, have road access and/or apron frontage and are compatible with surrounding land use. AAL believes that future development within the life of the Draft Plan will be: Zone 1; Zone

19 EXECUTIVE SUMMARY Partial development of Zone 2; Partial development of Zone Urban Design and Landscaping The landscape and urban design strategy identifies opportunities for the continued upgrading of the public open space associated with the Townsville International Airport. These areas contribute most to the image of not only the Airport and its environs, but also reflect on the image of Townsville, and its people, as a whole. The urban design strategy only outlines broad objectives and more detailed plans are required to meet these objectives as appropriate to produce an exciting and cohesive external environment to the Airport. However, a major contributor to the image of the Airport is the building component. The variety in form, materials and colours of the existing buildings, though presenting a somewhat disjointed image, does portray the workings of a modern Airport. Future building developments should recognise this Airport architecture and design guidelines should be put in place to reinforce a continuity of this architecture to meet the overall objectives of the Landscape Master Plan. 13. Airspace Protection The safe movement of aircraft will always remain a fundamental requirement for the successful development of Townsville International Airport. AAL will take a pro-active role with the relevant state and local authorities to ensure that the airspace protection requirements for Townsville International Airport are fully recognised within development assessment and approval processes. 14. Aircraft Noise Noise is an inevitable by product of Airport operations. People living within a large radius of an Airport can expect to be exposed to aircraft noise at some time. The effect however, will depend on a number of factors including aircraft types, surrounding land usage and stage of flight and aircraft movement numbers. The Australian Noise Exposure Forecast (ANEF) is a descriptor which is accepted by the Australian Government, the Australian Standards Association, Airservices Australia and Australian environmental authorities for assessing the overall impact of noise from aircraft overflights. The ANEF level can be directly related to the proportion of people highly and moderately annoyed by the noise. For assessing reactions to aircraft noise other than annoyance (eg. disturbance resulting from particular events), other noise exposure measures, such as maximum noise levels due to aircraft noise events and the time during which the noise exceeds a given level, are also relevant. The Townsville International Airport ANEF chart provides an important tool to assist in the development of long-term planning strategies for the area around the Airport. With the present

20 EXECUTIVE SUMMARY level of residential development in these areas, the number of people expected to be affected by aircraft noise is relatively low in comparison with other Australian airports. However, careful application of land use planning principles, as set out in Australian Standard 2021 and the Draft Townsville City Plan - Airport Flight Path - Industrial Land Control, is required to ensure that this situation continues into the future. AAL's strategy for managing aircraft noise includes: supporting the Draft Townsville City Plan to minimise impacts on the community; continuing to work with the Department of Defence in noise mitigation measures; developing a joint ANEF with the Department of Defence; continuing to monitor the effectiveness of ground running policies. The Department has reservations about the validity of an ANEF as a reliable tool. They are moving to identifying specific flight path noise analysis. 15. Community Considerations Air transport is a natural growth section in the economy. Passenger and freight growth is expected to increase at a faster rate than population growth. Over the planning period it is forecast that total passengers will increase from 910,000 to 1.9 million, an increase of just over 100%. During this same period, the population of the Northern Statistical Region is forecast to grow 10% whilst that of the Townsville/Thuringowa council areas by 26%. Growth in Airport sector jobs is likely to be slightly less than growth in passenger traffic, since economies of scale and other efficiencies arising from the trend towards larger aircraft and increasing airline alliances are realised. Indirect growth in jobs will occur as wages and other expenditures related to the growth in direct employment flow on into retailing and other service sectors of the economy. From an initial level in 2003 of 1,135, total employment in the Airport region after twenty years, and including the flow-on effect, is projected to reach 2, Environmental Management AAL s environmental vision is: To become a benchmark for consistent, high level Airport environmental performance. An Environmental Policy has been adopted and the Environment Strategy 1998 details how the airport is to develop and operate in an environmentally responsible and ecologically sustainable manner and how it addresses community standards and needs. No significant environmental implications have been identified in the current Environment Strategy Environmental matters associated with future development need to be considered prior to implementation relative to: noise quality; air quality; water quality;

21 EXECUTIVE SUMMARY flora; fauna; Town Common; heritage; visual quality; and construction. Individual proposals/projects which form part of this Draft Plan will be subject to all necessary environmental assessment and review. If a project or operation is considered to have a significant environmental impact, it will be referred to Environment Australia. Through its Environmental Management Strategy, AAL has the necessary processes and plans in place to manage the above mentioned environmental issues 17. Implementation The phasing of the Draft Plan is divided into three steps: Phase Phase Phase The commencement of the above phases depends on a range of factors associated with demand, including air traffic volumes and commercial opportunities. The development activities in each phase are described below: Phase 1 ( ) Facility Develop Airport Fire Station Develop Car Rental Carpark Redevelop Short Term Car Park Increase Public Car Long Term Develop Terminal Entrances Develop Stage 1 of Commercial Land Development Develop Stage 2 of Commercial Land Development Value ($'000) 1, ,800 7,

22 EXECUTIVE SUMMARY Phase 2 ( ) Facility Increase aircraft parking Increase Public Car Parking Increase Staff Car Park Develop Stage 3 of Commercial Land Development Phase 3 ( ) Facility Expand Terminal Capacity The Draft Plan provides for the development of Townsville International Airport in an operationally and financially viable manner. The implementation will ensure that the aviation needs of the Townsville/Thuringowa region and in part those of North Queensland are met for the next two decades and beyond. It is essential that these needs be met to ensure the future welfare of the people in the region

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24 INTRODUCTION 1. INTRODUCTION On 11 June 1998, Townsville International Airport was leased to Australian Airports (Townsville) Pty Limited (AAL) by the Commonwealth of Australia for a period of fifty years with a further option for forty-nine years. This lease was part of the second tranche of airports to be privatised. Under the terms of the Lease Agreement and in accordance with Parts 5 and 6 of the Airports Act 1996 (the Act), AAL is required to submit for approval to the Minister for Transport and Regional Services (the Minister), a draft Master Plan (the Plan) and draft Environment Strategy (the Strategy) within twelve months of the commencement of the lease and each five years after that date. This Plan will be the second Master Plan prepared by AAL and covers the period 2004 to The current Master Plan for Townsville International Airport was approved in September Coordination and Responsibility for Planning Townsville International Airport is owned by the Commonwealth and is jointly operated by the Department of Defence (RAAF) and Australian Airports (Townsville) Pty Limited (AAL). As a military facility, the Airport is designated RAAF Base Townsville. Townsville International Airport comprises three areas being the Military Area, the Jointly Used Area and the Civil Area. The Jointly Used Area comprises the runways and associated taxiways whilst the Civil Area is a relatively small parcel of land (82 hectares) on the eastern side of the main runway in which the civil operations are based. Department of Defence occupies the Military Area exclusively as a RAAF Base and controls the Jointly Used Area as part of a joint user aerodrome for military and civil use. Among its responsibilities is the maintenance of the Jointly Used Area and the provision of air traffic control services and the Rescue and Fire Fighting Service. It is anticipated that the Rescue and Fire Fighting Services function will be transferred to Airservices Australia within the forecast period of this Plan. AAL occupies the Civil Area exclusively and has access to and use of the Jointly Used Area for civil aircraft operations. It contributes to the majority of costs of maintenance of the Jointly Used Area and is responsible for the costs of capital works required for civil aircraft operations in the Jointly Used Area. As a joint user facility, the responsibility for planning and development rests with both the Department of Defence and AAL. The Department of Defence is responsible for the master planning, planning and development to fulfil the military role of RAAF Base Townsville and to ensure compatibility of civil aviation development; and AAL is responsible for the planning and development of Townsville International Airport in its civil aviation role

25 INTRODUCTION Matters of mutual interest between the parties include: the runway and associated taxiway system; the obstacle limitation surfaces; and visual and navigation aids to aircraft operation. The planning and development of the Airport requires extensive negotiation and co-ordination between the joint users, Airservices Australia (AA), Federal, State and Local Government Authorities whose responsibilities are affected by the Airport. AA has the responsibility to provide and maintain the navigation aids specifically required for civil operations. The topics of mutual interest for these parties include: land acquisition; land use planning; environmental issues including aircraft noise; Airport access; utility services; and effects on Federal, State and local government planning and development. AAL as the lessee of the Civil Area has a responsibility to plan, develop, operate and maintain facilities used by the civil aviation industry. Consequently, there is a need for co-operation, negotiation and discussion between AAL and the industry specifically in relation to issues of: planning and development of the Airport as it affects the aviation industry; requirements of the aviation industry for sites and facilities on the Airport; and matters arising in the daily operation of the Airport. 1.2 Purpose of the Plan The purpose of the Plan is to present AAL s long range (Year 2023) planning strategy for civil aviation facilities at Townsville International Airport. The final Plan must remain in force for five years. In particular, the Plan: identifies goals to guide the Airport s long-term development; presents forecasted numbers of passengers, aircraft movements and air cargo tonnage as the basis for sizing Airport facilities; establishes service standards for public convenience;

26 INTRODUCTION presents a layout plan for the Civil Area of the Airport showing land use, rights of way and the location of major Airport facilities within the planning horizon; describes the Plan s implementation with regard to phasing and cost; identifies external and internal access requirements; and explains how the Airport s development is co-ordinated with the surrounding natural and man-made environments. Airport planning is influenced by many and often conflicting considerations eg technical, environmental, social, economic, financial and political factors, and as such represents a compromise among many physical and non-physical planning requirements. This document is intended to guide future development decisions in a manner compatible with long term requirements as perceived at the date of issue. It does not attempt to predict specific timing for the provision of individual additional facilities nor provide the details of such facilities. Timing and detail will be the subject of ongoing assessment and review in the light of any changes in demand or of other factors. The Plan is not fixed, rather it is strategic and needs to be responsive to the dynamics of the aviation industry. Any significant change to developments outlined in the Plan will be made in full consultation with all Airport stakeholders. 1.3 Government Requirements of the Plan Division 3 of Part 5 of the Act deals with Master Plans. This provision forms the basis upon which the Commonwealth will assess future individual planning and development and the document by which Airport users can plan their future facilities. Section 71 specifies the matters that must be set out in the draft or final Master Plan for Townsville International Airport viz. AAL s development objectives for civil use of the Airport; AAL s assessment of the future for civil aviation, and other civil users of the Airport, and for services and facilities relating to the area of the Airport site leased to AAL; AAL s proposals for land use and related development of the area of the Airport leased to AAL, where the proposals embrace: in all cases - land side, surface access and land/zone aspects; if the leased area includes one or more taxiways - airside aspects; forecasts relating to the civil use of the Airport; AAL s plans, developed following consultations with the airlines that use the Airport, local government bodies in the vicinity of the Airport and the Department of Defence, for managing aircraft noise intrusion in areas forecast to be subject to exposure above significant ANEF levels;

27 INTRODUCTION AAL s assessment of environmental issues that might reasonably be expected to be associated with the implementation of the plan; AAL s plans for dealing with the environmental issues mentioned above (including plans for ameliorating or preventing environmental impacts); The date of approval for a draft Environment Strategy for the Airport; and such other matters (if any) as are specified in the regulations. In specifying a particular objective or proposal, a draft or final Master Plan must address the extent (if any) of consistency with planning schemes in force under a law of the State of Queensland. In developing plans AAL must have regard to Australian Standard AS (Acoustics - Aircraft Noise Intrusion - Building Siting and Construction). 1.4 Preparation of the Plan The methodology used in the preparation of the Plan is depicted in Figure 1.1. This Draft Plan document is divided into seventeen sections plus an executive summary. Consultation Planning & Design Standards Airfield Environmental Impact Terminal Review Previous Planning Studies Data Collection Demand Forecasts Development Concept Freight and Other Aviation Facilities Land Use Plan Implementation Master Plan Report Environmental Issues Infrastructure Community Impact Commercial Development Development Objectives Urban Design Data Collection & Analysis Drivers Concept Development Master Plan Detail Impact & Implementation Draft Document Figure 1.1 Plan Preparation

28 CONSULTATION 2. CONSULTATION 2.1 Requirements Under the Airports Act 1996 In accordance with Section 79 of the Act, a notice was published in the Townsville Bulletin. This notice: Stated that a draft of the Plan had been prepared and indicated copies were available for purchase or inspection for a period of 90 days; and Invited public comment on the draft of the Plan during this 90 day period. Comments were received from the public during this time and a signed certificate, listing the names of people who made comments, summarising their comments and stating that due regard was given to them, has been provided to the Minister along with this draft Master Plan. In addition, other bodies including State government, authority, local government body, airlines and other users of the Airport were consulted, a signed statement listing the names and views of those consulted is provided to the Minister along with this draft Master Plan. 2.2 Philosophy and Strategies AAL s philosophy was to inform interested parties of the Draft Plan process at an early stage, seek their comments on development aspects of the Airport and incorporate those comments into the draft of the Plan. The implementation of this philosophy was achieved through a number of strategies, including: Notification of the Draft Plan process through: o o o o o o o local newspapers radio interviews television interviews brochures in Councils Chambers (Townsville and Thuringowa), Airport terminal, Townsville Enterprise office and the office of the Chamber of Commerce brochures to Airport tenants a letterbox drop of brochures to residents living in the vicinity of the Airport information about the consultation process along with the entire plan being made available on the AAL website. Master Plan focus group; Briefing Sessions; Individual discussions

29 CONSULTATION Notification of Draft Plan Process The notification of the Draft Plan process to the public, seeking their input to the document, was done by way of a media release and brochure via: Press, radio and television interviews; Townsville Enterprise; Placement in City Council Chambers (Townsville and Thuringowa); Placement in brochure rack in the Airport terminal; Letterbox drop in Garbutt area; Townsville Chamber of Commerce; Airport Website; Public meeting; and Public displays in shopping centre. Master Plan Focus Group To encourage key stakeholders to participate in the planning and development of the Airport, a Master Plan Focus Group examined options being proposed by the Consultant team and provided comment and feedback to guide the development of the Draft Plan. Included in this Focus Group were representatives of: AAL AAL Consultant, BJ Project Services Airport Building Controller Department of State Development RAAF Department of Transport Queensland Police Service Bureau of Meteorology Townsville City Council Thuringowa City Council Townsville Enterprise Limited Townsville Chamber of Commerce Qantas Airways Limited Alliance Airlines Virgin Blue Macair QantasLink Nautilus Aviation Pty Ltd Townsville Airport Fuelling Services Hunter Aerospace Tourism Queensland Issues raised within the focus group were incorporated into the document

30 CONSULTATION Briefing Sessions Briefings on the draft Master plan were provided to a number of parties as listed below. Comments were invited at each of these briefings Townsville Enterprise Limited Federal Member for Herbert Townsville City Council Thuringowa City Council RAAF Townsville G.A. Consultative Committee Townsville Enterprise Limited Member for Townsville Airport Consultative Committee Chamber of Commerce Townsville Stakeholder Comment A large number of airport stakeholders were consulted in the preparation of the Preliminary Draft of the Master Plan, some of those consulted provided written input or comments on early working papers. In accordance with Section 80 (1) and (2) of the Airports Act 1996, a statement listing the names of those consulted, accompanied by a summary of views of those consulted, is contained at Appendix Formal Consultation The Public Consultation section of the Draft Plan and Draft Strategy was conducted by a team comprising of AAL executives and staff together with personnel from AAL s Public Affairs and Media Consultant, Bairstow Promotions Pty Ltd. The consultation process satisfied the requirements of the Airports Act 1996, facilitating dissemination of information to the public and encouraging feedback about the documents. Methodology The Community Consultation Process was viewed as an integral part of the overall consultative program, pursuant to Section 79 of the Act, to enable public comment on the Draft Master Plan (Plan) and Draft Environment Strategy (Strategy). To facilitate the Public Consultation Process a number of devices were utilised. Following is a summary of the Consultation Process and the Promotional/Feedback mechanisms employed: * Public Notices * Public Meetings * Letterbox Drops * Media releases and interviews (Press and electronic) * Static Public Displays, (Airport) * AAL Website * Brochure

31 CONSULTATION * Public displays (Willows Shoppingtown and Cotters Market). Public Notices Public Notices in accordance with the requirements of the Act were placed in the Townsville Bulletin to advertise the official launch of the Public Consultation, the release of the Draft Plan and Draft Strategy, and the location of displays. Public Meeting A Public Meeting was held at the Townsville International Airport international departure lounge to permit an open forum allowing AAL to discuss and answer questions regarding the Preliminary Draft Master Plan (PDMP) and Preliminary Draft Environment Strategy (PDES). Furthermore, the complete AAL Exhibition consisting of display boards documents were present. Letterbox Drop In recognition that Garbutt residents have a special social and spatial relationship with the Airport, a Letterbox Drop and Public Notice offered them an opportunity to view and discuss the Draft Plan and Draft Strategy. AAL Website A section of the AAL Website incorporated details of the Draft Plan and Draft Strategy. This segment was interactive to allow parties to log-on and forward comments and suggestions. Media Interviews Prudent use of a public relations consultant ensured full coverage of the consultative process in all print and electronic media. The launch of the consultation process was covered by the Townsville Bulletin, WIN Television, Seven Local News, the ABC and all commercial radio stations. This coverage was maintained during the process and all media ran stories at the completion of the consultation period. Full-colour Brochure A full-colour glossy brochure was produced and widely distributed. This carried the AAL visions of the Preliminary Draft Master Plan (PPMP) and Preliminary Draft Environment Strategy (PPES), together with information on How to Have Your Say indicating that the Airports Act 1996 requires comments in writing. This brochure was letterboxed to all residents in areas near the Airport and was widely distributed during public displays and at a number of locations including the follows: Townsville Enterprise Limited Foyer Townsville City Council Planning Thuringowa City Council Planning AAL Administration Offices Townsville International Airport Townsville Chamber of Commerce - Offices

32 CONSULTATION Static Public Displays, (Airport, Libraries, Major Shopping Centres, Cotter s Market) Display boards indicating aspects of future development, the Preliminary Draft Master Plan (PDMP), Preliminary Draft Environment Strategy (PDES) and Airport infrastructure activities were designed as part of an AAL Road Show. One Public Display was permanently situated adjacent to the main airport departure lounge to ensure maximum customer exposure while another was mobile moving from venue to venue. The Airport Terminal display and mobile AAL Road Show ensured maximum public exposure. Their location was identified by Public Notice advertisements in newspapers Public Consultation Process Table of Events Date Monday 16 February Wednesday 18 February Monday 23 February Saturday 28 February Sunday 29 February Tuesday 2 March Friday 5 March Saturday 6 March Thursday 11 March. Public Comments Event Public Notice (Townsville Bulletin) advising of launch of PDMP and PDES, public displays and public meeting. News release and launch. Interviews with CEO, distribution of News Release, Executive Summary and pamphlet. Covered by WIN Television, Seven Local News, Townsville Bulleting, ABC Radio, 4TOFM, HotFM. Letterbox drop - Pamphlets to Australia Post Public display at Willows Shoppingtown Public display at Townsville Cotters Markets. Delivery commenced. Delivery completed. Public Notice (Townsville Bulletin) advising of public meeting at Townsville International Airport. Public Meeting in International Departure Lounge, Townsville International Airport. Over the 90 day public consultation period three written comments regarding the Preliminary Draft Master Plan were received. All written comments were responded to in writing within 14 days of receipt. In accordance with Section 79 (2) of the Airports Act 1996, a "certificate" listing the names of those commenting on the Preliminary Draft of the Master Plan, summarising those comments and AAL's response to those comments is contained at Appendix 3. The majority of the comments received during this period have been incorporated into the draft Master Plan. AAL's response to those inputs which have not been incorporated into the draft Master Plan, is also contained at Appendix 3. Summary The low level of formal public comments during the three month Public Consultation period reflected the high level of anecdotal evidence supporting AAL initiatives. Informal comments expressed by members of the wider community, accessing the various public venues including

33 CONSULTATION copies of the Preliminary Draft Master Plan (PDMP) and Preliminary Draft Environment Strategy (PDES), were not only supportive in the way AAL provided an opportunity to view the material but also for the accessibility of briefed personnel to answer their questions. Consistent with the pledge offered at the official launch of the three month public consultation period, AAL dealt with all comments in a timely fashion and addressed them immediately when at all possible

34 BACKGROUND 3. BACKGROUND 3.1 Airport Description AAL operates the Airport under a Lease with the Commonwealth and a Joint User Deed with the Department of Defence. AAL leases from the Commonwealth an area of 82 hectares of the Airport for civil aviation purposes. AAL shares the joint use areas with the RAAF, those areas include the runways and taxiways. There is an allocation of responsibilities between AAL and the RAAF and an agreed allocation of maintenance costs. Townsville International Airport operates on a curfew free basis. Location Townsville International Airport is situated on a coastal flood plain between Rowes Bay and the Bohle River, some 5km west of the city centre, as depicted in the locality plan at Figure 3.1. The Airport orientation is such that the existing northern end of the main runway is only 1km from the coast, whilst the AAL building area is approximately 2.6km inland. Geographic co-ordinates of the Airport are Latitude 19 degrees 16 minutes South and Longitude 46 degrees 49 minutes East and at an elevation of 3-4 metres above sea level. There is residential development in close proximity to the eastern and south-eastern boundaries. The area to the south-west is zoned for industrial use. Adjoining the north-west boundary is the Environmental Park and Pastural Reserve known locally as the Town Common. The western section of the Airport and the Town Common together form the lower catchment of Louisa Creek, a unique wetland habitat. Airport Facilities The Airport has two runways - the main runway 01/19 is 2438 x 45 metres whilst the secondary runway 07/25 is 1100 x 30 metres. Both runways have an asphaltic concrete surface. The main runway is serviced by a parallel taxiway which is suitable for B737 size aircraft and smaller for most of its length, with larger aircraft having to back-track on the runway. The main aircraft apron can accommodate a combination of aircraft up to B747 in size. Recent upgrading works completed in 2003 converted 2 bituminous hardstands to concrete and added three apron drive aerobridges to bays 2, 3 and 4 to complement the existing aerobridge on bay 1. In the nose in push back configuration the apron can accommodate five jet aircraft and seven commuter aircraft, with stand off positions for another 10 commuter aircraft adjacent building 90 and some twenty general aviation aircraft. Helicopter facilities are also provided

35 BACKGROUND

36 BACKGROUND The terminal building accommodates both domestic and international aircraft operations. The building was initially constructed in February 1981 with extensions added in December Redevelopment of the building in 2003 has added a mezzanine level to accommodate aerobridge use and an expanded security sterile area, new airside concessions and new landside car rental facilities. Airlines operating from the terminal building include Qantas, Virgin Blue, Alliance, Macair, Qantas Link and Skytrans. Concessions within the terminal include car rental companies, a food and beverage outlet, a combined newsagency/gift shop/food and beverage outlet, public payphones, automatic teller machine and advertising displays. The AAL building area accommodates a wide variety of activities including the AAL management office and workshop area, car rental facilities, freight company, two refuelling companies, flying schools, fixed wing aircraft, aircraft maintenance facilities, charter and joy flight companies, an emergency services organisation, an aero medical organisation, a flight catering facility, a golf driving range and other aviation and commercial tenants. Car parking facilities are provided at the Airport for passengers, visitors and Airport employees. A number of lighting and navigation aids serve the Airport. The RAAF is responsible for the control tower, non directional beacon (NDB), Airport lighting (all located on Airport) and a tactical air navigation (TACAN) system, located on Mt Louisa. The RAAF is also currently responsible for the Fire Station, but propose to cease this service by January It is proposed that Airservices Australia will take over rescue and fire fighting responsibilities from this time. Airservices Australia is responsible for the VHF omnidirectional radio range (VOR), distance measuring equipment (DME) and instrument landing system (ILS). Figure 3.2 shows the Airport layout and Figure 3.3 shows the existing Airport development. History The original aerodrome was located at Ross River and was licensed by the Department of Civil Aviation on 19 June The aerodrome was transferred to the City of Townsville in 1937 and the licence lapsed on 31 March The present Airport was developed initially by the City of Townsville, under a provisional licence granted on 26 January 1939 to allow use of the new Airport during favourable winds and when the Ross River site was unusable due to wet weather. Operations commenced in February The RAAF established a base at the Airport in December 1939 and the then Department of Air acquired the Airport in December 1940 and retained control after World War II. The present 2,438 metre long main runway was completed in 1958 and resurfaced in The secondary runway dates back to In August 1980, Qantas requested Government approval to commence international services through Townsville to the USA and New Zealand with B747 aircraft, commencing from February The Government approved the request and allocated $5 million to provide the necessary

37 BACKGROUND

38 BACKGROUND

39 BACKGROUND infrastructure. A new international terminal building and associated pavement works to accommodate B747 aircraft were constructed. Major redevelopment of the terminal was undertaken during the period May April 1988 to meet current demand. The provision of a new domestic terminal integrated with the international terminal was the major component at a cost of $11 million. The domestic apron was reconstructed to provide parking for up to two wide-body and one narrow-body aircraft and two F27 aircraft. A new public car park, access road improvements, an emergency powerhouse and an aircraft waste disposal building were also constructed at this time. The Federal Airports Corporation assumed responsibility for the civil aviation area and operations in April Developments since that time include the new Airport access road leading to the city, enabling previously unused Airport land to become more readily available for commercial development and a $12.5m terminal upgrade in The terminal redevelopment consisted of the addition of a mezzanine level to the terminal, 3 aerobridges, a lift and escalators and apron civil works. The terminal air conditioning chiller plant was also replaced. Climate Townsville experiences a tropical climate with high summer rainfalls and a relatively even temperature distribution. Mean temperature is 24.0C with an average daily range of 7.6 for the year. The coolest month is July and the warmest, January with mean temperatures of 19.9C and 27.6C respectively. Townsville s weather is largely influenced by the position and intensity of the high pressure systems which cross the continent. The out flowing air on the northern side of these high pressure systems results in the typical trade winds experienced in the city. Rainfall results from a variety of synoptic patterns, the most common being south-easterly air streams, tropical cyclones and troughs with in flowing winds from the east to north east. Rainfall is also extremely variable, with the average achieved generally only one year in six and range of annual totals from 400mm to nearly 2,500mm. The average annual rainfall is 1,143mm on an average 91 rain days (due to its geographical location, rainfall is not as high as elsewhere in the tropics), most of which falls in the six month wet season November to April. The greatest losses due to evapotranspiration (760mm-1015mm annually) occur during October, November and December when the temperature is rising and before the humid air of the wet season has been established. Air flow from the south east is characteristic, especially during the months April through November, while there is an increased possibility of winds from a more north east direction in the summer between December and the end of March. Temperature inversions occur at Townsville mainly during the winter months. Inversions are important because of the effect they may have on perceived noise levels in areas not normally affected by aircraft noise. Inversions develop during the night, occur predominantly at a level of 1,200 1,500m, and usually disperse by midday. Their potential effect on perceived noise levels is modified by the prevailing winds from the south east

40 BACKGROUND 3.2 Regional Economy Townsville International Airport is the gateway air transport infrastructure serving the greater North Queensland region that has a population of approximately 195,000 people at 30 June The region s population is projected to grow on average between 1.4% and 1.7% between 2004 to Over the past decade, the North Queensland economy has grown at an average annual rate of 5.1% per annum and it is expected to continue at the same rate in the short term. In any terms, the amount of economic activity generated by the operations of the airport, the airlines and those businesses that are directly related to them is sizeable. In all, over thirty-three separate organisations were identified associated with airport activities in the following categories: International airlines; Domestic airlines; General aviation, charter and commuter airlines; Airport government services and security; Major airport and airline support services; and Airport concessions. These generate a substantial amount of employment but, additionally, they draw on the resources of a large number of other businesses throughout the airport region, Townsville and more generally throughout Queensland and Australia. Some examples of these associated businesses include tour operators, travel agents, tour guides, freight forwarders and customs agents. A survey of organisations in the airport related industry indicates some thirty-three (33) on airport business employing an estimated 570 people, 36.0% of which are employed by the major airlines (Qantas, Alliance and Macair). Combined income of the subject businesses at the airport is estimated at $200 million. Apart from its direct impact on employment and income generation in the airport region, the Townsville International Airport industry has flow-on or multiplier effects in the Townsville region. It also has a significant influence on both the Queensland and national economies, through its impacts on tourism, business travel and freight movements. Flow-on or multiplier effects refer to the additional output and employment generated in an economy as a result of the purchase of goods and services from other businesses to sustain a particular activity. The flow-on effects of the Townsville International Airport industry on the Townsville region were based on input-output tables from two studies related to Sydney Airport * and Canberra Airport**. Application of these multipliers to employment and income generation provides estimates of the total economic impact of the industry on the Townsville region: Direct Flow-On Total Employment ,135 Income Generation $200m $210m $410m Note Source:

41 BACKGROUND * Kinhill Engineers 1990: Thud Runaway Proposal. Draft Environmental Impact Statement Sydney Kingsford Smith Airport. Economic Impacts Working Paper. Prepared for Federal Airports Corporation. **ACIL Consulting 1998: Economic Impact Study of Canberra International Airport. Prepared for Australian Capital Region Development Council. 3.3 Aviation Activity The size and timing of Airport facility development is normally determined by traffic levels and forecasts. Townsville International Airport handled 910,000 passengers in 2002/2003, which makes it the eleventh busiest Airport in Australia in terms of the number of passengers (slightly in excess of 1% of the nation s total passenger throughput). There are currently no scheduled direct international flights to/from Townsville although 50 international airlines have rights to operate into Townsville. Charter and Military international flights continue to operate on an ad hoc basis through the airport. The top five domestic routes into and out of Townsville (Townsville - Brisbane, Sydney, Cairns, Mackay, Mount Isa) accounts for 90% of total domestic/regional traffic. In the first six months of the 2003/04 financial year, the Brisbane route accounted for 57% of all domestic traffic, followed by Sydney with 15%. Routes to Cairns, Mount Isa and Mackay account for 18%. The RPT operators currently serving Townsville are Virgin Blue, Qantas Airways (including QantasLink), Alliance Airlines, Macair and Skytrans. 3.4 Existing Environment The Airport site is bordered to the east and south east by residential housing, to the south west by industrial areas and to the north and north west by the Environmental Park and Pastural Reserve (known as the Town Common). The Town Common and the western section of the Airport forms the lower catchment area of Louisa Creek. The sub-surface geology of the site comprises sandy loams and underlying clays. Run-off from the main apron and aircraft parking areas is directed via pipelines, to a concrete lined open drain on the eastern side of AAL s lease known as the Airport Canal (which discharges off-site). Surface water from the northern building area is collected in separate underground pipelines and then passes to an open drain which discharges into Airport Canal. The western area of the site, beyond the runway is drained by the Rowes Bay Canal (reported to be the third largest drainage basin in urban Townsville). No archaeological studies have been undertaken at the site, however the 1993 environmental review indicated that it was unlikely that any significant archaeological site would be present at the Airport. The Queensland Department of Environment has indicated that the existence of endangered flora and fauna species and/or sites at the Airport is unlikely. No listed heritage has been identified at the Airport

42 BACKGROUND A more detailed description of the existing environment appears in the companion document, the draft Environment Strategy. 3.5 Previous Master Plan The most recent Airport Master Plan was developed in 1998/99 and formally approved by The Minister for Transport and Regional Services in September This Draft Plan once approved by the Minister, replaceds the previous Master Plan

43 - 42 -

44 DEVELOPMENT OBJECTIVES 4. DEVELOPMENT OBJECTIVES AAL s Business Plan for Townsville International Airport is based on the Company s vision which is central to all of its activities. AAL s Vision is To be recognized by our customers as Australia s leading regional airport This will be achieved by: Embracing our customers and acting to create value in their eyes Promoting a positive environment for employees Providing a quality airport facility that supports our region Challenging and accepting change 4.1 Objectives and Drivers In business planning terms, the key objectives for AAL are: To develop a client focussed organisation underpinned by our core values To provide quality facilities which meet or surpass our customers expectations To adopt sound business practices To improve financial strength and profitability through the pursuit of business opportunities To develop and use integrated innovative technologies and solutions To continue development of the company s unique relationship with Defence. This will allow AAL to prosper and achieve real growth that will benefit our stakeholders and will promote Townsville International Airport as a dynamo for growth for Townsville, North Queensland and the State of Queensland. 4.2 Strategic Development AAL s business plan in conjunction with the safety and environmental strategies will facilitate future growth. AAL s strategies inherent in the business plan are based on a number of fundamental themes which include: a full adherence to the letter and spirit of the lease terms, and all safety, security and environmental regulations; close working relationship with the airlines and Defence to the benefit of our respective businesses;

45 DEVELOPMENT OBJECTIVES attention to cost and operational efficiency, to the ultimate benefit of all parties; tightly planned, highly efficient capital spending programs, based on carefully timed phased developments; enhanced competition and choice in commercial activities to benefit both customers, and in the long term, the Airport itself; commitment to service as a means to secure the long term sustainable profitability of the Airport; flexibility and openness to change in making new arrangements with airlines, undertaking new business, or approaching current businesses in a new way. However this is combined with a sensitivity to the impact of changes on its customers (and regulators); awareness of the Airport s wider constituency including federal, state and local governments and the communities in the vicinity of the Airport; and improving shareholder returns through more active commercial management of all Airport areas. These themes run through the following objectives

46 DEVELOPMENT OBJECTIVES 4.3 Development Objectives Specific development related objectives are discussed below. To develop a client focussed organisation underpinned by our core values AAL believes that providing excellent service to our customers is the primary focus of our business. We will always strive to understand the interests of our customers and to meet their needs and expectations. This value has been utilised throughout the development of this document and is expressed in the development concept and commercial planning strategies. Initiatives relating to this objective are: Ensure that our focus is on providing excellent customer service having an outcome where our customers are our ambassadors. Ensure that human resource policies and practices contribute to the achievement of the business objectives of the company. Ensure that the Board role is clarified. Create a high performance airport team. Implement a strategy which engenders commitment by all staff to our core values. Establish systems to ensure the Business Plan is implemented and performance monitored. To have uninhibited multi-directional communication To provide quality facilities which meet or surpass our customers expectations The Airport acts as the transfer point between the land side and airside portions of the mixed-mode trip made by the air passenger. The level at which the Airport functions is crucial in the passenger's evaluation of the level of service provided by air travel. Those areas of service which need to be addressed not only include passenger processing, but also the land side interface eg. adequate parking spaces so that during busy hours time is not wasted looking for a car parking space, parking retained close to the terminal to reduce distance for luggage transfer, retention of public transport facilities close to departure and arrival passenger access points in the terminal; Initiatives relating to this objective are; Ensure operational and technical standards are achieved and continuously improved Continue to improve the physical appearance of the airport. Develop a Total Asset Maintenance Plan

47 DEVELOPMENT OBJECTIVES Develop a modern and inviting airport terminal. Undertake capital projects in a timely, cost effective manner to meet quality objectives To adopt sound business practices In developing the airport the AAL is committed to working with all Airport stakeholders in ensuring excellent corporate governance and our responsibilities as good corporate and community citizens forms part of our development planning strategies Secure Government approval for the Master Plan Secure Government approval for the Environment Strategy Develop and implement safety and security programmes that meet audit Ensure risk management principles apply across the business Develop a WH&S Management System Comply with relevant legislation Ensure that policies & procedures contribute to the achievement of the objectives of the Company Develop a programme for the integration of appropriate systems. standards business To improve financial strength and profitability through the pursuit of business opportunities Financial strength is a cornerstone in assuring the ongoing viability in connection with our long term objectives. Not only does this include cost efficiencies but also lies in enhancing the value of the business. These will be achieved by; Provide for maximum use of terminal to encourage additional tenancies Develop vacant non aeronautical land Develop additional business opportunities Purchase additional airports Generate returns to meet shareholder expectations and achieve real EBITDA growth each year. Proactively market Townsville as a destination Further develop relationships with airline operators, airport operators and mining organisations. Develop charter routes between New Zealand and Townsville and additional services Townsville - Cairns To continue development of the company s unique relationship with Defence. In developing the airport AAL will continue to work with the Department of Defence to ensure that the objectives contained within the Defence Master Plan are considered. Continue to consult regularly with Department of Defence Develop joint approaches to both maintenance and operational planning

48 TRAFFIC FORECASTS 5. TRAFFIC FORECASTS 5.1 Introduction The size and timing of Airport facility development is normally determined by traffic levels and forecasts. This section presents a historic traffic profile, summarises the forecast methodology and key assumptions and develops forecasts for passengers, aircraft movements, air freight and Airport visitors thus providing the basis for future planning decisions. Townsville International Airport handled 910,000 passengers in 2002/03, which makes it the eleventh busiest airport in Australia in terms of passenger movements (slightly in excess of 1% of the nation s total passenger throughput). Townsville International Airport is a joint user Airport with a wide range of civil and military aviation activity. The Airport serves the Northern Statistical Division with a resident population of 195,000 with the twin cities of Townsville and Thuringowa contributing 149,000 of that resident population. 5.2 Historic Aviation Traffic Profile For historical data, the sources used were: AVSTATS data provided by airlines for revenue passengers on scheduled services on domestic and regional passenger routes and for scheduled aircraft movements. This data has also been used for scheduled international aircraft movements; and Australian Bureau of Statistics (ABS) data has been used for international passenger movements. These figures include both revenue and non-revenue passengers on international scheduled and charter services. This data is sourced from passenger card data collected by the Department of Immigration and Multicultural Affairs and includes information on visitors country of residence, journey purpose and port of clearance. Australian Airports (Townsville) historical data has been used for the period The sources used were from the airlines for passengers on scheduled services, or inter-domestic and regional passenger routes and for scheduled and charter aircraft movements. AVSTATS data provided by airlines for freight tonnage. Airline Environment Undoubtedly the past five years have been the most tumultuous in airline history. During that period Australia has witnessed: The Asian economic crisis which commenced with the crash of the Thai currency in July

49 TRAFFIC FORECASTS A major US and world economic slowdown from early The devastating effects of the September 11 terrorist attacks in the United States, including the continuing impact on insurance premiums within the aviation/airport industry. In Australia two new airlines commenced operations in Impulse Airlines commenced its domestic operations (it had previously operated regional routes) on June 5, 2000 with its Sydney Melbourne service. Virgin Blue commenced Brisbane Sydney flights on 31 August At that stage all Australian airlines were struggling to achieve profit or to minimise losses. Impulse Airlines merged with Qantas in May The collapse of Ansett Australia (and its regional subsidiaries) in September 2001 and the near collapse of Air New Zealand. The Bali bombings in October The war against Iraq with Australia as one of the three members of the allied forces. Most recently the impacts of the Severe Acute Respiratory Syndrome (SARS) It is impossible to forecast the extent of damage to the airline industry flowing from the war with Iraq. There is little doubt that the uncertainty about whether there would be war contributed to the world slowdown in travel in the later months of 2002 and in A second round impact has resulted from likely terrorist activity flowing directly or indirectly from the war. Domestic destinations such as Townsville may benefit if Australians switch from international to domestic travel. A further impact of the war depends on the direction of fuel prices and the Australian dollar comparison to the US dollar. With fuel prices amounting to 10% to 15% of airline costs, rapid increases in fuel prices can quickly remove any airline profit potential. Growth in the airline industry depends on the fuel prices resuming normal levels as quickly as possible. The Regional Airline Sector is particularly sensitive to these additional costs. For the Asian market and European travel via Asia, the impact of SARS may well have exceeded that of the war with Iraq. The major recent event that has impacted on Townsville International Airport is the collapse of Ansett and its regional subsidiaries. However, data complied by Tourism Queensland suggests that capacity to many Queensland cities had been restored just one year after Ansett s collapse. Townsville International Airport had recovered pre Ansett capacity levels by November

50 TRAFFIC FORECASTS National Trends Passenger movements on scheduled Regular Public Transport flights to and from Australian airports rose from million in 1980/81 to million in 2000/01, at an average annual growth rate of 5.4%. International traffic to/from Australia increased from 4.11 million arriving and departing passengers in 1980/81 to 17.3 million in 2000/01. This represents an average annual increase of 7.4%. In the year ending 2001/02 international passengers decreased to 16.4 million, a reduction of 4% over the previous year. This was the result of the September terrorist attacks in the US. International passengers represent approximately 20% of total passengers. Growth has occurred principally through increased tourism. The Asian market (excluding Japan) continued to be Australia s main source of visitors in 2002/03. Sources of inbound visitors in 2002/03 and those forecast for 2009/10 are shown below: 2002/ /10 Other Asia 26.6% 41.7% Europe 25.9% 23.3% New Zealand 16.8% 9.7% Japan 14.2% 10% North America 11.2% 9.3% Fifty four point four percent of the visitors in 2002/03 were holiday travellers. Domestic airline passengers increased from million in 1980/81 to million in 2000/01 representing an average annual growth of 4.4%. During the period 1980/81 to 2000/01 regional airlines achieved an average annual growth of 10.1% with an estimated 5.63 million passengers carried, the majority in modern sophisticated turbine powered aircraft specifically designed for regional travel. General aviation activity, measured by the number of hours flown, grew by 3.8% between 1980 and 2000 giving an average annual growth of 0.2%. Air Services Major events, such as the domestic pilots dispute, the entry of Compass, the collapse of Ansett and the entry of Virgin Blue have had significant impact on Townsville traffic. Table 5.1 lists those events. Whilst Townsville received international flights as early as 1981 there has been little international traffic since

51 TRAFFIC FORECASTS Table 5.1 Townsville International Airport Events International International services commenced in February 1981 and ceased in March International airline services last operated in February 1999 From October 2001 to March 2002 Qantas operated a Townsville-Brisbane-Singapore flight using B767s. Curtain Brothers operate charter flights to Papua New Guinea each week. Direct international flights to Papua New Guinea: MBA in 1997 and Flight West in Domestic/Regional Air Queensland Ltd. Commenced services in July 1984 and ceased in June East-West Airlines commenced services in March Ansett Australia and Australian Airlines ceased services from August to November Pilots dispute in 1989, deregulation in late 1990 and entry of Compass 1. Ansett WA operated services from November 1990 to June Virgin Blue commenced operations on 15 March Flight West as a private company collapsed in June 2001 but a number of its routes continued to be operated by Ansett under Flight West s name until Ansett collapsed. Ansett ceased operations on 14 September 2001 Alliance, a resurrection of Flight West Airlines, operates with a focus on charter and domestic operations. National Jet and Jetcraft in the past have operated on behalf of Qantas for charter and freight. Note Source: AAL, DOTARS, TFI At the time of preparing this Plan, there are no direct international services to or from Townsville. There are 50 airlines that have rights to fly to Townsville however these are currently not being exercised. Five airlines currently operate services to /from Townsville. These include: Qantas operates 38 return services per week using B717 and B737 aircraft. Sunstate (part of Qantas Link) operates 51 services per week using Dash 8 aircraft. Virgin Blue operates 14 times per week operating B737 aircraft. Alliance operates 14 services per week using F100 aircraft, with some 57% of these services provided as charters. Macair has 52 services per week using Metro and Saab 340 aircraft, with around 69% of these being charter services. Virgin Blue has introduced 7 more flights per week for March 2004 operating B737 aircraft and another 7 from May Figure 5.1 shows the five most important domestic routes into and out of Townsville for The top five routes total more than 90.0% of total domestic/regional traffic

52 TRAFFIC FORECASTS Mount Isa Cairns TOWNSVILLE Mackay Brisbane Sydney Figure 5.1 Domestic Routes For the six months ended December 2003, the Brisbane route accounted for 57.6% of all passenger movements through the airport followed by Sydney with 14.8 %, with Cairns, Mount Isa and Mackay accounting for 17.9%. The Townsville Brisbane route is ranked the fifteenth busiest domestic route in Australia. Annual Passengers A total of 910,000 passengers passed through Townsville International Airport during the year ending 30 June Of the total passengers, 69% comprised domestic passengers, 20% regional passengers, 11% charter passengers with less than 0.5% number being international passengers. The passenger mix is indicated in Figure 5.2. Charter 11% 0% Domestic 20% Regional 69% Figure Passenger Mix

53 TRAFFIC FORECASTS Figure 5.3 shows the international passenger movements through Townsville International Airport since Passengers '000s Year to 30 June Figure 5.3 Historical International Passengers There were 3,300 international passenger movements (including military) through the Townsville International Airport Terminal in the year ending 30 June 2002 and 2,400 in the year ending 30 June Passenger numbers fell sharply in 1991 with the withdrawal of scheduled services. The upturn in 1993 was the result of the introduction of scheduled services by Garuda. These services ceased in MBA commenced services to Papua New Guinea in early 1997 and then withdrew later in October From October 2001 to March 2002 there was a Townsville Brisbane Singapore service operated by Qantas using B767 aircraft. Figure 5.4 shows the domestic and regional passenger traffic since Passengers '000s Year to 30 June Figure 5.4 Historic Domestic/Regional Passengers

54 TRAFFIC FORECASTS In 1990 the number of domestic passengers decreased significantly because of the effect of the pilots dispute. Other features of the passenger traffic history are the periods of moderate growth in the 80 s and a period of accelerated growth following deregulation of the industry in October The passenger levels of the 80 s are inflated by Cairns passengers who travelled through Townsville. When Ansett and Qantas decided in the early 90s to overfly Townsville to and from Cairns, Cairns passengers were no longer included in the Townsville statistics. Ansett ceased operations on 14 September Prior to that event record passenger growth and passenger movements were being experienced at the airport with approximately 100,000 passenger throughput occurring in July The airport hasn t experienced monthly passenger movement levels of that since. Since 1997/98 domestic/regional passengers have grown at an average annual rate of 7% with a growth in domestic passengers of 36% and a growth in regional passengers of 35%. Annual Aircraft Movements In the year ending 30 June 2003, aircraft movements at Townsville International Airport totalled 55,470 comprising: International 350 Domestic 5,800 Regional 7,400 General Aviation 30,540 Military 10,000 Freight 1,380 Total aircraft movements recorded for the year ending 30 June 2003 decreased by some 5% as a direct consequence of the decrease in movements by regional carriers (16%) and in general aviation activity (5%) on that of the previous year. Domestic and freighter movements increased by 12% and 10% respectively. Figure 5.5 shows the aircraft movements by category. A significant proportion of international aircraft movements comprised of light aircraft closed charters to PNG. Military 18% Freight International Domestic 1% 2% 10% Regional 13% 56% GA Figure 5.5 Aircraft Movements by Category

55 TRAFFIC FORECASTS Figure 5.6 shows the historical annual international aircraft movements at Townsville International Airport since Aircraft Movements Year to end 30 June Figure 5.6 Historic International Aircraft Movements Figure 5.7 outlines the historic annual aircraft movements for the domestic/regional sector since Domestic/regional aircraft movements from 1997/98 to 2002/03 have fallen 30% with a decrease of 50% in regional (including charter) movements and a 12.7% increase in domestic movements. The general aviation movements for the year ending 30 June 2003 have been estimated at 30,540. General aviation movements have fallen substantially from the peak of 71,000 movements recorded in 1990/91, but still represents some 55% of all aircraft movements, and 67% of all non - military aircraft movements. Freight aircraft movements have decreased from 2,480 movements in 1998/99 to 1,380 movements in 2002/03. Aircraft Movements '000s Year to 30 June Figure 5.7 Historic Domestic/Regional Aircraft Movements Townsville International Airport is home to the Caribou transport aircraft from 35 Squadron and the Army Blackhawk/Iroquois and Chinook helicopters from No. 5 Aviation Regiment. Additionally,

56 TRAFFIC FORECASTS RAAF Townsville hosts several Australian and US/UK aviation exercises annually involving C130, P3 Orion, B707, FA18, F111, B52, C141 and C5 aircraft. In the year ending 30 June 2003 there were 10,000 fixed wing movements and 1,850 rotary wing movements. Annual Air Freight Domestic/regional freight has declined from 8,600 tonnes in 1983/84 to 2,600 tonnes in 1996/97 and 1,600 tonnes in 2001/02. Table 5.2 outlines the historic freight movement through Townsville International Airport. The disruption caused by the pilots dispute in 1989/90 appears to have reoriented the means by which freight (including mail) has been transported. Year International In Out Total Domestic In /Regional Out Total ,812 3,841 8, ,138 3,873 8, ,982 3,759 7, ,200 3,015 6, ,557 3,362 6, ,674 3,512 7, ,442 1,419 2, ,573 1,552 3, ,347 1,155 2, ,542 1,170 2, , , ,816 1,434 3, ,482 1,359 2, ,440 1,173 2, , , , , ,613 Table 5.2 Historic Air Freight 5.3 Forecast Methodology When preparing aviation demand forecasts, transport planners examine a range of parameters including population, gross domestic product, consumer price index, foreign trade, currency exchange rate, airline ticket price, tourist attractions, alternative modes of transport and national aviation policy. While aviation activities in some countries or cities may be related to all of these socio-economic factors, others may only be influenced by a few. In addition, each socio-economic parameter affects aviation demand differently from region to region, depending on local traffic density, economic structure and culture

57 TRAFFIC FORECASTS The key factors affecting traffic demand which were considered, in this instance, included key markets, visitor distribution, expected continued liberalisation of domestic and international air routes, increased airline competition and reduced air fares and socio-economic trends such as gross regional product, population, employment and income statistics. The methodology used to prepare the aviation demand forecasts at Townsville International Airport was as follows: Analysis of historical trends in airline traffic at Townsville relative to national trends; Assessment of the key factors affecting historical airline traffic at Townsville; Assessment of forecasts for Townsville prepared by Tourism Futures; Discussion with airlines in relation to airline planning; Development of assumptions regarding the key factors affecting future traffic demand at Townsville; Having due regard to historical trends and the key assumptions, the use of professional judgement to forecast the level of demand which might be associated with the assumed future conditions; Selection of a central forecast of traffic demand for planning purposes. For the purposes of this analysis, and recognising the uncertainty regarding key factors that will affect future airline traffic, a preliminary forecast range of activity was developed. The low end of the range reflects known conditions and relatively conservative assumptions regarding future demand. The high end of range reflects more aggressive assumptions and recognition that Townsville has strong potential to attract additional visitors over the coming years due to its latent undeveloped tourism opportunities and if Australians perceive danger in overseas travel following the war with Iraq, the Bali bombing, etc. 5.4 Key Assumptions In preparing the traffic forecasts, the following specific key assumptions that will affect traffic at the Airport, were adopted. Gross Regional Product growth for the Northern Statistical Division will be as follows: GDP Growth 3.2% 3.2% GSP Growth 3.6% 3.6% GRP Growth 5.2% 5.2% 5.2% 5.2% Note Source: Townsville Enterprise GRP growth is regarded as the most important weighting in determining traffic demand. The significant contribution of agriculture and mining to the Northern Division GRP will continue with tourism slowly becoming more significant; Access Economics predicts a cyclical slowing of the national and state economies in 2005/06; Tourism Futures International predicts that over the next twenty years there will be a gradual slowing in the growth of the Australian economy (and therefore incomes), a slowing in the rate

58 TRAFFIC FORECASTS of population increase and a reduction in the responsiveness of passenger demand to income growth; Given the close proximity of Townsville to Cairns, it is considered unlikely that Townsville will develop any significant volume of international RPT services within the forecast period. However, Townsville has the potential to attract some niche market international charter services. A focus throughout the planning period will initially be on the attraction of international charter services. AAL will work with the Townsville community and in cooperation with Government and Government Agencies such as Tourism Queensland to achieve this goal. No international services have been included in the planning time frame. Liberalisation of the Australian airline industry has, and will continue to support new airline entry into both the domestic and international markets, subject to commercial viability, with related increased competition and reduced airfares. Government downsizing will have a slight negative impact on passenger activity and regional employment as less than 100% job transfers to the non-government sector may occur. After considering the factors relating to aircraft size and load factors, modest increases in aircraft size over the forecast period are assumed and for this reason aircraft movements will grow at a similar rate to passenger forecasts. The objectives of maximising efficient use of aircraft and of available airport facilities tend to encourage airlines to increase the use of larger aircraft over time, as well as to improve productivity of existing aircraft through achieving higher load factors. Total aircraft movements on some routes are thus able to grow at a lower rate than the corresponding increase in passenger movements. However, the airlines also have a commercial incentive to provide high frequencies of service to multiple destinations. Increased marketing of point to point services, as well as a requirement for airlines to offer adequate frequency of service to existing destinations tends to create a downward effect in aircraft loading and thus inhibit the moderating effect on aircraft movements created by larger aircraft and improved yield management systems. In arriving at aircraft movement forecasts for Townsville International Airport, these conflicting trends were considered. Whilst regional aircraft will continue to increase their share of national aircraft movements, the forecast rate of increase will be lower than that historically, implying a maturing of the regional market. However, increased competition on Townsville regional routes may lead to increased aircraft movements and passengers. General aviation traffic will remain constant throughout the planning period, at 30,000 movements. This is based on historical trends. Military aircraft movements will increase at a constant annual rate of 0.9%. Exports from North Queensland will continue to rely heavily on the belly-hold of passenger aircraft as the low freight rate gives them a competitive product in overseas markets. The potential for dedicated freight operations in the medium term appears minimal given the low

59 TRAFFIC FORECASTS yields on perishable freight and the difficulties associated with securing viable back loads. Export of perishables from North Queensland will, for the foreseeable future, be either: direct to Asian ports from Cairns; and/or transhipped via Brisbane or Sydney; and/or depart Cairns or Brisbane and transhipped via Singapore or Hong Kong to other destinations; and Future growth in traffic at the Airport during the forecast period will not be constrained by the availability of aviation fuel facilities, airfield/terminal capacity and airline services. 5.5 Aviation Traffic Forecasts The following forecasts have been prepared on the basis of information from the sources indicated and assumptions described above, using a mid range of possible demand. The forecast traffic growth is shown at Table 5.3. Year Low Central High % 8.2% 13.2% % 4.2% 6.1% % 3.7% 5.2% % 3.3% 4.6% % 3.0% 4.1% Annual Passengers Table 5.3 Forecast Traffic Growth Table 5.4 presents the annual forecast range for domestic/regional passengers for the planning period of twenty years. The anticipated percentage increases for domestic/regional passengers for the nominated years are also indicated. No international passengers have been included in the forecasts even though attraction of international charter flights to and from New Zealand and Japan is a possibility. Fiscal Low % Central Year 000 s Increase 000 s % Increase High 000 s % Increase , , , , , , , , , , , ,

60 TRAFFIC FORECASTS Fiscal Low % Central % High % Year 000 s Increase 000 s Increase 000 s Increase , , , , , , , , , , , , , , , , , , , , Table 5.4 Forecast Range of Annual Domestic/Regional Passengers Using the central forecast data, the number of domestic/regional passengers is forecast to increase from 910,000 in 2003 to about 1,898,000 in 2023 representing an average annual increase of 3.7 % over the planning period. In 2023 domestic/regional passengers will represent almost 100% of total passenger throughput. Figure 5.7 shows the combined historical and central forecast data for annual domestic/regional passengers. Passengers 000s Year to 30 June Figure 5.7 Combined Historic and Forecast Domestic/Regional Passengers Annual Aircraft Movements Table 5.5 presents the annual forecast range for domestic/regional aircraft movements for the planning period The forecast range of percentage increases is also included

61 TRAFFIC FORECASTS Fiscal Year Low 000 s % Increase Central 000 s % Increase High 000 s % Increase Table 5.5 Forecast Range of Annual Domestic/Regional Aircraft Movements Table 5.6 presents the annual forecasts for aircraft movements for domestic/regional, general aviation and military fixed wing for the planning period. The percentage increase for domestic/regional movements is also indicated. The central forecasts for domestic/regional aircraft movements are used in Table 5.6. Domestic/Regional GA Military Total Fiscal Total % Total Total Year Increase ,200 30,500 10,000 53, , ,000 10,100 54, , ,000 10,200 54, , ,000 10,300 55, , ,000 10,400 56, , ,000 10,500 56, , ,000 10,600 57, , ,000 10,600 58, , ,000 10,700 58, , ,000 10,800 59, , ,000 10,900 60, , ,000 11,400 63, , ,000 12,000 67,600 Table 5.6 Forecasts of Annual Aircraft Movements Using the central forecast data, the number of domestic/regional aircraft movements is forecast to increase from 13,200 in 2003 to approximately 27,600 in 2023 representing an average annual increase of just over 3% and contributing to 41% of total aircraft movements. It has been assumed that General Aviation movements remain constant at a figure of 30,

62 TRAFFIC FORECASTS Military fixed wing movements are forecast to remain at a constant 10,000 movements throughout the planning period. Figure 5.8 shows the combined historical and forecast aircraft movements at Townsville International Airport. Aircraft Movements 000s Military General Aviation Domestic/Regional International Year to 30 June Figure 5.8 Combined Historical and Forecast Aircraft Movements Busy Hour Aircraft Movements A review of existing scheduled passenger flights in 2002/03 suggests that Wednesday is the peak day for domestic/regional operations. Figure 5.9 shows the hourly distribution of scheduled commercial aircraft movements for this day. General aviation and military aircraft movements are not included. Aircraft Movements Hour of the Day Figure 5.9 Wednesday (2003) Hourly Flight Distribution for Scheduled Commercial Traffic

63 TRAFFIC FORECASTS Busy Hour Passengers From the distribution of aircraft movements and assuming an average 70% seat load factor, the distribution of arriving and departing scheduled passenger movements over the twenty-four period on a Wednesday was calculated and is depicted in Figure Passengers Arrival Departures Hour of the Day Figure Hourly Passenger Distribution From this distribution, the busiest hour is at 1600 with 289 arriving passengers and 340 departing passengers. The busiest hour for arriving passengers is at 1000 with 300 passengers whilst the busiest hour for departing passengers is at 1600 with 340 passengers. The forecasts assume busy hour growth rate at the annual growth rate, as some peak spreading is possible but is likely to be offset by use of larger aircraft on some routes. The busy hour forecasts for domestic/regional passengers are shown in Table 5.7. It should be noted the busy hours for arrivals, departures and total passengers may occur at different times of the day, ie. busy hour arrivals may be , departures at and total passengers Fiscal Year Arriving Passengers Departing Passengers Total Passengers , ,312 Table 5.7 Forecast Busy Hour Passenger Numbers Aircraft Stand Demand The current peak aircraft parking demand occurs over night with a large number of commuter aircraft basing their operation at Townsville International Airport and Qantas, Alliance and Virgin Blue over-nighting their aircraft at Townsville. The current peak demand is: International Domestic Regional Total

64 TRAFFIC FORECASTS Based on the forecasts of aircraft movements, and assuming current operations are continued through the planning period, the forecast aircraft parking demand is outlined below in Table 5.8. Fiscal Year International Domestic Regional Total Table 5.8 Forecast of Peak Aircraft Parking Demand Annual Air Freight Forecasts for air freight were derived using the same socio-economic factors as was used for passenger forecasts, an analysis of historic trends, Tourism Futures forecasts undertaken in 2003 and airline views. These forecasts are shown below in Table 5.9 along with the growth percentage. The extent of total growth in air freight is linked to the continuation of international exports from North Queensland via Cairns, Brisbane or Sydney. Fiscal Year Domestic Air Freight tonnes Growth % , , , , , , , , , , , , , ,

65 TRAFFIC FORECASTS Annual Well-wishers and Greeters Table 5.9 Forecast Annual Air Freight Tonnes The Airport ground transportation system and all public areas cannot be properly sized without considering visitor and employee traffic activities. Well-wisher and greeter to passenger ratios vary depending on the time of day, day of the week and destination/origin. Surveys of current terminal activities and historical data from other Australian airports suggests higher visitor ratios for international passengers than for domestic/regional passengers and a higher ratio of greeter per terminating passenger than well-wisher per originating passenger. The typical well-wisher and greeter ratios, along with projected annual visitor volumes, are summarised in Table The analysis applies constant well-wisher and greeter ratios to all planning years. Visitor -Passenger Ratios Well-wisher Greeter International Domestic/regional Table 5.10 Summary of Visitor Volume Annual Visitor Volume Domestic/Regional Well-wisher 182, , , , ,000 Greeter 228, , , , ,000 Projected economic impacts on the airport and greater Townsville region are based upon the projected traffic activity and airlines operational plans such as maintenance facilities, etc. The projected economic impacts are indicated in Table Initial Flow-on Total 2008 Initial Flow-on Total Employment Level , ,446 Economic Level $m

66 TRAFFIC FORECASTS 2013 Initial Flow-on Total 2018 Initial Flow-on Total 2023 Initial Flow-on Total Employment Level ,634 1,024 1,015 2,039 1,190 1,175 2,365 Economic Level $m Table 5.11 Projected Economic Impacts in Townsville Region to the Year

67 - 66 -

68 DEVELOPMENT CONCEPT 6. DEVELOPMENT CONCEPT 6.1 Development Criteria The basis for the Draft Plan is given in Sections 3, 4 and 5. This section provides the overall planning concepts for the long term development of Townsville International Airport. The development is planned to be innovative, flexible and timely. It provides AAL and Airport users with a framework and timing for future development. The development concept attempts to balance the desire to increase capacity, operating efficiency and passenger service and comfort with the need for economical development and community convenience. The type of new facilities required, their scale and the staging of their construction is determined as a result of a demand - capacity analysis. These elements are developed according to applicable standards. The elements requiring consideration are: airfield including runways, taxiways and aprons; passenger terminal(s); cargo and other airline and Airport facilities; infrastructure and utilities; and commercial opportunities. Land use criteria which satisfies the development objectives and which are used in the development of the concept are outlined below: adheres to standards which support safe aircraft operation including design and obstacle standards; preservation of lines of sight for facilities such as Department of Defence control tower, navigation aids and weather equipment; use of existing facilities and land uses where possible; flexibility to accommodate changes in demand; efficiency in ground access; priority given to aeronautical activities where available land is limited; encouragement of revenue producing non-aeronautical activities; flexibility to non-aeronautical uses to permit expansion of aeronautical uses at a future date;and Maintains security of airside and landside activities. In addition to the general application of the above land use criteria, the following was generally considered in integrating land side and air side functions: separate international, domestic, regional and general aviation traffic on apron but provide easy land side connections; consolidate general aviation functional areas; facilitate inter-airline transfers of passengers and traffic; encourage joint use of facilities; optimise terminal usage; minimise walking distances;

69 DEVELOPMENT CONCEPT provide for public transport kerb side interface; keep land side vehicle circulation simple; provide facilities for other forms of personal transport; centralise administration but provide convenient staff facilities (parking, cafes, sandwich bars, etc); allow for growth for air cargo but facilitate cargo transfer and access; provide for growth of helicopter operations; provide for efficient apron handling operations; locate vehicle parking areas to minimise walking distances to/from the terminal; and locate car rental facilities in locations convenient to the terminal. 6.2 State and Local Government Planning The development area covered by this Draft Plan is contained within the Townsville City Council local government area, but in addition impacts on the surrounding area of Thuringowa City Council to the south. Development and use of the AAL leased area is intended to be consistent with the planning framework of the Townsville City Council and the relevant Queensland State Planning Policy. Queensland's State Planning Policy (SPP) 1/02: Development in the Vicinity of Certain Airports and Aviation Facilities replaces SPP 2/92: Planning for Aerodromes and other Aeronautical Facilities. This SPP was prepared, adopted and is administered under the Integrated Planning Act 1997 and is supported by a SPP1/02 Guideline.. The objective of the Policy is to protect State significant airports and aviation facilities from new development, communication or surveillance installations that are used to assist the safe and efficient movement of aircraft. Specifically, the Policy will: ensure State significant airports and aviation facilities are protected from incompatible uses or works that may adversely effect their long-term safety and operational efficiency.; protect the amenity of communities in the vicinity of these airports by ensuring uses are compatible with predicted long-term noise levels; and ensure uses or works proposed near the ends of runways are compatible with public safety. Within the policy's guidelines, Townsville International Airport is identified as an airport of "National Significance". Queensland Transport provides advice on interpreting the SPP in particular situations. The Department of Local Government and Planning also has responsibilities for administering the SPP. Local government are required to integrate the SPP into their planning schemes with input/advice from the State Government. The relevant local government planning instruments are the Draft Townsville City Plan and the Townsville/Thuringowa Strategy Plan and the Townsville Thuringowa Integrated Regional Transport Plan

70 DEVELOPMENT CONCEPT 6.3 Ultimate Capacity Concept The assessed annual capacity of the existing airfield is 175,000 aircraft movements. It is estimated that the capacity of the airfield would increase to 195,000 annual aircraft movements by increasing the width of Taxiway A to 30 metres Figure 6.1 illustrates one land use option for the development of the Airport to match airfield capacity. However, beyond indicating that expansion to this capacity is possible, excessive significance should not be placed on this proposal because of the imprecise knowledge of the future and facility requirements. 6.4 Development Concept 2023 Figure 6.2 shows the proposed development concept for the end of the planning period (2023). Airfield With the forecast annual aircraft movements at the end of the planning period being 67,600 and the capacity of the existing runway/taxiway system estimated at 175,000 annual aircraft movements, no development to the runway/taxiway system is required. With a forecast peak, aircraft parking demand of 20 (1 international, 6 domestic, 13 regional/commuter) in 2023, an estimated 9.3 hectares of apron for parking will be required. This area will be reclaimed from existing areas currently in use for hangars, roads and GA parking. Passenger Terminal Two sources were used to gauge gross floor area requirements for the forecast demand. From the original design report for the existing terminal building (1985), the design capacity is 1,200 domestic occupants and 640 international occupants, with occupants being defined as passengers, both arriving and departing and meeters and greeters. This figure was increased by a further 320 domestic occupants following the 2003 terminal redevelopment. The busy hour demand in 2023 is forecast to be: Passengers Meeters/Greeters Domestic/Regional 1, This suggests that the existing terminal building will be adequate for the duration of the planning period. However, the US Federal Aviation Authority (FAA) terminal space guidelines of 14m per peak hour passenger for domestic operations were utilised. Hence gross terminal area requirements for domestic/regional operations is 18,368 m2 an area certainly greater than the 14,000 m2 of the existing terminal. On this basis the existing terminal floor area will reach capacity in

71 DEVELOPMENT CONCEPT

72 DEVELOPMENT CONCEPT

73 DEVELOPMENT CONCEPT It would appear that terminal expansion will not be required before Cargo and other Airline and Airport Facilities Based on forecast demand and existing facilities no specific increase in freight infrastructure is anticipated in the planning period. The general aviation area includes allowance for, general aviation terminals, aircraft parking and storage, maintenance hangars and general aviation support facilities. General aviation movements are forecast to remain relatively stable at 30,000 over the duration of the planning period. However, the impact of the growth in the regional sector at Townsville is expected to lead to an increase in demand for maintenance facilities. These facilities will be accommodated in the hangar reserve outlined in the concept plan. Accommodation of a large number of aircraft parking positions for inactive aircraft, and the increase in size of regional type aircraft has been considered in the provision of the general aviation area. The Draft Plan allows for the retention in the short term of the existing general aviation facilities and cul-de-sac apron and extension of general aviation hangar reserves and apron to the north. The RAAF currently provides air traffic control and fire services facilities. It is anticipated that Airservices Australia will take over the Rescue and Fire Fighting responsibilities from the RAAF in A reserve has been included within the Aircraft Maintenance Facility Reserve for Rescue Fire Fighting Facilities should such a facility be required. Future commercial development may require the removal of the Airservices Australia (AA) operations building. To meet the future needs of AA a facilities reserve has been planned to allow long-term siting of on-airport communications facilities. The satellite earth station has been located within this reserve. The existing microwave link tower is the exception to siting all facilities within the reserve. It has been located outside the reserve for technical reasons and must remain in its present location. Roads The main access road (John Melton Black Drive) has the capacity to meet foreseeable demand well beyond the planning period. The Halifax Street entrance is well located to service the Airport traffic with origin/destination to the south and west of the city, but has the disadvantage of providing access through the established residential area of Garbutt. The Townsville Thuringowa Strategy Plan identifies a Priority Action Item TA8 for Queensland Transport and Department of Main Roads to investigate the enhanced access from Ingham Road to the airport

74 DEVELOPMENT CONCEPT Queensland Transport and Main Roads in co-operation with Townsville City Council, AAL, Defence and other agencies have undertaken a study of the southern approach to the airport via Meenan Street This is discussed further in Section 10. The major objective in developing the internal road layout is the facilitation of uncongested and safe movement of traffic to, from and between the various facilities. This has been achieved by providing for road reserve widths commensurate with level and type of traffic and by separating conflicting traffic flows and types. It is anticipated that traffic flows within the terminal precinct will need to be addressed within the forecast period to reduce hazardous intersections. Consideration may be given to replacing some major intersections with potential roundabouts. Allowance has been made within the internal road reserves to allow for the reticulation of services in engineering services reserves. Car Parks The strategy for car parking is to place staff parking and long term vehicle parking further from the terminal to retain shorter walking distances for passengers and visitors as parking requirements increase. Short term car parking is expected to increase commensurate with forecast air traffic growth. The existing short term car park is often fully utilised. The existing long term car park is forecast to reach capacity within the 5 year horizon. The design capacity of 296 for the existing car park will not be adequate to meet forecast demand. A car parking reserve has been preserved north of the existing short term car park for additional staff and hire car operations. An increase in capacity for the long term car park is proposed immediately to the north east of the existing car park to accommodate future growth. Details of car park demand are continued in section 10. Car parking in the general aviation area is provided within leased areas. Commercial Development The strategic development proposals at Townsville International Airport include the following concepts: accommodation for Airport and other office based industries by creation of a commercial office development; increased car rental parking and support; a heavy aircraft maintenance facility; warehousing and distribution facilities; a business park development with light industrial activities; tourism accommodation; and service station facilities. The commercial development zones outlined in the ultimate development concept have been repeated in the 2023 development concept with the knowledge that these zones will not be fully developed within the planning period. It is forecasted that development in zones 1 and 3 will occur ahead of that in other zones

75 DEVELOPMENT CONCEPT The landscape and urban design framework described in Section 12 reinforces the attractiveness of the Airport as a business address

76 AIRFIELD 7. AIRFIELD 7.1 The Airfield System The civil airfield system layout for the ultimate development is depicted in Figure 6.1 whilst the layout for the 2023 development is indicated in Figure 6.2. Primary facilities include two intersecting runways, multiple taxiways/taxi lanes for aircraft circulation, aprons to support passenger, general aviation, freight and aircraft maintenance facilities and navigation aids and Airport lighting. 7.2 Planning and Design Criteria The planning and design criteria applied in determining facility requirements for this Draft Plan are described below and fall into two general categories. The categories are those which are published and have formalised standards and recommended practices and secondly those criteria developed specifically for the planning of Townsville International Airport. 7.3 Aeronautical Facilities Formal standards Australia's national regulations governing aviation and aerodromes are contained in the Air Navigation Act and Regulations (ANRs), the Civil Aviation Act and Regulations (CARs), Air Navigation Orders (ANOs), Civil Aviation Safety Regulations (CASR) and Civil Aviation Orders (CAOs) issued pursuant to the Regulations. The Manual of Operating Standards Part 139 (MOS) provides the Civil Aviation Safety Authority's standards and requirements for specific elements of planning, design, operation and maintenance of airports. These standards are generally consistent with international practice. 7.4 Design Aircraft The maximum aircraft size to be accommodated will determine Airport movement area design criteria such as the runway to taxiway separation, the taxiway to taxiway separation, and the dimensions of runways, taxiways and aprons. This is determined by reference to the aircraft characteristics and dimensions. The adoption of a design aircraft is therefore central to the applications of standards. Rather than using particular critical aircraft for movement area planning, aeroplane reference codes are used. The reference code provides a method of grouping aeroplanes with similar characteristics and enables standards for aerodrome movement areas to be set in terms of a small number of aircraft groups or reference codes. The codes are prescribed in the MOS

77 AIRFIELD The next generation of international aircraft the New Large Aircraft (Code F) may have wingspans up to 80m. It is not anticipated that aircraft with wingspans larger than the B (Code E) are likely to operate regularly at Townsville International Airport. Previous international services at Townsville were operated with B767 (Code D) aircraft with the occasional B747 (Code E). The predominant use of Code D aircraft for international operations is expected over the planning period with infrequent B (Code E) operations. The B (Code E) aircraft has been adopted as the design aircraft for sizing and configuring runways and taxiways and for sizing the international apron. Domestic airlines are likely to be operating similar aircraft to those currently operating - B737 (Code C) aircraft increasing to B767, A300 (Code D) aircraft. The use of the larger aircraft will most likely occur when adequate service frequencies are reached. A mix of Code C and Code D aircraft have been adopted as the design aircraft for domestic operations. Regional airlines are expected to continue their move from Code B to Code C aircraft as demand for capacity increases. Code C has been selected as the design aircraft for regional operations. The design aircraft categories adopted are presented in Table 7.1 with some relevant characteristics listed in Table 7.2 International Aircraft Code E Aeroplane reference field length Wing span Outer main gear wheel span 1800m and over 52m up to but not including 65m 9m up to but not including 14m Domestic Aircraft Code D Aeroplane reference field length Wing span Outer main gear wheel span 1800m and over 36m up to but not including 52m 9m up to but not including 14m Commuter Aircraft Code C Wing span 24m up to but not including 36m Outer main gear wheel span 6m up to but not including 9m General Aviation Code B Wing span 15m up to but not including 24m Outer main gear wheel span 4.5m up to but not including 6m Table 7.1 Townsville International Airport: Design Aircraft Schedule

78 AIRFIELD. Aircraft Type Code Wing Span (m) Wheel Width (m) Length (m) MTOW(*) (Tonnes) Typical Seating B E B D A300-B4 D A C B C B C B C B C Bae-146 C Dash 8- C SB-340 C *Maximum Take-off Weight Table 7.2 Aircraft Characteristics 7.5 Navigation Aids The siting requirements of navigation aids and clearance surfaces to be protected are detailed in the Manual of Operating Standards. 7.6 Airfield Facilities Runways Department of Defence planning provides for the retention of the existing main and secondary runways and precludes any significant alterations to the runway orientations. In terms of the number and type of aircraft movements, the existing runway system at Townsville International Airport can meet the forecast traffic to 2023 and beyond. Runway capacity is estimated at 175,000 movements per year compared to the forecast movements in 2023 of 66,590. Currently two runways serve Townsville International Airport. Runway 01/19 The main runway 01/19 is 2,438 metres long and 45 metres wide and is equipped with a Category 1 Instrument Landing System (ILS) and simple approach lighting on runway 01. The Pavement Classification Number (PCN) is 71. The runway is suitable for most aircraft operations although aircraft larger than B767 require a pavement concession. It is envisaged that the PCN will increase with each runway overlay

79 AIRFIELD The Draft Plan protects a future extension to runway 01/19 to the north of 610 metres. This runway length would provide for medium-range B operations and for the anticipated needs of future international operations using B767 aircraft. The extension provides for an ultimate length of 3,048 metres. This extension is not proposed within the 20 year forecast period. To accommodate the ultimate capacity of the runway (Code F aircraft) widening of the runway to 60 metres will be required. Widening of the runway is not proposed within the forecast period. The civil runway strip width requirement for a category 1 ILS approach to runway 01 is 300 metres. Runway 07/25 Runway 07/25 is 1,100 metres long and 30 metres wide. The length, width and strength of this runway is adequate for the light aircraft that use the runway in conditions of high crosswinds on the main runway. The runway strip width requirement for instrument non-precision runway 07/25 is 90 metres. Taxiway System The current taxiway system allows for the efficient movement of aircraft from the apron to the runway. Taxiway A (the main parallel taxiway) will require realignment at its southern end to allow operations with a 300m runway strip width. This taxiway is currently operated with a concession from the Civil Aviation Safety Authority (CASA). For most of its length taxiway A, the existing parallel taxiway to the main runway is too narrow for wide-bodied aircraft, including the design aircraft Code 4E. The development of taxiway A will need to be undertaken in stages as and when required and will be based on runway capacity. The Draft Plan allows for: The realignment of the southern end of taxiway A and widening to 23m to accommodate wide-bodied aircraft. This would have to include 7.5m shoulders for Code D or 10.5m shoulders for category E aircraft; Further widening of taxiway A to 25m and the provision of appropriate shoulder widths would be required to accommodate Code F aircraft; The extension of taxiway A north to the extended runway 19 threshold; Additional widening of taxiway G to 23m to accommodate Code D aircraft and taxiway F to 18m to accommodate Code C aircraft; and A new taxiway in the ultimate capacity plan connects the new heavy aircraft maintenance facility to taxiway A for Code E aircraft

80 AIRFIELD Apron The forecast peak parking demand for international, domestic and regional aircraft increases from a current eleven (11) to a total of twenty (20) in This current peak occurs overnight with a large number of regional aircraft basing their operation at Townsville International Airport. In addition Qantas, Virgin Blue and Alliance overnight their aircraft at Townsville. The apron parking positions were redesigned in 2003 to accommodate drive in push back operations and have increased both capacity and flexibility of use. The recent terminal upgrade has also added a further 3 aerobridge positions to complement the existing one on Bay 1 giving a total of 4 docking positions and 5 jet parking positions. Current requirements for overnight parking fill the apron to capacity for short periods of time 5 days per week at 0430 to It is not anticipated that additional peak parking requirements would need to be considered in the first five years. An additional jet parking position can be accommodated at the northern end of the terminal in the future, however, tow off arrangements may need to be implemented to achieve economic use of existing bays for ad hoc over capacity in the short term. Implementation of apron extensions to the north will require the removal of building 90 and ultimately hangers 5 and 7. Navigational Aids and Airport Lighting In addition to the existing facilities, provision is made in the Draft Plan for high intensity approach lighting (HIAL) although there is currently no operational reason to increase the facilities to include these upgrades. The instrument landing system complete with high intensity approach lighting and high intensity runway lighting will provide a category I precision approach to runway 01. A precision approach to runway 19 is precluded because of the approach gradient over Magnetic Island. 7.7 General Aviation Facilities General aviation areas are required to include sites for the following facilities: general aviation terminals; aircraft parking and storage areas, both on apron and in hangars; maintenance hangars; and general aviation support facilities including flying schools, workshops and car parks. Flexibility in the design of the general aviation area is necessary as it is difficult to predict future requirements. Consideration has to be given to:

81 AIRFIELD the need to provide for possible growth of the general aviation sector particularly in terms of the introduction of larger aircraft for business and charter purposes; and the need to accommodate a large number of inactive aircraft parking positions which is a feature of general aviation operations. The Draft Plan allows for the retention in the short term of the existing general aviation facilities and cul-de-sac apron and extension of the general aviation hangar reserves and apron to the north. Available apron consists of 58,000 square metres which includes 20,000 square metres of existing apron. This allows for taxiways and aircraft parking for up to 70 general aviation aircraft including helicopters and parking for up to Code C aircraft. Additional hangar reserves have been provided for general aviation storage and maintenance facilities. The additional area provides an additional 600 metres of apron frontage and provides for sites between 40 and 60 metre depth. Behind the hangar reserve, other reserves have been provided for general aviation support facilities and commercial activities that do not require apron frontage. Discussions with existing general aviation operators/tenants will take place during the planning for any extension to the north of the general aviation hangar reserve and aprons. In particular, AAL will take into account the operation of Queensland Rescue. 7.8 Aircraft Maintenance Facility An area of some 90,000 square metres of land has been reserved for an aircraft/helicopter maintenance facility to be located to the north of the extended general aviation apron. There have been a number of proposals to locate an aircraft/helicopter maintenance facility at Townsville in recent times. An apron and taxiway of 30,000 square metres is reserved for an associated apron to cater for Code E aircraft if required. This development will be demand driven and can be considered speculative. Use of this area for Rescue and Fire Facilities is also being considered

82 PASSENGER TERMINAL 8. PASSENGER TERMINAL 8.1 Introduction AAL s strategy for terminal development will take into account changes in the aviation sector, such as the trend towards airline alliances. The strategy will also reflect a strong commercial focus to enable the provision of high standard facilities and services to the Airport s customer base. The following principles, which relate to the appropriate development objectives outlined in Section 4, have been adopted: sufficient capacity will be provided to meet forecast demand in a safe manner and at high standards of customer service and quality; flexibility will be incorporated to accommodate future changes in the industry, traffic growth facilitation and demand for terminal space to optimise financial returns; non aeronautical activities will be encouraged; adequate land will be reserved to meet the terminal and apron expansion needs of both connecting and destination passengers; balanced development of the airside and land side system will be required to achieve sufficient throughput through both systems; and cognisance will be taken of existing infrastructure and operating conditions. 8.2 Existing Situation The existing passenger terminal is a two level common user facility catering for both domestic and international operations arriving, departing and transiting Townsville. The building has been developed in three distinct stages. The international terminal was commissioned in 1981 with the domestic terminal being added in In 2003 a further 1,000 sq m was added in the form of a mezzanine level to facilitate the installation of three additional aerobridges a lift and escalator and public viewing area. In terms of terminal infrastructure there is in the order of 14,000 sq m of floor space in the terminal. The functionality of the 2003 terminal redevelopment has resulted in a considerably more flexible design in that the elevated concourse links bay 1 (formerly used almost exclusively by international operations) to the domestic arrivals/departures area. There has also been a change in check in arrangements whereby both domestic and international passengers use the same check in facilities and several airlines share common use check in facilities

83 PASSENGER TERMINAL To this end the terminal is now functioning as a common use facility for both domestic and international operations. Areas other than those used exclusively for the arrivals and departures lounges for international passengers have been aggregated for the demand analysis. In the future it may be possible to review these reserved areas for international operations by incorporating international departures into the domestic area and assessing the space required for international arrivals. This will need to be achieved without compromising Townsville s capacity to facilitate future international operations. The net result may be to reuse the existing space for other applications increasing the efficiency of the terminal and deferring terminal envelope extensions. The terminal provides for common use gate lounges, baggage handling areas, public concourse areas concessions and security screening. Both dedicated and common use areas are made available for airline check in counters, offices, club lounges and staff amenities. A layout of the existing passenger terminal is shown at Figure Capacity and Future Demand At present, busy hour passenger flows are estimated at 630 passenger movements domestic/regional. The maximum design capacity of the current facility is 920 busy hour passengers. The design incorporated a meeter/greeter to passenger ratio of 1:1 resulting in a total terminal design capacity of 1,840. A passenger meeter/greeter ratio of 0.2 is a more accurate reflection of Townsville traffic resulting in a total forecast demand in 2023 of 1,575. This is within the parameters of the floor space provided by the existing terminal shell. Further in an attempt to check the original design assumptions for the overall gross area requirements, the US Federal Aviation Authority (FAA) terminal space guidelines of 14sq.m. per peak hour passenger for domestic operations were utilised. Hence gross terminal area requirements for domestic/regional operations is 14 x 1,312 = 18,368 sq.m.. This area is certainly greater than the 14,000 sq.m. of the existing terminal. On this basis, terminal expansion will not be required before Planning Standards Prior to discussing standards for establishing proposed passenger terminal layouts, it is necessary to identify passenger flows for both domestic and international passengers

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85 PASSENGER TERMINAL International terminals involve customs and immigration procedures; domestic terminals do not. Domestic terminal facilities can be simpler. However, the advent of passenger and baggage security procedures has caused the grouping of facilities and channelling of passengers, and has reduced the distinction between the two types. Figure 8.2 shows flow diagrams for both domestic and international passengers and baggage. Domestic International Arrival Departure Arrival Departure Transfer Figure 8.2 Domestic and International Passenger Flow Diagrams There is a fine line between congestion standards and efficient use of space. Nevertheless, in passenger terminal design congestion is not a planned state and runs counter to efficiency, economy and profit. Designers have needed to introduce a degree of sensitivity into the processes of design

86 PASSENGER TERMINAL and capacity analysis for transport facilities. This is provided by the concept of level of service, initially developed in the area of highway analysis. In passenger handling, the International Air Transport Association (IATA) has published a set of space design standards based on the level of service concept, where level A is excellent, level D is desirably the lowest level achieved in peak operations, and level F is the point of system breakdown or congestion. These standards, which have been adopted for terminal planning, are shown in Table 8.1. Level of Service (m 2 ) A B C D E Check-in queue area Wait/circulate Hold room Bag claim area Government inspection Table 8.1. IATA Level of Service Space Standards for Airport Passenger Terminals Note: Level A: Level B: Level C: Level D: Level E: Level F: Excellent service, free flow, direct routes, no delay, excellent level of comfort. High level service, condition of stable flow, high level of comfort. Good level of service, conditions of stable flow, provides acceptable throughput, related sub-systems in balance. Adequate level of service, condition of unstable flow, delay for passengers, conditions acceptable for short periods of time. Unacceptable levels of service, conditions of unstable flow, sub-systems not in balance, represents limiting capacity of the system. System breakdown, unacceptable congestion and delays. For many passengers, the criterion by which Airport terminals are judged is the walking distance involved between car and public transport and boarding the aircraft. General service standards provide criteria that assist in defining appropriate guidelines for maximum walking distances and level changes. Descriptions of selected general service standards are outlined below: Walking Distances. Maximum unassisted walking distances shall be 30 metres kerb to check-in with baggage and 300 metres from kerb to gate; and Level Changes. The maximum number of level changes for adequate passenger flow shall not exceed one. 8.5 Facility Requirements The size of the terminal will depend on the forecast number of passengers, aircraft movements and meeters/greeters during the busy hours. These busy hour statistics are then applied to the service and planning standards outlined above to arrive at individual facility requirements. It has already been established above that the gross terminal area required is unlikely to exceed current floor area before the year The context of each component of terminal design will be set by the overriding decisions on the type of terminal concerned, whether it be airline specific, international or domestic or both, single level or multi level, centralised or decentralised and the proportion of transfer passengers

87 PASSENGER TERMINAL In determining the size of individual facilities reference has been made to the IATA Airport Terminals Reference Manual, using IATA level of service C. Table 8.2 outlines a summary of the resulting domestic/regional/international requirements, by function, for 2004 and for This is compared to the existing space allocations. Facilities Requirement 2023 Existing Allocation Kerb side length 160 m 244 m Check-in Desks Check-in Queue Area 896 m 2 1,182 m 2 Arrivals/Departures 3,053m 2 5,195 m 2 wait/circulate area Departure Lobby 390 m 2 * 499 m 2 International Baggage Reclaim Area 626 m m 2 Domestic Baggage Reclaim Units 2 2 Baggage Reclaim Units 1 1 International Baggage Reclaim Area 240 m 2 * 452 m 2 International Airline Operations 2,200 m 2 1,464 m 2 Toilet Area Domestic 360 m m 2 Toilet Area International 73 m 2 * 188 m 2 Toilet Area Common 102 m 2 * Based on B767 with 240 pax Table 8.2. Terminal Facility Requirements 8.6 Terminal Configuration Strategies As observed from Table 8.2, the existing space allocation for individual functional areas is in excess of the 2023 requirement. Whilst there is no necessity to make significant changes to terminal layouts, a number of options will be considered by AAL during the planning period: further integration of international and domestic facilities; provision for hold baggage inspection; relocation of airline offices to specific office accommodation adjacent to the terminal; relocation of commercial activities; facilitation of airport viewing by passengers and meeters and greeters; and review of space allocation to international facilitation. 8.7 Terminal Expansion Options AAL has examined a number of options for terminal expansion when the numbers of aircraft and passengers at peak times exceed the current capacity of the terminal building (beyond 2014). These

88 PASSENGER TERMINAL options will be examined during the life of this Master Plan and developed in consultation with Stakeholders

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90 FREIGHT AND OTHER AVIATION FACILITIES 9. FREIGHT AND OTHER AVIATION FACILITIES Airport support facilities such as freight and cargo handling, engineering, ground service equipment, catering, refuelling, air traffic control etc are essential elements in the Airport structure. Some of these elements are currently located on RAAF land. There are no plans to relocate these facilities to AAL land, other than Rescue an Fire Fighting Services (RFFS) maintenance facilities. Facilities located on RAAF land include: Air Traffic Control Tower; Airservices Australia Navigation Aids; RAAF Radar; Bureau of Meteorology; and Rescue and Fire Fighting. 9.1 Freight Forwarding Facilities As discussed in Section 5 the growth in freight is directly related to the growth in passenger aircraft operators into and out of Townsville. The majority of freight is handled in the holds of passenger aircraft with limited growth in specialist freighter aircraft. Freight facilities for domestic and international aircraft are located at the southern end of the building area and connected to the main apron by an airside road. The current facilities are within a 9,400 square metre reserve. 9.2 Catering Catering facilities at the southern end of the building area have reached capacity in terms of land use. Further expansion and additional operators will need to be accommodated within the commercial aviation related reserves. 9.3 Ground Service Equipment Provision has been made within the apron reserves for Ground Service Equipment (GSE) storage. Dedicated GSE storage and Maintenance Facilities are located in the southern reserve. A new purpose built facility was commissioned in 2003 for use by Qantas

91 FREIGHT AND OTHER AVIATION FACILITIES 9.4 Engineering Facilities Engineering facilities are located within the 9,400 square metre reserve. There is sufficient area to the east of this facility for expansion for engineering facilities, catering or freight forwarding facilities that require easy access to the apron. 9.5 Aircraft Refuelling Facilities The existing Joint User Hydrant Installation (JUHI) facility is located north of the terminal building. Whilst in the ultimate development it may be desirable to relocate this facility it is not thought to be feasible within the forecast period. Consideration has been given to altering the site to allow airside access and to facilitate remote replenishment from road tankers to the storage facility. The preferred route would be along state controlled roads resulting in minimal impact on abutting developments. Any such route would be the subject of negotiations between the aircraft refuelling companies, Townsville City Council and AAL. Fuel supply to aircraft is by tanker, however a fuel hydrant line is located on the apron in a stored condition pending an increase in aircraft movements. 9.6 Waste Disposal The current facility located at the southern end of the terminal is sufficient for the planning period. 9.7 Airport Management Offices Within the planning period, the current AAL management office is within an area reserved for either commercial development or car parking on the site. This may result in AAL staff being accommodated in a purpose built office building within this commercial development reserve or within the terminal building. 9.8 Aircraft Wash Facilities Aircraft wash facilities have been provided for aircraft up to Dash 8 size. This facility is expected to be sufficient for the planning period and is likely to be supplemented by maintenance organisations providing additional areas within their licenced areas. Aircraft washing for larger aircraft will require extensive modifications to the existing storm water drainage systems

92 INFRASTRUCTURE 10. INFRASTRUCTURE 10.1 SURFACE ACCESS This section of the Draft Plan describes Townsville International Airport s surface access systems. These systems link an Airport with the community it serves and thus must be able to continue to provide an appropriate level of service for a range of Airport users. Airport Access Routes Townsville-Thuringowa s Arterial Road System It is important to appreciate the context in which a regional Airport sits - in particular its surface access system in relation to the region s primary distribution systems. In the specific case of the Townsville-Thuringowa region served by Townsville International Airport, the principal distribution system is the region s arterial road system. This is shown in Figure Existing Airport Access Routes There are essentially two access routes serving the Airport: John Melton Black Drive - to/from North Ward and Townsville CBD; and Meenan Street to Ingham Road - to/from the remainder of the Townsville-Thuringowa region. A Priority Action Item identified in the Townsville Thuringowa Strategy Plan is for Queensland Transport and Department of Main Road to investigate the enhanced access from Ingham Road to the airport. As noted previously, Queensland Transport and Main Roads in co-operation with Townsville City Council, AAL, Defence and other agencies have undertaken a study of the southern approach to the airport via Meenan Street. A final report (Report) titled The Garbutt Land Use and Airport Access Study Report was released to the parties involved in April This report assessed existing routes to the airport and analysed the options with consideration of the local community needs and expected growth of the airport. John Melton Black Drive Based on data provided by Townsville City Council, this route currently provides Airport access for some 2,500 vehicles/day (or around 33% of Airport access traffic)

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94 INFRASTRUCTURE The route comprises a high-standard purpose-built link connecting the Airport with Bundock Street. John Melton Drive is currently constructed to a 2-lane standard with 70 km/hr speed zoning. Adequate reserve width appears to be available for any necessary future widening. The intersection with Bundock Street is controlled by traffic signals. Bundock Street both toward the CBD and toward the south (including Percy and Hugh Streets) is generally provided to a 4-lane divided urban arterial standard, however with a number of sections which reduce to a 2-lane undivided standard. Meenan Street Townsville City Council data indicates that this route provides Airport access for some 4,300 vehicles/day (or 67% of total Airport access traffic). The routes connect Ingham Road with the Airport through the use of Meenan and Halifax Streets. Both are wide suburban streets operating as 2-lane with kerb side parking and frontage access to adjacent (largely) residential properties. Both also provide general access to the Garbutt residential precinct. Access Route Opportunities Based upon the predicted increase in air passenger activity within the Draft Plan s planning horizon, the daily surface traffic generated by the Airport is predicted to increase from a current level of some 6,800 vehicles/day to around 11,700 vehicles/day in The Report identified five options. These options will require further investigation and consultation prior to implementation. Whilst none of these opportunities will be required within the Draft Plan s planning horizon, discussions have been held with Townsville City Council in relation to appropriate planning controls to satisfy the longer term access road needs for the Airport. Any decision on longer term access to the airport would be a continued combined effort between AAL, Department of Defence, Townsville City Council, Department of Housing, Queensland Transport, Queensland Rail and Department of Main Roads. Airport Road System The Airport s existing internal road system and car parks are shown in Figure It provides access to the Airport s ground side facilities including: passenger terminal area air freight zone hangars and maintenance areas general aviation area

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96 INFRASTRUCTURE Based on the traffic volumes predicted for the future, the existing road system will continue to prove adequate for the Draft Plan planning horizon. Traffic flows in the terminal precinct will need to be addressed within the planning period as car park extensions are deemed appropriate. Transport Usage Car parking A survey of passengers in 2001 indicated the following use of traffic access modes: Private Vehicle 53% Taxi 24% Shuttle Bus 10% Other 13% Current car parking provision totals some 444 public car spaces (approximately 0.5 spaces/1,000 annual passengers), comprising: 296 short-term spaces (50 designated car rental secondary bays); 148 long-term spaces; and 85 staff spaces. Based upon passenger forecasts and a rate of 0.5 car parking spaces/1000 annual passengers, total public car parking demand is shown below: Fiscal Year Annual Passengers 000 s Car Parking Requirement In 2003/04 it is proposed to construct a car rental compound to accommodate 74 car rental secondary spaces in an area north of the existing short term car park and to the east of the AirServices building. This enables an increase of 50 public spaces in the short term car park. An expansion of the long term car park to the north provides an additional 96 public car parking spaces. This development results in a total number of public car parking to 614 spaces which will satisfy forecast demand to short-term spaces; 244 long-term spaces; and 74 car rental secondary spaces The staff car park has expansion land to the east. This currently has capacity to meet staff car parking demand within the planning horizon. Figure 10.2 shows this proposed development

97 INFRASTRUCTURE DEVELOPMENT CONCEPT Car Parks The strategy for car parking is to place staff parking and long term vehicle parking further from the terminal to retain shorter walking distances for passengers and visitors as parking requirements increase. Short term car parking is expected to increase commensurate with forecast air traffic growth. The existing short term car park is often fully utilised. The existing long term car park is forecast to reach capacity within the 5 year horizon. Developing a compound for car rental secondary vehicles to the north of the existing short term car park and expansion of the long term car park to the north provides a capacity of 614 public car parking spaces, sufficient to meet forecast demand until Beyond 2010 several development options are being considered: Provision of a multi storey car park on the existing short term car park; Relocation of the AAL administration building and convert site to car parking; Removal of the AirServices building and site and expand the short term carpark and road system northwards; and Expansion of the existing long term car park to the north to provide additional public car parking. Car parking in the general aviation area is provided within leased areas. Terminal Access System The proposed terminal access road system is also shown in Figure Based on the expected traffic volumes, the two-lane roadway will continue to operate satisfactorily within the Draft Plan planning horizon. The primary modification required directly adjacent to the terminal is the relocation of rental car spaces from the public short-term car park to a purpose-built facility. This is shown in Figure 10.2 for some 74 vehicles. Currently two limousine companies have dedicated parking bays for "drop-off/pick-up" of their customers. Whilst the number of limousine companies are expected to remain low for the planning period, it is anticipated that there will be a demand for further bays. It is considered prudent that the Draft Plan provide storage for at least 6 large coach vehicles. Public Transport There is no doubt, that the greater use of public transport would be: a solution to the increasing traffic impact on the residential area of Garbutt; and

98 INFRASTRUCTURE a means of reducing greenhouse gases through the conservation of fuel. AAL will continue to work with transport authorities to establish closer ties with public transport facilities UTILITIES General This section of the Draft Plan describes Townsville International Airport s airside and land side drainage system. The overall system collects water from the AAL lease area and conveys it to the legal point of discharge. The flat topography and the low elevation of the Airport presents a significant challenge and impediment to planning the layout of all facilities at the Airport. It should be noted that the main drainage from RAAF Townsville flows on the AAL lease via a concrete lined drain which passes under the Halifax Street entrance road at the Airport boundary. This drain forms the main trunk drainage system for the majority of AAL land. Existing Drainage Airside Drainage System Both the regular public transport (RPT) and general aviation (GA) aprons are drained via an underground system. Both pipe networks discharge into an open drain flowing east from the Airport spine road to the main drainage channel. A small section of the general aviation apron - in front of the Royal Flying Doctor Service(RFDS) hangar area - is drained on to open ground to the east and on to the legal point of discharge via a small, ill-defined channel. Some roof drainage from hangars flows in the GA apron drain. The RPT apron is protected by flame interceptor traps in front of the terminal building. There is another flame interceptor trap on the JUHI access road and a gross pollutant trap has been installed down stream to protect the receiving environment from the car parks and both the RPT and GA aprons. Land side Drainage System For the purposes of this plan, seven distinct networks are considered to form the land side drainage system. These are: the airfreight area; the short term car park/aal compound; the long term car park; the JUHI area; the staff car park; the GA facilities area; and

99 INFRASTRUCTURE the RFDS hangar area. Future Drainage Requirements Airside Drainage System Much of the existing airside drainage system will suffice to service the projected apron growth. No new work should be required on the existing RPT apron area. A new apron created by the demolition of existing buildings will require a change in the discharge direction. This will be achievable with the inclusion of flame interceptor traps. The discharge will be re-directed to join the main RPT apron drain at the outfall into the open drain which, in turn, flows into the trunk drain. That part of the existing GA apron which will retain its current purpose is adequately serviced by the existing drainage. The roof discharge and general land side run-off in this GA facilities area will be disconnected from the apron drainage system and catered for separately. The drainage for the proposed Code B taxi lane, aircraft parking reserve, Code C taxilane, licensed apron and hangar reserve to the north of the RFDS hangar/apron will require a drainage study before the drainage network is finalised. Run-off from aprons, taxi lanes and roof drainage will need to be conveyed to the legal point of discharge. Surface flow may be possible but the current plan of development has buildings intersecting the direction of flow required. The alternative solution will be to build up the area and provide underground drainage for all purposes. A cost benefit analysis in the drainage study will demonstrate the appropriate type of development. The study for the airside drainage will need to encompass considerations on the adjacent landside drainage. Landside Drainage System a. Airfreight Drainage System This system can remain without major change. There will be a small alteration to the drainage system performance as the mix of run-off is generated more by roof than by ground, but the small response time change to the run-off means that there is adequate capacity still available. b. New Long Term Car park A new network will be installed to drain the proposed new long term car park. This system will convey run-off into the main trunk drain. c. JUHI/Staff Car park The JUHI compound will remain connected to the RPT apron drainage system. The staff car park will be drained via a new pipe network constructed when the new staff car park is paved. This will separate the staff car park from the existing system in the area

100 INFRASTRUCTURE which drains the proposed car park area into the GA apron system. The separation is needed to facilitate future construction of hangars between the car park and the GA apron. d. Gipsy Moth Court A new drainage system running parallel to the Court will be constructed to allow differentiation of run-off between the GA apron and landside works. This system will involve reworking the small underground pipe network servicing the RFDS. It is unclear at this stage where the new system will outfall. This system and area will be included in the drainage study which will need to encompass airside and landside developments to the north and east of the GA area. e. New Development Areas between Melton Black Drive and Garbutt Two areas have been nominated for potential development in this location. They are separated by a north/south arm of the main trunk drain. Development on the areas is undefined but it is likely that the historical flow path between the suburb of Garbutt and the legal point of discharge will not be allowed to be significantly increased by any development. Plans for the development of these areas will take account of the existing flows paths and will achieve an equitable solution to convey surface run-off from off-site towards the main trunk drain without exacerbating drainage problems in Garbutt and without suffering cost penalties which may mitigate against development in the two areas. f. New Development Areas along Melton Black Drive The area to the north west of Melton Black Drive has been nominated for potential development. This area will be included in the drainage study which will need to encompass proposed airside and landside developments to the north and east of the GA apron and hangar area. An increase in land levels for this development will interfere with the existing cross country drainage paths, hence the development will not be progressed until a cogent drainage strategy is completed and can be implemented. g. Main Trunk Drain A drainage study was completed in This study laid down the development of the main trunk drain in the areas in which it had not been formally constructed. The recommendations of the 1994 study will be tested in the new drainage study. It can be expected that the work recommended in 1994 will be implemented early in the life of this plan. h. Off Site Drainage There is some need to improve the drainage of the canal system downstream of the Airport to alleviate the potential for flooding. The low lying area to the east of the airport conveniently acts as a retention basin in times of flooding