Lastest News

Western Sydney Airport (WSA)
 
20 December, 2016:  The Turnball Government has served the "Notice of Intention" for Sydney Airport Group to own and operate WSA.  Sydney Airport Group has a legislated right of first right of refusal to build, own and operate WSA and now must signify acceptance or rejection to run WSA in a response to the government within 4 months.
No Aircraft Noise believes if Sydney Airport accepts and owns / operates WSA, they will be given a geographic monopoly and will have little incentive to make WSA a viable airport resulting in worst aircraft noise in Sydney and putting noise sharing, the flight cap, the curfew and regional flight access to Sydney Airport at risk.  Read the Minister’s media release>>

15 September, 2016:
  The final Western Sydney EIS and Airport Plan was issued.  Link to the Western Sydney Airport final EIS>>

19 October, 2015: The Western Sydney Draft EIS and Draft Airport Plan was issued for a 60 day public consultation period on Monday, 19 October with submissions due by Friday, 18 December, 2015.  No Aircraft Noise is preparing a submission.

The Airport Plan will be the initial operational Master Plan until the lessee produces their Master Plan.

Key issues being:

1.Lack of a fast, convenient rail link to Sydney CBD, Sydney Airport with interchange to greater Sydney and to the growth areas of Western Sydney will result in difficulty for potential passengers to get to the airport.  This will be a significant problem for peak hour passengers who need fast, cost effective access to the airport.

  2.Airlines are to be given option to “opt in” to use Western Sydney Airport and why would they incur that cost without benefit until Sydney Airport capacity constraints bite.  Government does not see it has a role to ensure this airport is viable but is leaving it to market forces.

3.Western Sydney demographic change and growth will take decades to achieve and will not be adequate to drive passenger demand for this airport from the western Sydney as relied on in the EIS. Hence, the airport will not be viable as described initially.  Today, only 11% of Sydney passenger start or end their flights in the Western Sydney suburbs with the majority of Sydney passengers commening or  ending their flights in the Sydney CBD, northern and eastern suburbs. (2006 Sydney Airport Ground Transport Plan)

4.The Sydney airspace deign is at a conceptual level only and details on new flight paths and changes to existing Sydney Airport flight paths are not yet known.  Therefore, we do not know the impact on the residents of Sydney from a noise perspective.

Read more on our summary of the  Western Sydney (Badgerys Creek)  Airport EIS (pdf)>>

Note:  The linked document requires Adobe Acrobat Reader.

July, 2015:  Government put a “notice of intention” to build a 24 hour airport at Badgerys Creek to Sydney Airport Corporation (SAC).  Under the Sydney Airport Privatisation Act, SAC has the first right of refusal to build a second Sydney Airport.

Oct, 2015:  SAC will have 4 months to respond to the Notice of Intention including a timeframe for construction.  If SAC declines the offer, then government will put the same terms to other parties.  Assessment of the EIS and Airport Plan is expected by June, 2016, this includes any conditions levied by the Minister of the Environment.

NAN recommends that the airport be replaced to a site with good road and railway links to the city, where an environmentally acceptable 24 hour airport can be developed which meets the capacity needs of Sydney well into the future.

A government decision to build an airport at Badgery’s Creek subject to a successful ES has been made, No Aircraft Noise’s current position is for the provision of adequate and effective aviation services with the best available aviation outcome for the Sydney region that minimises the impact of airport operations on communities.

West Connex Motorway
 
The West Connex motorway is planned to serve Sydney Airport’s car parks, Port Botany freight and motor traffic into the central city from the west and south west.  It will cost 10 to 15 billion dollars and is only possible with huge amounts of public money.  No corporate motorway company is interested unless there is a big subsidy and the government takes the financial risk.
 
In stages the West Connex would go in tunnels from Strathfield to Camperdown, looping around through St Peters to join duplicated M5 East tunnels at the airport.  Every stage of the motorway would create a new point of chaos, from the widened M4 at Strathfield and after that the tunnel to Ashfield and so on.
 
Each new point of congestion would be proof to the road builders that further motorway building was needed. But even if the West Connex was completed in ten years or more, it still wouldn’t move many people compared with trains or light rail.  Sydney’s trains carry 24,000 people an hour down a single track and the Randwick light rail will carry up to 18,000 an hour. A motorway lane will only take 2,000 cars, or 4,000 people an hour.  With West Connex, the city would remain congested, as Los Angeles is, despite its immense network of motorways.
 
While the airport remains at Mascot, it would be much cheaper for the NSW government to buy back the airport railway stations and remove the ticket surcharge rather than subsidise the over priced airport car parks with another motorway.
 
With a big and growing city, the main way to move our millions of people will be with a good, frequent and integrated public transport system.  By promising to fund roads and not put any money into urban public transport, Tony Abbott has shown that he does not understand how big cities work, or care about having an efficient and productive country.
 
For more information see NoW Public Transport website: westconnex.info 

Airport admits new “quiet” jets won’t reduce noise
 
The Sydney Airport draft Master Plan predicts that noise will continue to rise north and north west of the airport.
 
The 2033 forecasts are above the 2011 actual noise levels, despite the planned introduction of slightly quieter jets. 2011 was noisier than 2007 as air traffic has grown.
 
Noise above the 20 ANEF (Australian Noise Exposure Forecast) mark will extend into Hunters Hill when it fell short of Lyons Road, Drummoyne back in 2007.  North Ryde, Macquarie Park and Linfield will all get more noise if the Master Plan is approved in December.
 
North west take offs will increase the number of planes noisier than 70 decibels over Summer hill, Haberfield, Concord West and beyond.
 
In the 2004 Master Plan, the first after Macquarie Bank took over the lease on Sydney Airport, they admitted that new technology would only partially offset noise from the increase in the number and size of aircraft.
 
While the new Airbus A380 is quieter than a Boeing 747, it is still one of the noisiest aircraft flying from Sydney Airport and way above acceptable noise levels for residential areas.  The Airbus average measurement was above 80 dBA (decibels) at Leichhardt Town Hall in 2007.
 
On the lower North Shore at Hunters Hill, the A380 is making 75.1 decibels on take off and 74.9 on landing.
 
Anything above 60dBA at night or 70dBA in the day time is offensive noise in a residential area according to the Australian Standards for noise from aircraft.
 
Promises like the report in the Daily Telegraph that “substantial chunks of the inner west of Sydney will be exempted from aircraft noise within 20 years” because of new “quiet” jets are shown to be false.
 
We must move the airport out of the city for all our future air traffic needs and to have a liveable city.

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