Esperance Airport Master Plan 2021

Master Plan 2020

ESPERANCE AIRPORT

Prepared for: Shire of Esperance

DOCUMENT CONTROL

Document Title: Master Plan 2020 – Esperance Airport

Activity ID: YESP01

Release Date: 15 February 2021

Prepared by: K Tonkin

Reviewed by: G Holmes

Released by: K Tonkin

Revision History

Version Description Transmitted Reviewed by Date

0.1 First Draft 05 Nov 2020 Shire of Esperance 13 Nov 2020

0.2 Second Draft 17 Nov 2020 Shire of Esperance 23 Nov 2020

0.3 Final Draft 23 Nov 2020 Shire of Esperance 12 February 2021

1.0 Final 15 February 2021

COPYRIGHT AND DISCLAIMER NOTICE

This document and the information contained herein should be treated as commercial-inconfidence. No part of this work may be reproduced or copied in any form or by any means (graphic, electronic or mechanical, including photocopying, recording, taping or information retrieval system) or otherwise disclosed to any other party whatsoever, without the prior written consent of Aviation Projects Pty Ltd.

This report has been prepared for the benefit solely of the Client, and is not to be relied upon by any other person or entity without the prior written consent of Aviation Projects Pty Ltd.

© Aviation Projects Pty Ltd, 2020. All rights reserved

YESP01 – MASTER PLAN 2020 – ESPERANCE AIRPORT i

TABLE

CONTENTS

13.3. Wildlife hazard buffer zone 47 13.4. Building restricted areas for aviation facilities 48 13.5. Public safety areas_________________________________________________ 48 13.6. Aircraft noise _____________________________________________________ 48 14. MASTER PLAN ______________________________________________________ 49 14.1. Short term - stage one ______________________________________________ 49 14.2. Longer term development 50 15. REVENUES AND COSTS _______________________________________________ 51 15.1. Revenues _________________________________________________________ 51 15.2. Costs ____________________________________________________________ 51 16. GLOSSARY __________________________________________________________ 52 17. REFERENCES 53 ANNEXURES ____________________________________________________________ 54 SHORT TERM _____________________________________________________________ 1 LONG TERM ______________________________________________________________ 1 AERODROME SAFEGUARDING ______________________________________________ 1

LIST OF FIGURES

Figure 1 Location map 1

Figure 2 Esperance Airport location____________________________________________ 1

Figure 3 Site overview 2

Figure 4 Nearby aerodromes 3

Figure 5 Scheduled destination map – Esperance-Perth 3

Figure 6 Shire of Esperance website 11

Figure 7 Shire of Esperance Facebook 12

Figure 8 Expected Level of Service 13

Figure 9 Current Level of Service 13

Figure 10 Airport facilities desired by respondents 14

Figure 11 Flight destinations desired by respondents 15

Figure 12 Esperance Airport runway 19

Figure 13 Runway 11 20

Figure 14 Runway 29 20

Figure 15 Main taxiway 20

Figure 16 Secondary taxiway between fire bomber apron and runway 03/21. 21

Figure 17 Main parking apron 21

Figure 18 Fire-bombing facility 21

Figure 19 Terminal precinct - aerial view 22

Figure 20 Weather station 22

Figure 21 Refuelling facilities 23

Figure 22 Check-in area 23

Figure 23 Arrivals 24

Figure 24 Terminal building 24

Figure 25 RFDS patient transfer facility 24

Figure 26 Hangars with refuelling facility located in the background 25

Figure 27 Hangars 25

Figure 28 Drive into airport 25

Figure 29 Entry to terminal building 26

Figure 30 Access road to hangars 26

Figure 31 2016 Census SA2 boundaries 27

Figure 32 Historical passenger movements 28

Figure 33 Historic RPT aircraft movements 29

Figure 34 Projected passenger demand 30

Figure 35 Regional Express Saab 340 31

Figure 36 Comparison aircraft silhouettes 32

Figure 37 Aircraft comparison data 32

Figure 38 Apron congestion 33

Figure 39 Passenger terminal waiting area 33

Figure 40 Planning Scheme mapping 34

Figure 41 Code 4 main runway and 280 m overall runway strip – Option 2 37

YESP01 – MASTER PLAN 2020 – ESPERANCE AIRPORT iv

Figure 42 Machine gun emplacement 38

Figure 43 Machine gun emplacements map 38

Figure 44 300 m runway extension – Option 1 39

Figure 45 Main apron expansion plan 40

Figure 46 Fire bomber apron reconfiguration 40

Figure 47 9 am wind rose 41

Figure 48 3 pm wind rose 41

Figure 49 Avgas drum refuelling facility 42

Figure 50 New hangar sites 44

LIST OF TABLES

Table 1 Policy framework for government intervention on RPT routes 6

Table 2 Respondents suggestions on airport facilities ___________________________ 15

Table 3 Esperance Airport SWOT analysis 18

Table 4 Runway declared distances 19

Table 5 Esperance and Esperance Region SA2 level combined population forecast 27

Table 6 Average annual growth (passenger movements) 28

Table 7 Average annual growth (passenger movements) pre-COVID 28

Table 8 Average annual growth (aircraft movements) 29

Table 9 Average annual growth (RPT aircraft movements) pre-COVID 29

Table 10 Aircraft types, frequencies and passenger movements analysis 31

YESP01 – MASTER PLAN 2020 – ESPERANCE AIRPORT v

1. PLANNING CONTEXT

1.1. Background

Esperance Airport is a community asset owned and operated by the Shire of Esperance (SoE) located 23 kilometres (km) north of Esperance on the Coolgardie-Esperance Highway. As a Certified aerodrome, the Shire of Esperance is obligated to maintain compliance of the Esperance Airport with the Civil Aviation Safety Authority (CASA) Manual of Standards Part 139 (MOS 139).

The Shire of Esperance is located on Western Australia’s southeast coast about 725 km from Perth by road. Covering over 42,000 square kilometres, the Shire extends from Munglinup to Israelite Bay and north to the Daniell rail siding. With a population of 14,263 (2016), the Shire has one of Australia’s lowest population densities

The environment and agricultural aspects of the Shire are a significant part of its heritage, values and identity. The National Parks, Ramsar wetlands and dramatic coastline provide a number of recreational and tourism opportunities. The network of small towns, such as Condingup, Salmon Gums, Grass Patch, Gibson, Scaddan, Coomalbidgup and Cascade contribute significantly to the agriculture industry.

The nearest substantial population centres are located approximately 483 km to the west at Albany, and Kalgoorlie approximately 385 km to the north. Its remoteness and isolation underpin the importance played by key community infrastructure assets like the Esperance Airport. The airport provides critical connectivity to capital city facilities in Perth. The airport also plays a key role in enabling local and regional economic development opportunities to the agri-business and aviation sectors.

The natural beauty of Esperance, its climate, isolation and lifestyle continue to attract people to the town and encourage them to stay.

The location of Esperance in relation to Perth is shown in the map at Figure 1, with a closer view of Esperance Airport shown in Figure 2 (source: Google Earth 2020).

Figure 1 Location map

Figure 2 Esperance Airport location

1.2. Site description

Esperance Airport is a Code 3 aerodrome with one sealed runway at 1800 m x 30 m and a published Pavement Classification Number (PCN) of 22, meaning aircraft with an Aircraft Classification Number (ACN) of up to 22, such as the Fokker 100 (with pavement concession), all Dash 8 variants, Embraer 170 and the Saab 340 can operate. The aerodrome has a second unsealed gravel runway 1178 m x 18 m with a PCN of 10. Currently Regional Express Airlines (REX) operates multiple services each day to Perth, using a SAAB 340, 34 seat aircraft with an ACN of 7. A satellite image of the site is provided at Figure 3 (source: Google Earth)

1.3.

Regional characteristics

1.3.1. Population

The Shire of Esperance has a population of approximately 14,263 people, a median age of 40, and a median household income of $1,363 per week (all figures per 2016 Census). The population has been relatively steady for the past 10 years

1.3.2. Economy

The port of Esperance is the only port in south-east Western Australia. It is crucial to the local economy, handling over 200 ships per annum and exports resources such as nickel, iron ore and grain. Rich agriculture including grains, broadacre cropping and fishing, mining and tourism play a key role in supporting the economy of Esperance.

1.3.3. Climate and meteorology

Esperance experiences a Mediterranean climate with warm, dry summers and cool, wet winters. Mean annual rainfall is 618 mm, with 90 days of greater than 1 mm rainfall, 123 cloudy days and greater than 85 clear days per annum (source: Australian Bureau of Meteorology).

1.3.4. Regional aviation

Regular Public Transport (RPT) services are offered by REX, with flights to Perth occurring on a daily basis.

Figure 3 Site overview

An extract of the World Aeronautical Chart showing aerodromes in the vicinity of Esperance Airport is provided in Figure 4 (source: OzRunways, 250k Topo).

1.5. Current operations

Current aircraft operations include:

• Saab 340B aircraft operated by Regional Express to/from Perth

• Light general aviation and agribusiness aircraft operate private and charter flights to various destinations.

A map showing the route is provided at Figure 5 (source: Great Circle Mapper).

Figure 4 Nearby aerodromes

1.4.

Role and history

Esperance Airport is a main transit point for Shire of Esperance residents. The airport also facilitates Royal Flying Doctor Service (RFDS) services for medical transport. Light aircraft charters and agricultural industries also use Esperance Airport.

Figure 5 Scheduled destination map – Esperance-Perth

1.6. Strategic intent

The Shire of Esperance intends to ensure that the Esperance Airport is appropriately positioned to deliver the positive social and economic benefits associated with the Shire.

This will be achieved by operating the airport in compliance with relevant aviation legislative requirements, in line with community expectations regarding level of service and according to a user pays methodology.

Council will ensure operational expenses can be met as and when they fall due, that safety is not compromised, and that capital works are appropriately planned and budgeted for in response to demonstrated demand.

1.7. Purpose of master planning study

The purpose of the Master Plan is to establish a framework for the future planning and development of Esperance Airport to ensure the Shire of Esperance achieves its strategic objectives and capitalises on the aeronautical and commercial opportunities provided by the airport.

The Master Plan is intended to establish the basis for more detailed studies of design, infrastructure planning, and land use planning required to achieve the strategic direction.

1.8. Master planning outcomes

The Master Plan will provide a direction for the airport in terms of future infrastructure development to service the economic and social requirements and aspirations of the local community.

1.9. Strategic Alignment

The Esperance Strategic Community Plan 2017-2027 captures the thoughts and ideas of the Esperance community and identifies the strategies and outcomes that will work towards achieving these goals and contribute to the community’s vision “We are the meeting place of outstanding beauty, opportunities for growth and warm welcoming people”.

The Built Environment is one of 5 themes supporting the Strategic Community Plan. Under this theme, Outcome B2 (Transport networks that meet the needs of our community and provide safe movement for all users) aspires to advocate and partner with an airline provider for affordable airfares, measured by number of people travelling by air.

The Shire of Esperance in association with the Goldfields Esperance Development Commission (GEDC) and Esperance Chamber of Commerce and Industry Inc (ECCI) facilitated the development of the Esperance Region Economic Development Strategy.

Esperance Airport is nominated as a key strategic asset of the region.

An analysis of the potential to expand Esperance Airport as one of a number of Focus Initiatives found that the scale of demand was unlikely to warrant significant additional capacity or airport associated activity in the immediate term. It was noted, however, that it is critical that the airport retains capacity to provide expanded flights and airport associated services over time as the population and regional economy grow (Table E.18 refers)

1.10. Planning horizons

The Master Plan nominally considers a planning horizon of 20 years, comprised of short term and longer-term timeframes.

The short term is defined as 5 years, aligned to the cycle of route regulation as per the WA Aviation Strategy, given this cycle strongly affects the type and nature of the largest aircraft operating at the airport.

The longer term extends from the end of the first 5-year period through to the end of the 20-year master planning horizon.

1.11. Previous planning studies

The Esperance Airport Master Plan 2011-2030 established a development statement based upon an outlook for growth well beyond current and medium term needs, with a view to providing the ability to grow into and develop when the aviation demand dictates such development.

Of particular note:

• Passenger demand was projected to increase at an average annual growth rate of 5.4%, projecting 125,972 annual passenger movements in 2030

• Civil Aviation Safety Regulations and Standards were substantially revised in August 2020 and as a result, some of the critical underlying assumptions in the Master Plan are redundant

• The Master Plan adopted code 4C aircraft such as A320, B717 and B737 as the reference aircraft for designing aeronautical infrastructure

• The passenger terminal was expanded in 2012 to accommodate a security screening service.

1.12. WA Aviation Strategy

The WA Aviation Strategy 2020 (currently in draft form) is a blueprint for advancing aviation in Western Australia and sets out a practical policy approach for the aviation industry in WA into the future.

The Strategy sets out a policy framework for government intervention in the operation of regular public transport routes. A copy of the summary table is provided at Table 1 (source: WA Aviation Strategy 2020 (Draft)).

Under this policy framework, the Perth-Esperance route is fully regulated as a monopoly that is marginal but commercially sustainable. REX operates Saab 340 aircraft under a deed of agreement that requires a minimum of 18 return flights each week, based on 3 return services Monday-Friday with an additional service on Saturday. The summer schedule with a reduced number of air services is implemented to ensure the viability of air services during that period.

Note the number of services was reduced by mutual agreement during the COVID-19 pandemic.

The deed of agreement with the State Government was awarded in February 2016 under a competitive tender process and expires on 27 February 2021. The State Government has indicated it intends to continue to fully regulate the route and monitor the performance of the service, unless there are substantial community concerns and/or changed market conditions that warrant a review of the route regulatory approach to the route.

Shire of Esperance staff have indicated support for the route remaining fully regulated.

Table 1

Policy

framework

for government intervention on RPT routes

No Route Market Type Characteristics

1 Duopoly

• Two airlines operate RPT air services

• No State regulatory barriers to new carriers

• Examples: Karratha, Broome, Kalgoorlie routes

2 Monopoly (underpinned by the resources sector)

• One airline operates RPT air services

• No State regulatory barriers to new carriers

• Services underwritten by one or more major resource companies

• Examples: Paraburdoo, Onslow routes

3 Monopoly (other)

• One airline operates RPT air services

• No State regulatory barriers to new carriers

• Services dependent on a range of types of demand

• Examples: Geraldton, Exmouth routes

4 Monopoly (marginal but commercially sustainable)

• Government tenders RPT air route

• Airline competition at point of tender only

• Government awards exclusive monopoly rights of operation and enters into a deed of agreement with a single operator

• Examples: Albany, Esperance routes

Type of Intervention Regulatory Tool and Rationale for State Government Intervention

Lightly regulated Aircraft licence conditions for:

• community engagement

• data provision

Application of this tool provides for both quantitative and qualitative assessment of route performance, which in turn assists with better informed

Lightly regulated Aircraft licence conditions for:

• community engagement

• data provision

Application of this tool provides for both quantitative and qualitative assessment of route performance which in turn assists with better informed

Lightly regulated Aircraft licence conditions for:

• community engagement

• data provision

Application of this tool provides for both quantitative and qualitative assessment of route performance which in turn assists with better informed decision making.

Fully regulated Deed of agreement governing:

• aircraft

• route

• service levels

• pricing / airfares including maximum capped airfare

• data provision

• community engagement

This tool ensures the community has access to an adequate level of RPT air services.

No Route Market Type Characteristics

5 Monopoly (subsidised)

• Government tenders RPT air route

• Airline competition at point of tender only

• Government awards exclusive monopoly rights of operation and enters into a deed of agreement with a single operator

• Subsidy provided to operator

• Example: Kununurra-Halls Creek-Balgo route

Type of Intervention Regulatory Tool and Rationale for State Government Intervention

Fully regulated Deed of agreement governing:

• aircraft

• route

• service levels

• pricing / airfares including maximum capped airfare

• data provision

• community engagement

• operating subsidy

This tool ensures the community has access to an adequate level of RPT air services.

1.13. Scope and Limitations

The scope of work for the master planning study involved the following requirements:

• Review the current Master Plan

• Assess existing infrastructure

• Provide recommendations and plans for scheduled future infrastructure requirements (airside and landside) based on expected future growth through to 2040

• Consult with stakeholders.

1.14. Methodology

The master planning study was conducted generally in accordance with the Australian Airports Association Airport Practice Note 4 - Regional Airport Master Planning Guideline and modified according to the Scope of Work.

The following key activities were conducted during the course of the study:

• Inception meeting and site orientation

• Stakeholder consultation activities including site visit

• Consolidation of stakeholder feedback

• Preparation of concept plans for client endorsement

• Preparation of draft Master Plan including drawings, plans and cost estimates

• Final stakeholder consultation including review of draft Master Plan

• Preparation of final Master Plan for client acceptance.

2. STAKEHOLDER CONSULTATION

A comprehensive stakeholder consultation plan was designed to maximise the opportunity for the local community and aviation stakeholders to provide input to the development of the Master Plan.

Note the widespread impact of COVID-19 on aviation directly affected operations at Esperance Airport, subsequently this may have informed elements of the stakeholder consultation phase.

2.1. Stakeholder engagement program

Engagement activities conducted during the consultation period 8 June – 30 June 2020 included:

• A media release to advise residents of the Esperance Airport Master Plan, its purpose, timeframe and feedback options

• A link on the Council website and Facebook profile to an online survey

• Publication in the Kalgoorlie Miner

• Posters and information regarding the survey located in the Shire Admin Centre, Shire library, and at Esperance Airport

• A set of Frequently Asked Questions published on the Council website to promote the program to the wider community.

2.2. Telephone interviews

A representative of Aviation Projects personally spoke with the following people via telephone:

• Shire of Esperance Councillors

• Sonya Antulov (Aus Flight Handling)

• Alison Dijkstra (Rex/Aus Flight Handling)

• Warrick Lodge (Rex - General Manager Network Strategy)

• Mark Stephens (Air BP)

• Noel Willing (Myrup Fly in Estate)

• Wayne Halliday (Tourism Esperance)

• Bronwyn McLeod (Chamber of Commerce)

• Shane Liddelow (Goldfields Esperance Development Commission)

• Scott Mackie (South East Ag Air)

• Andy Burns (Airport User)

• Dieter Drabik (Avis Car Hire)

• John McShera (Budget Car Hire)

• Dougal McQuie (Goldfields Air Services)

• Peter Stevens (Stevens Agri Enterprises)

• Peter Ryan (Department of Transport).

2.3. Results of personal interviews

The results of the telephone interviews reflect the wide and varied interests of those consulted. A summary of responses for each interest group is provided below.

2.3.1. Shire of Esperance Councillors

A workshop with Councillors was conducted on 13 October 2020. At this workshop a summary of activities to date, including the results of stakeholder consultation, was presented, and Councillors discussed a number issues and their view of the airport’s strategic purpose and vision.

2.3.2. Commercial aircraft operators

Rex operates the regulated passenger service to Perth. It is generally satisfied with facilities and infrastructure and doesn’t foresee a requirement to change the aircraft type currently operating the service (Saab 340).

2.3.1.

Local aircraft operators

Local aircraft operators were generally satisfied with the facilities but would like improvements made to basic amenities.

Operators would like better access from aprons onto taxiways and to the runway. Further, local aircraft operators would like to see the aerial firefighting facility hardstand and tanks redesigned or repositioned to allow better accessibility.

2.3.2. General themes

The following themes emerged from the personal interviews:

• Stakeholders were generally happy with the facilities provided at Esperance Airport.

• Improvements could be made to accessibility and user friendliness of aprons and taxiways.

• There is a consensus that an increase in passenger services will be better for the town and its people.

• Improvements to the airside/landside boundary would be beneficial to reduce the requirement for people needing access to hold an ASIC or be issued VIC pass.

• Small improvements could be made to the passenger terminal to increase passenger comforts

• The distance of the airport from town detracts from its attractiveness for tourism-related operations.

2.4. Online and printed survey responses

A short online survey, provided via the Council website, Council Facebook and in printed format at the airport and Council service centres asked the following questions:

1. What do you like about Esperance Airport?

2. What is your expected level of service at Esperance Airport?

a. Excellent (no delays, excellent level of comfort)

b. High (very few delays, high level of comfort)

c. Good (acceptable delays, good level of comfort) d. Adequate (acceptable delays for short periods, adequate level of comfort)

3. How would you rate the current Esperance Airport?

a. Excellent (no delays, excellent level of comfort)

b. High (very few delays, high level of comfort)

c. Good (acceptable delays, good level of comfort)

d. Adequate (acceptable delays for short periods, adequate level of comfort)

e. Inadequate (unacceptable delays, inadequate level of comfort) f. Unacceptable (unacceptable delays, unacceptable levels of comfort)

4. If your expectations of Esperance Airport are not being met, what improvements do you think are needed for them to be met?

5. What services or facilities would you like to see at Esperance Airport in the future?

a. Bigger passenger terminal b. Taxis on standby c. Local area information d. Conference or meeting facilities e. Retail outlets f. Other (please specify below)

6. What other destinations would you like to be able to fly to or from Esperance?

7. What commercial development opportunities would you like to see at Esperance Airport?

8. What do you see as the long-term strategic vision for Esperance Airport?

9. What social and economic benefits do you associate with Esperance Airport?

10. If you have any other comments or input, please provide that here.

Links to the survey were published on the Shire of Esperance website and Facebook page, promoted in the Kalgoorlie Miner Newspaper and physical copies of the survey were available in the Shire Admin Centre and Shire library. Refer to Figure 6 and Figure 7 for promotion of the survey.

Figure 6 Shire of Esperance website

Figure 7 Shire of Esperance Facebook

2.4.1. Survey results

Over the three-week consultation period, the survey attracted 164 participants. There were several common themes to the responses:

• Respondents are generally disappointed with the carrier REX, the sole operator at the airport, with frequent delays, expensive flights, and poor communication from the carrier (note elements of the feedback relate directly to aviation impacts resulting from COVID-19, which significantly reduced passengers and corresponding flight numbers).

• Respondents generally like how well the airport is maintained, the proximity to town and ease of service.

• Respondents were happy with the friendly and efficient staff at the airport.

• Respondents were happy with the available parking and liked that it is free.

• The customer experience generally did not meet expectations on:

o Infrequency and cost of services to and from Esperance

o consistent delays from operator, and lack of communication for delays

o better internet facilities, including free Wi-Fi

o safety at the entrance and exit of the Airport could be improved, with cars turning in and out of airport directly onto the highway.

Generally, more than half of the respondents (54%) have a high or excellent expected level of service at Esperance Airport, whereas 64% of respondents felt that the level of service they are currently receiving is adequate or less. The difference between expected and current level of service is illustrated in Figure 8 and Figure 9.

Figure 9 Current Level of Service

Figure 8 Expected Level of Service

Survey respondents highlighted a number of improvements they believe need to be introduced at Esperance Airport. These improvements included:

• terminal facilities: o provision for a café, vending machine or tea and coffee facility

o improved seating inside terminal o free Wi-Fi o workstations, with power available.

• terminal building: o security cameras in carpark o better heating in terminal building.

• customer service: o transfers to and from town o increase in frequency of services o communication of delays.

2.4.2. Requested airport facilities

Of the 153 respondents who answered this question, 22.2% of respondents would like retail outlets at the Airport. Airport facilities desired by respondents are shown in Figure 10.

Figure 10 Airport facilities desired by respondents

Other (specify): 48.4% of respondents took the opportunity to provide further comments on airport facilities they would like to see at Esperance Airport in the future. A summary of the suggestions is shown in Table 2

Table 2 Respondents suggestions on airport facilities

Survey respondents Category

Food and beverage facilities

Terminal building

Transport into and out of town – taxi or shuttle bus Airport services

Improvements to available refuelling services Terminal precinct area

Improved internet including free Wi-Fi Terminal facilities

Workstations including charging stations Terminal facilities

Aircraft wash bay Terminal precinct area

Vending machines Terminal facilities

2.4.3. Flight destinations

Currently the only destination flown to and from Esperance is Perth. Overwhelmingly respondents would like to be able to fly to and from Albany and Kalgoorlie to Esperance. A summary of destinations desired by respondents is shown in Figure 11.

Other destinations mentioned by respondents in order of interest included:

• Adelaide

• Melbourne

• Eastern states

• Sydney • Geraldton

• Exmouth

• Bunbury

• Busselton

• Bali. 2.4.4. Commercial developments

The majority of respondents desired a café, restaurant/bar or some form of food and beverage offering available at the airport.

Other commercial developments identified by respondents included:

• Scenic or joy flights available from airport

• Tourism signage and promotion of Esperance at the airport

• Promotion of Esperance as a FIFO hub

• Improvements to runway – expansion and lengthening

• Gift shop, local produce, or local art sold at the Airport.

Figure 11 Flight destinations desired by respondents

Of the 164 respondents, 35 skipped this question, and a further 29 did not answer the question. It is assumed that respondents who voted that there is no need for introducing additional commercial developments are satisfied with current services.

2.4.5.

Strategic vision

There were 141 respondents who provided comment about the long-term strategic vision of Esperance Airport. Of the 141 respondents who answered, 60 respondents mentioned discontent with the current service on offer and the need for an increase in flights, more affordability and reliability in the carrier. 35 respondents were enthusiastic about the idea of an increase to tourism in the region through the utilisation of Esperance Airport, and opening up the town to and from more destinations.

Further, respondents also saw the Airport remaining as an important regional hub for servicing the local community and allowing residents the opportunity to travel for medical or business, whilst also allowing specialists to travel into Esperance.

2.4.6.

Key social and economic benefits

Respondents were able to provide comment on the key social and economic benefits that they associated with the Airport. A summary of the 141 responses received were generally as follows:

• The airport contributes to the growth of region

• The airport is a key contributor for transportation of FIFO workers

• The airport is a fundamental contributor to tourism

• The airport provides accessibility to visiting friends and family, which can create an increase in tourism in the region

• The airport contributes to the growth of local economy

• The airport helps to overcome the isolated location of the town with accessibility to Perth

• The airport allows medical access to and from the town

• The airport contributes to employment growth

• The airport provides an opportunity for businesses to interact with Esperance.

2.4.7.

Comments on Esperance Airport development

Key comments on Esperance Airport development were generally as follows:

• Survey respondents and consulted stakeholders are happy with the proximity of Esperance Airport to town and the easy access

• Noting the impacts of COVID-19, infrequency of flight service is a common theme, with respondents generally wanting more services to/from Perth and to have more destinations available to open the community up to eastern states or more of Western Australia

• The expense of flights to and from Perth is a concern for respondents, with the cost of the flight often making respondents drive instead

• There is an accessibility issue from hangars to the runway which requires improvement for better manoeuvrability

• The layout of the bomber refuelling area could be repositioned to provide better access, service

• The landside/airside boundaries are restricting hay cropping operations – with the requirement of an ASIC and/or VIC needed to gain site access

• The terminal and facilities are not very suitable for those with disabilities, improvements are needed to make the airport more accessible and accommodating for wheelchair requirements

• The terminal and facilities could do with updating including more seating and improved internet (Wi-Fi)

• The airport is generally clean and tidy

• The airport could benefit from recycling bins inside the terminal in conjunction with the Community Waste Strategy

• The respondents were interested in increasing the airport’s potential for tourism

• The terminal could benefit from having a café or coffee van for peak times

• Security could be improved at the airport including security cameras in the carpark.

2.4.8. Survey respondent location

The pool of survey respondents was formed online with links to the survey given on the Shire of Esperance website and Facebook through SurveyMonkey. The local community and bordering towns such as Kalgoorlie were informed of the survey through print media. It is assumed that the respondents of the survey are Shire of Esperance residents, or those who have regular interactions with the Esperance Airport.

2.5. Feedback on Draft Master Plan

The Draft Airport Master Plan was circulated for review by Shire of Esperance staff and subsequently amended to incorporate indicative estimates of the various aspects of the Master Plan in Section 14.

3. SWOT ANALYSIS

A Strengths Weaknesses Opportunities and Threats (SWOT) analysis has been used to identify significant areas within the Esperance Airport, and surrounding vicinities, as detailed in Table 3.

Table 3 Esperance Airport SWOT analysis

Strengths Weaknesses Opportunities Threats

• Residents generally happy with facilities

• Available land for development – both landside and airside facilities

• Ease of service

• Airport contributes to local economy

• Provides medical access for town through services such as RFDS

• Runway will likely serve airport’s needs into the long-term future – i.e. up to Code 3 requirements regarding length of runway

• Esperance could support growth in region with existing infrastructure, business and facilities being adequate

• Likely that no changes will be required to air traffic and airspace if redevelopments of the airport and precinct occur

• Existing operators at Esperance Airport – charters, and agribusiness

• Annual events bringing tourism (who use the airport) to the area

• Terminal built to allow for security screening

• Inefficient taxiway network

• Older terminal

• Potential lack of demand for existing services

• Distance from town

• Runway length and width may limit opportunities to support larger aircraft

• Potential for growth within airport operations

• Increase in land use

• Potential for flight school, or increase in private charters, tourism flights

• Paid car parking

• Downturn in economy reduces demand for travel, investment

• Decrease in RPT services when REX contract ends

• Residents move away from Esperance and neighbouring towns, decrease in passengers at airport

• Climate change

• Global pandemics – reducing service to town

4. EXISTING AERODROME FACILITIES

4.1. Aeronautical infrastructure

Esperance Airport is equipped with the aeronautical infrastructure described in this section.

Runway 03/21: 1178 m x 18 m (90 m runway strip) unsealed PCN 10/F/B/550(80PSI)/T

Runway 11/29: 1800 m x 30 m (150 m runway strip), sealed PCN 22/F/A/1034 (150PSI)/T

Note: the pavement classification number (PCN) is expressed as a five-part code, separated by forward-slashes, describing the relevant pavement.

Declared distances are provided in Table 4 (source: Airservices Australia, 05 November 2020, as updated by September 2020 Technical Inspection).

Table 4 Runway declared distances

Figure 12 Esperance Airport runway

Runway TORA TODA ASDA LDA 03 1178 1238 (3.46%) 1178 1178 21 1178 1238 (2.18%) 1178 1178 11 1800 1900 (3.62%) 1800 1800 29 1800 1900 (1.2%) 1800 1800

Note the acronyms used are defined as: take-off run available (TORA), take-off distance available (TODA), accelerate-stop distance available (ASDA) and landing distance available (LDA)

Figure 12 shows Esperance runway 11/29 and runway 03/21 (source: Airservices Australia, 05 November 2020).

An image of runway 11, looking east from the take-off position, is provided at Figure 13.

It was recommended that the Shire of Esperance commence engineering works to ensure a project to replace/repair the surfacing is shovel ready.

The runway lighting system was installed in 1973 and while still serviceable, is showing signs of age.

Esperance Airport has two stub taxiways.

The main taxiway adequately services the main parking apron. An image of the main stub taxiway is provided at Figure 15.

Figure 13 Runway 11

An image of runway 29, looking west from the take-off position, is provided at Figure 14

Figure 14 Runway 29

The most recent aerodrome technical inspection conducted in September 2020 found that runway 11/29 surfacing is nearing the end of its serviceable life, as indicated by increased cracking and bitumen pooling issues. Due to the new texture testing methodology required by CASA, the surface was found not to meet the requirements.

Figure 15 Main taxiway

The secondary unsealed stub taxiway serves the fire bomber apron.

An image of the secondary stub taxiway is provided at Figure 16.

Figure 16 Secondary taxiway between fire bomber apron and runway 03/21.

Esperance Airport has two aircraft parking aprons. The main apron is located adjacent to the passenger terminal, and services RPT and RFDS aircraft as well as itinerant visitors. The second apron which is primarily used by local tenants and the aerial application operator is located to the west of the terminal building.

Access between the aprons is via an unsealed apron area.

The main parking apron can accommodate up to two code C aircraft on the hydrant refuelling positions, a smaller code B aircraft at the south western corner parking position, an RFDS aircraft in front of the patient transfer station and a smaller code A aircraft at the refuelling point.

An image of the main parking apron taken from the stub taxiway looking north is provided at Figure 17.

Figure 17 Main parking apron

An image of the fire-bombing facility taken from runway 03/21 looking east is provided at Figure 18

Figure 18 Fire-bombing facility

An aerial view of the terminal precinct showing the current configuration of the parking aprons and taxiways is provided at Figure 19 (source: Google Earth).

4.2. Support facilities

The airport is equipped with the following communication and navigation facilities:

• a non-directional beacon (NDB) (a short distance navigational aid)

• distance measuring equipment (DME) (bearing and distance information, measures the slant range)

• Very High Frequency Omni-Directional Range (VOR) (determines the direction of an aircraft from any position to or from a VOR beacon)

• Satellite Ground Station (SGS) (collects and streams remote sensing satellite data to a variety of users and applications).

An automatic weather station equipped with a broadcast unit is situated on the site. Weather forecasts are provided by the Bureau of Meteorology.

An image of the weather station is provided at Figure 20

Figure 19 Terminal precinct - aerial view

Figure 20 Weather station

The airport is located outside controlled airspace and has a common traffic advisory frequency (CTAF).

There is no air traffic control tower service. There is no aerodrome rescue and firefighting service (ARFFS).

Onsite fuel (both JetA1 and Avgas) is supplied by AirBP. JetA1 is piped via underground hydrant to 2 apron parking positions.

Local aircraft operators based at Myrup Fly-in Estate and surrounding properties can refill drums, as an appropriate spill-containment measure (bunded area) was constructed in October 2020. Access to the fuel facility requires airside access.

An image of the refuelling facility is provided at Figure 21

Figure 21 Refuelling facilities

Esperance Airport is classified as a security-controlled airport under the Aviation Transport Security Act 2004 and the Aviation Transport Security Regulations 2005.

A perimeter fence encloses the airside area of Esperance Airport and the boundary is clearly marked with signage. Airside access for Esperance Airport is via gates surrounding the airside and landside boundary. Access through these gates is via a lock and key which is issued and controlled by the Shire of Esperance.

4.3. Landside development

Landside facilities include the following buildings:

• Passenger terminal

• Royal Flying Doctor Service shade facility (landside)

The passenger terminal was upgraded in 2012, with the implementation of security screening services. Security screening stopped in 2016 when the aircraft type changed as Rex commenced services. The Public Building Certificate for the passenger terminal allows a total of 539 people.

An image of the check-in area is provided at Figure 22, and the arrivals hall at Figure 23.

Figure 22 Check-in area

Figure 23 Arrivals

An image of the passenger terminal, taken from airside, is provided at Figure 24.

An image of the RFDS patient transfer facility is provided at Figure 25.

Figure 25 RFDS patient transfer facility

The hangar facilities currently at the Esperance Airport are on land leased from Council, hangars are accessed via the main parking apron and then unsealed taxi routes.

Images of the hangars are provided at Figure 26 and Figure 27

Figure 24 Terminal building

4.4. Ground transport

Access to the airport is via a sealed single-lane access road off the Coolgardie-Esperance Highway.

There are 166 car parking spaces available at no charge.

The road into the airport is pictured at Figure 28 and Figure 29, and the access road to the hangar precinct is pictured at Figure 30.

Figure 28 Drive into airport

Figure 27 Hangars

Figure 26 Hangars with refuelling facility located in the background

Figure 30 Access road to hangars

Figure 29 Entry to terminal building

5. DEMAND

5.1.

Regional population

Regional population, based on Western Australia Tomorrow Population Report No. 11 (Medium Term Population Forecasts for Western Australia 2016 to 2031 and Sub-regions 2016 to 2031, Table 2 – SA2 summary) was projected to be 15,820 in 2021.

The population forecast is provided in 5 bands, as shown in Table 5.

Note: For the user who requires only one forecast, Band C should be used.

According to this forecast, the population is forecast to decrease slightly over the next 10 years.

It has been assumed that this region approximates the airport’s passenger catchment.

Table 5 Esperance and Esperance Region SA2 level combined population forecast

Band 2016 2021 2026 2031

A 16 270 14 615 14 000 13 485

B 16 270 15 345 15 005 14 740

C 16 270 15 820 15 635 15 550

D 16 270 16 345 16 370 16 435

E 16 270 17 030 17 440 17 705

For ease of reference, a map showing the Esperance and Esperance Region Statistical Area Level 2 boundaries is provided at Figure 31 (source: Australian Bureau of Statistics).

Figure 31 2016 Census SA2 boundaries

5.2. Historical passenger movements

The Australian Bureau of Infrastructure and Transport Economics (BITRE) produces annual airport traffic data for all airports that support RPT services. Data is compiled for International and Domestic (including Regional) airline RPT services and does not include charter or other non-scheduled activity.

The data in Figure 32 (source: BITRE) shows annual passenger movements for the financial years between 1985-86 and 2019-20 (LHS), and annual change (%) (RHS).

The annual change varies fairly widely, with a significant drop approximately every 10 years.

Note significant drops in annual passenger movements as indicated in Figure 32, can be attributed to the Australian pilots’ dispute FY 1989-90, September 11 and Ansett Airlines collapse FY 2001-02, and the COVID-19 global pandemic FY 2019-20.

Data collected by BITRE details the historical passenger movements. Table 6 shows a 5.1% decrease over the past five financial years to June 2020 (the decrease is mainly due to the effects of COVID-19) and an overall growth of 0.9% over the past twenty years.

Table 6 Average annual growth (passenger movements)

Average annual growth (passenger movements)

5 years 2014-15 to 2019-20 -5.1%

10 years 2009-10 to 2019-20 -0.8% 20 years 1999-2000 to 2019-20 0.9%

Pre-COVID figures to the end of June 2019 are provided in Table 7. The trend over each timeframe is an increase in aircraft movements.

The 5-year trend to the end of June 2019 was a slight decrease in annual passenger numbers (-0.5%), but an increase over the longer 10 and 20-year terms.

Table 7 Average annual growth (passenger movements) pre-COVID

Average annual growth (passenger movements)

5 years 2013-14 to 2018-19 -0.5%

Pilots’ Dispute 9/11, Ansett COVID19

10 years 2008-09 to 2018-19 1.5% 20 years 1998-99 to 2018-19 2.7%

Figure 32 Historical passenger movements

YESP01 – MASTER PLAN 2020 – ESPERANCE AIRPORT

5.3. Historical aircraft movements

Annual RPT aircraft movements and % change are provided in Figure 33 (source: BITRE).

The overall trend is a slight increase in aircraft movements.

Annual aircraft movements

2,500

2,000

1,500

1,000

500

-25% -20% -15% -10% -5% 0% 5% 10% 15% 20% 25% 30% 0

1985-86 1987-88 1989-90 1991-92 1993-94 1995-96 1997-98 1999-00 2001-02 2003-04 2005-06 2007-08 2009-10 2011-12 2013-14 2015-16 2017-18 2019-20

Financial year

Annual movements Annual change (%)

Linear (Annual movements)

Figure 33 Historic RPT aircraft movements

Data collected by BITRE details the historical RPT aircraft movement and demand. Table 8 shows -0.2% growth in the past five financial years (the decrease is mainly due to the effects of COVID-19) and an overall growth of 1.7% for the past twenty years

Table 8 Average annual growth (aircraft movements)

Annual change (%)

Average annual growth (aircraft movements)

5 years 2014-15 to 2019-20 -0.2%

10 years 2009-10 to 2019-20 -0.1% 20 years 1999-2000 to 2019-20 1.7%

Pre-COVID figures to the end of June 2019 are provided in Table 9 The trend over each timeframe is an increase in RPT aircraft movements.

Table 9 Average annual growth (RPT aircraft movements) pre-COVID

Average annual growth (aircraft movements)

5 years 2013-14 to 2018-19 1.1% 10 years 2008-09 to 2018-19 2.0% 20 years 1998-99 to 2018-19 3.1%

YESP01 – MASTER PLAN 2020 – ESPERANCE AIRPORT

5.4. Historical freight demand

There is no dedicated air freight service. Air freight to/from Esperance Airport is carried on the Rex RPT services. No data was available to quantify the historic volume or value of air freight carried.

5.5. Route regulation

The Perth-Esperance route is fully regulated under the WA Aviation Strategy and policies regarding state intervention in the market.

The following regulated routes and their passenger numbers are of specific relevance (source: WAAS Supporting Documents, (18/19 BITRE data)):

• Perth – Albany – 61,469 (fully regulated)

• Perth – Kununurra – 77,072 lightly regulated, seasonal duopoly

• Perth – Learmonth (Exmouth) – 85,789 lightly regulated monopoly (No 3)

• Perth – Geraldton – 110,217 lightly regulated (No 3).

5.6. Forecast passenger demand

Forecast passenger demand is a key determinant of future aircraft operations and infrastructure requirements.

The analysis provided at Figure 34 assumes passenger demand returns to pre-COVID19 levels by June 2021.

Several indicative growth rates (0%, 1%, 1.5% and 2.5%) have been projected from this point to establish a range of reasonably possible outcomes.

A 1% growth rate derives around 60,000 movements (61,624) in 2040, and a 2.5% growth rate produces just over 80,000 movements (81,546) in 2040.

One way of calibrating potential demand is by using multiples of population, noting the forecast for the population to reduce slightly over the next decade.

Based on the profile of similar airports, it is highly unlikely that passenger demand would exceed 4 times regional population unless there is some unusual economic circumstance like a mining boom.

Figure 34 Projected passenger demand

An indicative cut-off at 80,000 passenger movements has been adopted as a guide to the likely level of regulation on the Perth-Esperance route.

According to the range of most likely passenger movements, it is likely the PerthEsperance route will remain fully regulated for most if not all of the 20-year master planning period.

5.7. Future RPT/charter routes

According to the survey results, there is a desire for additional services to Albany, Kalgoorlie, Busselton, Melbourne, Sydney and other eastern cities including Brisbane, as well as new routes to Sydney, Roma and Melbourne.

5.8. Freight operations capacity

There was no commentary on freight during the consultation, and so the level of service is considered satisfactory.

5.9. Current and future fleet

Esperance Airport is served by the Saab 340 aircraft operated by Regional Express (Rex), operating with 34 passenger seats and a load factor of 79% in 2018/19 (source: WA Aviation Strategy 2020). An image of the aircraft is provided at Figure 35 (source: Regional Express).

Other aircraft operating in the market that could potentially be used on the PerthEsperance route include the ATR-72, Dash 8-400 and E170.

These aircraft have been modelled according to seat number and flights/week at 75% load factor to arrive at current numbers (50k) and approximately 70,000 and 80,000 annual passengers to gain an understanding of what that would look like in terms of frequency of flights. The analysis is provided in Table 10.

Table 10 Aircraft types, frequencies and passenger movements analysis

Aircraft No seats Return flights/ week

Annual pax Return flights/ week

Annual pax Return flights/ week

Annual pax

SF34 34 19 50,338 26 68,952 30 79,560

ATR72 70 9 49,140 13 70,980 15 81,900

DH8D 74 9 51,948 12 69,264 14 80,808 E170 76 9 53,352 12 71,136 14 82,992

The Saab 340 could accommodate 70k annual passengers doing 3 or 4 flights per day.

A 70-seater class of aircraft could easily accommodate the sort of annual passenger numbers likely to eventuate over the master planning horizon.

These are all code 3 aircraft (the Dash 8-400 causes some problems regarding runway and taxiway widths under the new MOS 139 due to its outer main gear wheel span >9 m).

It is difficult to make the case for a need to plan for the upgrade of aerodrome infrastructure to accommodate code 4 operations within the master planning horizon.

Figure 35 Regional Express Saab 340

There is some risk that security screening would be needed if the Saab 340 becomes unavailable, because other than the Dash 8-100/200 (36 seats), the vast majority of other aircraft in the market including the ATR 42, likely to be available to serve Esperance have more than 40 passenger seats.

YESP01 – MASTER PLAN 2020 – ESPERANCE AIRPORT 31

If the Saab 340 was serving the airport when annual passenger movements increased towards 70-80,000 per year, it is likely that the frequency of movements would necessitate expansion of the apron to accommodate off-schedule movements and other aircraft at the same time.

Alternatively, the current apron parking capacity could accommodate the larger aircraft at the same frequencies of movements as being currently conducted by the Saab 340.

A comparison of the 4 nominated aircraft types is provided in Figure 36 and Figure 37 (source: Transoft Aircraft Data Viewer).

Figure 37 Aircraft comparison data

Figure 36 Comparison aircraft silhouettes

5.10. Aircraft parking capacity

Presently the airport suffers from constraints in aircraft parking due to limited apron space during high traffic periods, and when this happens, access from the general aviation hangar precinct is disrupted.

The apron should be expanded in the future, allowing taxi-through for GA aircraft via a dedicated second stub taxiway.

An image of the main parking apron with all parking positions occupied (source: Shire of Esperance, taken in 2012) is provided at Figure 38.

5.11. Passenger terminal capacity

The passenger terminal meets current and expected future capacity requirements and community expectations in terms of level of service.

An image of the passenger waiting area is provided at Figure 39

Figure 39 Passenger terminal waiting area

Figure 38 Apron congestion

6. DEVELOPMENT CONSTRAINTS

6.1. Planning

Esperance Airport is subject to planning controls under the Shire of Esperance Local Planning Scheme No. 24, Special Control Area 8 (SCA 8).

The purpose of SCA 8 is to provide guidance for land use and development control within the area shown on the Scheme Map as SCA 8.

For the purpose of SCA 8, “development” shall include planting of trees and shrubs, a flagpole, antenna, aerial, tower, electricity transmission line, satellite dish, chimney, flue, smokestack or other similar structures.

The objectives of SCA 8 are to:

(i) protect the continued operations of the Esperance Airport near Gibson and its existing and potential future flight paths

(ii) ensure that development and vegetation on and around the airport does not compromise the current and future operations of the airport

(iii) control the height of all vegetation and development to prevent obstacles from being constructed within areas that are subject to airport height restrictions

(iv) ensure that new development within the airport SCA is designed and constructed to mitigate any impact by noise

(v) generally discourage subdivision and development to minimise the potential for sensitive land uses to be undertaken within the airport SCA and allow for future airport expansion

(vi) ensure that development is in accordance with and does not compromise the objectives of the Esperance Airport Master Plan.

A map showing the relevant planning overlays is provided at Figure 40 (source: Intramaps).

Note that the airport site is nominated as Strategic Infrastructure.

Figure 40 Planning Scheme mapping

6.2. Civil Aviation Safety Regulations

Current and future operations at Esperance Airport are regulated according to the requirements set out in the section below.

Civil Aviation Safety Regulation 1998 (CASR) Part 139 Aerodromes describes the requirements for aerodromes used in air transport operations.

Manual of Standards Part 139 Aerodromes (MOS 139) sets out the standards and operating procedures for certified aerodromes used in air transport operations.

The current MOS 139 came into effect on 13 August 2020.

6.3. Aerodrome Reference Code

The standards which an aerodrome facility must meet to be suitable for use by aeroplanes within a particular range of performance and size are determined by the aerodrome reference code (ARC) chosen by the aerodrome operator.

The ARC is made up of 3 elements:

a. a code number determined by the aeroplane reference field length (code number or runway code number); and

b. a code letter determined by the aeroplane wingspan (code letter); and

c. the outer main gear wheel span (OMGWS).

As the main runway 11/29 at Esperance Airport is nominated as a code 3 and the relevant wingspan of aircraft using the airport is a code letter C, the airport is considered a code 3C with non-precision instrument approaches, and has a reference OMGWS of 6 m up to but not including 9 m.

6.4. Grandfathering

A key consideration regarding the planning of future infrastructure requirements is the status of facilities at the airport in respect of previous and current standards set out in MOS 139.

A facility that was designed to a previous standard but does not conform to the new standards can be ‘grandfathered’ until such time as it is substantially changed or upgraded.

The definition of ‘grandfathered facility’ in MOS 139 is copied for ease of reference:

A grandfathered facility means an existing aerodrome facility (the facility) and the obstacle limitation surfaces associated with an existing runway that is part of the existing aerodrome facility (the OLS) that, on and after the commencement of this MOS, do not comply with the standards in this MOS, provided that:

(a) the facility and the OLS complies, and continues to comply, with the standards which applied to the facility and the OLS immediately before the commencement of this MOS; and

(b) the aerodrome operator’s aerodrome manual: (i) identifies the facility and the OLS; and (ii) sets out in detail how the facility and the OLS do not comply with this MOS.

6.5. Design Standards Option 1 – Retain grandfathered requirements

For the duration of this master planning period, the Shire of Esperance desires an aerodrome that will conform to standards applicable to code 3C instrument non-precision requirements as specified in MOS 139.

A significant consideration in the spatial planning of the airport is the increase in overall runway strip width and more restrictive obstacle limitation surfaces required under the new standards in MOS 139.

The runway strip on runway 11/29 is published as 150 m overall but should be 280 m under the new standards. This pre-existing situation is planned to be grandfathered.

If the runway reference code was increased to 4, or precision instrument approaches were introduced, then the runway strip and associated obstacle limitation surfaces would need to conform to the new standards. This would significantly impact on the ability to make use of other infrastructure such as the main aircraft parking apron and therefore the overall operation of the airport.

Option 1 therefore is to retain the aerodrome reference code as 3.

6.6. Design Standards Option 2 – meet new requirements

An alternative option 2 is to meet the new standards at some time in the future when demand requires the upgrade of the main runway to enable the airport to accommodate aircraft of a higher aerodrome reference code (i.e. code 4).

This upgrade would necessitate either demolition of significant elements of current infrastructure and land acquisition or a re-alignment of the main runway and removal of substantial elements of the built and natural environment to achieve the required airspace protection outcomes.

An indicative sketch of the problems caused by upgrading runway 11/29 under the new standards for code 4 operations on its current alignment is provided at Figure 41

Figure 41 Code 4 main runway and 280 m overall runway strip – Option 2

6.7. Environmental

No significant environmental issues were identified during the study.

6.8. Heritage

No significant heritage issues were identified during the study, other than several WWIIera machine gun emplacements. An image of one of the gun emplacements is provided at Figure 42 (source: Shire of Esperance), and a map showing their locations is provided at Figure 43 (source: Shire of Esperance).

Figure 43 Machine gun emplacements map

Figure 42 Machine gun

emplacement

7. AIRCRAFT MOVEMENT AREAS

7.1. Runways

Runway 11/29 is satisfactory for the current and expected scope of aircraft operations in terms of length, width, runway strip width and associated obstacle limitation surfaces, subject to grandfathering under previous requirements.

Runway 03/21 also meets current and expected needs, but the overall runway strip should be reduced from 90 m to 60 m as per current standards. This will provide additional land within the airport boundary for either cropping or other aeronautical purposes.

Under Option 1, in which the current code 3 status is grandfathered for the duration of the master planning period, if runway 11/29 needs to be extended to accommodate larger code 3 aircraft flying longer sectors, a 300 m extension has been planned on the western end. This is shown in Figure 44

Under Option 2, if the aerodrome is upgraded to code 4 status, then a new alignment for the main runway would be required to accommodate the wider overall runway strip.

7.2. Runway 11/29 pavement

The pavement of runway 11/29 is nearing the end of its useful life and will need a significant rejuvenation or overlay in the short term.

Given the expectation that current aircraft operations will continue for the short term, the pavement maintenance solution may not need to involve strengthening, although an asphalt overlay may result in a minor increase in the pavement bearing strength.

Consideration could be given to increasing the pavement bearing strength in a staged approach over time towards a PCN of 25-28 to accommodate potential future upsizing to 70-100 seat class of aircraft in the medium term.

7.3. Taxiways

The taxiways are satisfactory for current needs.

If the main parking apron is expanded, consideration could be given to providing a second stub taxiway to allow more efficient access to the GA precinct.

Figure 44 300 m runway extension – Option 1

7.4. Parking aprons

If there is an increase in the number of larger aircraft requiring apron parking space, the main apron will need to be expanded.

An indicative expansion plan is provided at Figure 45

The fire bomber apron should be reconfigured to enable more efficient operations and landside access.

An indicative plan is provided at Figure 46.

Figure 45 Main apron expansion plan

Figure 46 Fire bomber apron reconfiguration

Larger scale plans are provided in the Annexures

7.5. Helicopter facilities

There are no dedicated helicopter landing pads or facilities at Esperance Airport, and none are required.

7.6. Aerodrome lighting

The Esperance Airport aeronautical ground lighting facilities are satisfactory for the intended operations but will reach end of life during the 20-year planning period. Provision should be made for replacing this system within the next 5-10 years.

7.7. Wind roses

Wind roses showing historical average wind direction and speed for the period 24 April 1991 to 10 August 2020, at 9 am and 3 pm, are provided at Figure 47 and Figure 48 (source: Bureau of Meteorology).

The runways are assumed to be correctly orientated for the aviation operations conducted at the airport.

Figure 47 9 am wind rose

Figure 48 3 pm wind rose

8. AVIATION SUPPORT FACILITIES

8.1. Aviation fuel

Any additional parking positions on the main parking apron should be serviced by underground hydrants connected to the existing system.

A newly constructed bunded area next to the Avgas facility enables drum refuelling. An image of the facility is provided at Figure 49 (source: Shire of Esperance).

8.3. Air traffic control and airspace

No change is required to air traffic control or airspace arrangements.

8.4.

Navigation and approach aids

Current navigational facilities are satisfactory for current and future needs.

8.5.

Weather information service

Current weather data and forecasting services are satisfactory for current and anticipated needs.

8.6. Aerodrome rescue and firefighting services

There is no expectation of a need for ARFFS within the master planning period.

8.7.

Transport security

No change is anticipated to aviation security arrangements in the short term.

In the longer term, security screening may be required, for example, if an aircraft with a seating capacity of more than 40 regularly operates to the airport, or if the security risk context changes

Unless there is a change to the airline or aircraft providing the RPT service, it is not expected that security screening will be required within the master planning horizon.

Figure 49 Avgas drum refuelling facility

8.2. Ground support equipment

Ground handling is supplied by the contracted ground handler.

The terminal building has previously accommodated security screening operations and can reasonably be expected to accommodate future requirements with minimal, if any, change

9. PASSENGER FACILITIES

9.1. Passenger terminal

The passenger terminal serves the airport well, but as indicated via survey responses, the terminal could be improved by:

• Food and beverage facilities

• Improved internet (free Wi-Fi)

• Workstations with charging stations

• Snack vending machines.

9.2. Aeromedical facilities

The RFDS transfer building, located to the west of the passenger terminal suits the needs of both the RFDS and Esperance Airport and no change is proposed.

10. COMMERCIAL LAND USE AND DEVELOPMENT

10.1.

Current leasing and charging regime

Aeronautical fees/charges are levied on users of Esperance Airport.

Leases on the airport include:

• hangars

• an area airside for the Bureau of Meteorology weather station

• cropping lease for the balance of non-aeronautical land on the site.

10.2.

Future commercial and business prospects

Future opportunities exist to provide hangar lots with airside access and industrial lots on

Four new hangar sites are planned within the fire bomber apron precinct, as shown in Figure 50.

Figure 50 New hangar sites

11. GROUND TRANSPORT SYSTEMS

11.1.

External network

The external road network is considered adequate for the master planning horizon.

11.2.

Internal network

The internal road network will need to be upgraded to provide access to the fire bomber apron area.

11.3.

Airside access

Airside access is considered adequate.

11.4.

Rental car parking demand

The rental car service located at Esperance Airport is considered adequate.

11.5. Buses

There is no direct bus service access to Esperance Airport, but interest was expressed by the community in potentially having a service.

11.6. Taxis

The taxi service available to residents of Esperance is satisfactory.

11.7. Public car parking

At the time of preparing this Master Plan, the car parking facilities at Esperance Airport were considered adequate for the current needs.

Future considerations could be made to future proof the facilities to allow for more secure long-term parking. However, the main carpark is thought to be adequate for current demand.

12. UTILITIES AND CIVIL INFRASTRUCTURE

12.1. Water

Rainwater catchments form the primary water supply to the site, supplemented by trucked town water through the Shire of Esperance water supply network when needed

12.2. Electricity

A reticulated electricity service is provided on site.

A back-up diesel generator is available for the aerodrome lighting system.

There is capacity to install solar panels on the roof of the terminal building, and the broader airport site is large enough to accommodate a large solar farm to feed back into the grid.

12.3. Sewer/septic

Waste treatment is via individual septic systems.

A significant increase in development on the airport may initiate a requirement for SoE to provide a connection to the town sewerage system.

12.4. Communications

Telephone service is provided via landline and is considered acceptable.

ADSL internet is provided via landline.

12.5. Stormwater

Generally, stormwater run-off is managed effectively onsite. Rainwater is collected from the passenger terminal through a series of above and below ground rainwater tanks. To

improve stormwater management and collection onsite, a stormwater run-off plan could be considered in the long term.

12.6. Perimeter fencing

The perimeter fencing is considered adequate for its purpose.

13. AERODROME SAFEGUARDING

The Commonwealth Government has an interest in better planning and integrated development on and around airports and to lessen the adverse effects of aviation activity on the environment and communities. While not a planning authority, it provides guidance on broader issues such as noise around airports that can be used by statutory authorities to achieve the stated objectives. The National Airports Safeguarding Advisory Group (NASAG) has produced the National Airport Safeguarding Framework to advance this agenda. The Framework should also be taken into consideration when designing development on and in the vicinity of the airport.

13.1. Operational airspace

13.1.1.

Obstacle limitation surfaces

An airport’s obstacle limitation surfaces (OLS) define the operational airspace that should be kept free of obstacles for aircraft operations being conducted under the visual flight rules. Both current and future (ultimate) OLS should be considered in the design of developments on and within the vicinity of the airport.

Manual of Standards Part 139 Chapter 7 provides relevant parameters for the design of the OLS.

For the purposes of protecting the future OLS, a 280 m wide runway strip has been adopted.

Details of the OLS are provided in the Annexures

13.1.2.

PANS-OPS surfaces

PANS-OPS surfaces define the operational airspace a pilot is required to use when flying an aircraft under the instrument flight rules that is, when relying on instruments for navigation. Development should seek to avoid any permanent encroachments into current and future PANS-OPS airspace.

Detailed information about the PANS-OPS surfaces is provided by Airservices Australia in documentation held by the Airport Manager.

Further information can be found in NASF Guideline F: Managing the Risk of Intrusions into the Protected Airspace of Airports.

13.2. Lighting restriction zone

Manual of Standards Part 139 - Aerodromes establishes a restriction to lighting within the vicinity of an airport which, by reason of its intensity, configuration or colour, might endanger the safety of an aircraft. The vicinity of the airport can be taken to be within a 6km radius of the airport.

Details of lighting restriction zones are provided in the Annexures

Further information can be found in NASF Guideline E: Managing the Risk of Distractions to Pilots from Lighting in the Vicinity of Airports.

13.3. Wildlife hazard buffer zone

All wildlife on or around an airport should be regarded as a potential hazard to aircraft safety. Most wildlife strikes occur on and in the vicinity of airports, where aircraft fly at lower elevations. Flying vertebrates (e.g. birds or bats) mainly use airspace within 300 metres of the ground so are likely to conflict with aircraft when they are at their most vulnerable, i.e. immediately after take-off and during landing approaches or other low flying manoeuvres. Development should seek to avoid creating wildlife attracting land uses both on and within the vicinity of the airport.

Details of wildlife hazard buffer zones are provided in the Annexures.

Further information can be found in NASF Guideline C: Managing the Risk of Wildlife Strikes in the Vicinity of Airports.

13.4. Building restricted areas for aviation facilities

The Building Restricted Area (BRA) is defined as a volume where buildings and other objects have the potential to cause unacceptable interference to the signal-in-space transmitted by the radio navigation facility. All radio navigation facilities have a BRA defined which may extend to a significant distance from the facility. The purpose of the Building Restricted Area is not intended to prohibit development but rather to trigger an assessment of a proposed building or development for its impact on the radio navigation facility. The BRA is primarily intended to be used by Aerodrome Operators and Local Planning Authorities but is also required to be used by the systems engineer when selecting a new site for a radio navigation facility. All development applications near a radio navigation facility shall be assessed to determine if the facility BRA is infringed. If there is no infringement the assessment process may be terminated, and the application approved.

Further information can be found in NASF Guideline G: Protecting Aviation Facilities Communications, Navigation and Surveillance (CNS).

The BRAs for NDB, VOR and DME facilities are represented in the Annexures.

13.5. Public safety areas

NASAG has drafted a new Guideline for Public Safety Zones (PSZs) to mitigate the risk to people on the ground near airports by informing a consistent approach to land use at the end of Australian airport runways. PSZs seek to limit land uses that would increase the number of people in the zone or result in the storage of hazardous materials in the zone.

The Guideline is intended to assist land-use planners at all levels to better consider public safety when assessing development proposals and rezoning requests and when developing strategic land use plans.

Since there is no formal requirement to implement public safety zones, and because of the uncertainty about specific design parameters, this concept has not been incorporated in the Master Plan.

Further information can be found in NASF Guideline I (Managing the Risk in Public Safety Zones at the Ends of Runways) (draft under development).

13.6. Aircraft noise

Aircraft noise can affect the allocation of appropriate uses on and external to the airport site.

Australian Noise Exposure Forecast (ANEF) contours provide a scientific measure of the aircraft noise exposure levels around airports taking into account the frequency, intensity, time and duration of aircraft operations. Standard methodology for evaluating the noise climate around airports is defined in AS 2021-2015 Acoustics – Aircraft Noise Intrusion –Building Siting and Construction, which recognises the ANEF contour charts as the primary method for long-term noise impact assessment.

Development controls based on ANEF criteria are incorporated in SCA8 – Esperance Airport Special Control Area 8 of the Shire of Esperance Local Planning Scheme No. 24.

The ANEF for Esperance Airport was prepared in 1995.

Further information can be found in NASF Guideline A: Measures for Managing Impacts of Aircraft Noise.

14. MASTER PLAN

Staging of infrastructure development for the Master Plan aligns with anticipated changes in demand and user requirements within the two nominal time frames – short term (1-5 years) and longer term.

The actual order and timing of nominated changes will, in part, depend upon realised demand and available funding.

14.1. Short term - stage one

The following works are recommended for the short-term period

No Aspect Description Timeframe Desired outcome Indicative costs

1 GA Apron, Taxiway and Fire Bomber Area

Additional apron space required for GA and hangar users Required for access from runway to hangar precinct. Reconfigure and consider providing landside access.

2 Main runway Consider pavement strength upgrade to accommodate larger aircraft, during the next runway overlay

3 Runway lighting system upgrade Replace runway lighting system

Within the next 5 years Improved operational and safety proficiency $200,000 - gravel

Within the next 5 years Improved operational and safety proficiency and minor increase in operational capacity

$5,000,000

Within the next 5 years Improved operational and safety proficiency $1,000,000

14.2. Longer term development

The following developments are allowed for by the end of the 20-year master planning period

No Aspect Description

1 Main parking apron expansion, sealing of hangar area and connecting stub taxiway

Expand main parking apron if required according to demand

Trigger for requirement Timeframe Desired outcome Indicative costs

Increased frequency of RPT services 5-10 years Increase in operational capacity $7,000,000

2 Terminal building Plan for incorporation of security screening Aircraft with >40 passenger seats 10-20 years Regulatory requirement TBC as or if required

3 Utilities Upgrade utilities and civil infrastructure as required in relation to additional services, and changes made to site capacity and demand

4 Aeronautical infrastructure Upgrade infrastructure in line with operational requirements, and safety regulations as capacity is increased at the airport

Master Plan drawings are provided in the Annexures.

As necessary with regard to capacity of current utilities being exhausted

When required, to cater to increased capacity and operations

10–20 years Provide utilities and civil infrastructure which support operations and demand

10–20 years Support aeronautical operations through required infrastructure

TBC as or if required

TBC as or if required

15. REVENUES AND COSTS

A detailed analysis of revenues and costs has not been performed as part of the master planning activity. Notable issues that arose during the study are documented for further consideration.

15.1. Revenues

A detailed analysis of revenues associated with the staged upgrade of Esperance Airport and industrial precinct has not been prepared as part of the master planning activity.

15.2. Costs

A high-level estimate of costs for the proposed works in expanding the main parking apron development has been prepared.

Other indicative costs are allocated to the nominated short and long term works as supplied by the Shire of Esperance.

Further preliminary design work is required in order to adequately scope and specify the work required to deliver the various aspects of the overall plan before a final cost estimate can be prepared.

16. GLOSSARY

AAGR average annual growth rate

AIP Aeronautical Information Package

AMSL above mean sea level

ANEC Australian Noise Exposure Concept

ANEF Australian Noise Exposure Forecast

ARFFS aerodrome rescue and firefighting service

AsA Airservices Australia

ATC air traffic control

BRA building restricted area

CAAP Civil Aviation Advisory Publication

CAR Civil Aviation Regulation 1988

CASA Civil Aviation Safety Authority

CASR Civil Aviation Safety Regulation 1998

CTAF Common Traffic Advisory Frequency

ERSA En Route Supplement Australia

GA general aviation

GNSS Global Navigation Satellite System

GPS Global Positioning System

GSE ground support equipment

HLS helicopter landing site

ICAO International Civil Aviation Organization

INP instrument non-precision

IWDI illuminated wind direction indicator

LGA local government authority

LIRL low intensity runway lights

MOS Manual of Standards

MTOW maximum take-off weight

NASF National Airports Safeguarding Framework

NBN National Broadband Network

NDB Non-Directional Beacon

OLS obstacle limitation surfaces

PANS-OPS Procedures for Air Navigation Services – Aircraft Operations

PAPI Precision Approach Path Indicator

PSZ public safety zone

RFDS Royal Flying Doctor Service

RNAV-GNSS Area Navigation – Global Navigation Satellite System

RPT regular public transport

RTIL runway end identifier lights

SGS satellite ground station

SoE Shire of Esperance

SPP State Planning Policy

YESP01 – MASTER PLAN 2020 – ESPERANCE AIRPORT

17. REFERENCES

• Airservices Australia, Aeronautical Information Package; including En Route Supplement Australia (ERSA, RDS, DAP) effective 05 November 2020

• Bureau of Meteorology, WA Radar Sites Table and Information, http://www.bom.gov.au/australia/radar/wa_radar_sites_table.shtml

• Civil Aviation Safety Authority, Civil Aviation Safety Regulations 1998

• Civil Aviation Safety Authority, Part 139 (Aerodromes) Manual of Standards 2019, dated 5 September 2019

• Department of Infrastructure and Regional Development (C’th), Airport Traffic Data 1985-86 to 2017-18 (xls format)

• International Civil Aviation Organization, International Standards and Recommended Practices (SARPS) Annex 14 Aerodromes, Volume 1 Aerodrome Design and Operations and Volume II Heliports

• OzRunways, aeronautical navigation charts extracts

• Shire of Esperance, Esperance Strategic Community Plan 2017-2027

• Shire of Esperance, Esperance Region Economic Development Strategy

• Shire of Esperance, Local Planning Scheme No. 24

ANNEXURES

Short term

• Main apron expansion

• Fire bomber apron

Long term

• Runway extension

• Runway upgrade

Aerodrome Safeguarding

• Obstacle Limitation Surfaces (Current)

• Obstacle Limitation Surfaces (Future)

• Light Restriction Zone Plan

• Wildlife Hazard Buffer Plan

• Building Restricted Areas

SHORT TERM

• E20029-01-YESP-SKT-0001-B APRON MASTERPLAN

• E20029-01-YESP-SKT-0002-B APRON MASTERPLAN CLEARANCES

• E20029-01-YESP-SKT-0003-A GENERAL AVIATION MASTERPLAN

YESP01 – MASTER PLAN 2020 – ESPERANCE AIRPORT

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LONG TERM

• E20029-01-YESP-SKT-0009-A MP RWY EXTENSION

• E20029-01-YESP-SKT-0004-A RUNWAY UPGRADE

YESP01 – MASTER PLAN 2020 – ESPERANCE AIRPORT

AERODROME SAFEGUARDING

• E20029-01-YESP-SKT-0005-A OLS EXISTING - SHEET 1

• E20029-01-YESP-SKT-0006-A OLS EXISTING - SHEET 2

• E20029-01-YESP-SKT-0007-A OLS RWY EXTENSION - SHEET 1

• E20029-01-YESP-SKT-0008-A OLS RWY EXTENSION - SHEET 2

• E20029-01-YESP-SKT-0010-A Wildlife Buffer Zones

• E20029-01-YESP-SKT-0011-A Light Restriction Zones

• E20029-01-YESP-SKT-0012-A Building Restricted Areas

YESP01 – MASTER PLAN 2020 – ESPERANCE AIRPORT

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APPROACHSURFACE Lengthofinneredge 150 Distancefromthreshold(m) 60 Divergenceeachside 15% FirstSectionlength(m) 3000 Slope 3.33% Secondsectionlength(m) 3600^ Slope 2.5%^ Horizontalsectionlength(m) 8400^ TotalLength 15000^

INNERHORIZONTALSURFACE

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