Warning: Expert cap being donned, you have been warned about the insane level of knowledge about to be imparted.
If they had focussed on running an airport instead of being a property developer, they would have seen what was happening.
That's been what every airport corporation save SYD has done since the privatisation of airports under Hawke/Keating.
This is because they have commercial imperatives, looked at the land use needs of the airport for the next X years, then sold off/leased what obviously wouldn't be needed so they could fund works needed to the facilities and pay down the massive debts they took out to buy the 99yr leases for the facility.
I haven't seen the long trerm plans for the development of the airport (a colleague recently departed from his role as Engineer for Westralia Airports) but would be interested to do so.
The 2009 master plan for PER is available online. The plan as published is designed to take the airport through to 2024.
If they maintain the current two very separate terminal set up I'd like to see a dedicated underground rail link.
Two part answer here: Firstly, getting rid of the two terminal (DOM and INT) setup has always been the plan, going back as far as 1984 when the then federal Department of Aviation completed the master plan for PER which was necessary before construction of the current INT.
The long and the short of the plan was a single terminal complex for INT & DOM, which would go around the North end of Horrie Miller Dr in a horseshoe. The land reserved for the terminal extended as far south down Horrie Miller as the current Coles Group distribution complex.
Further when the 3rd runway is constructed (RWY 03L/21L), it is envisaged that a taxiway would be constructed between the resulting two parallel runways. This would be situated roughly between the Gold Refinery and the Coles distribution complex. This would in turn necessitate sinking of Horrie Miller Dr in a way similar to that employed at SYD over Southern Cross Dr/M5 East.
You can actually read the original 1985 master plan at the State Library of WA which has the original maps and drawings of the perceived airport.
As for the rail link question, the 2024 master plan calls for the construction of a rail link that would connect from the Midland line between Bayswater & Ashfield stations, heading south along Tonkin Hwy at grade, before going underground to connect the two terminals. There's been lots of talk about this rail link over the years, being raised and discussed by successive governments, but no action being taken.
The last real effort to bring this to fruition was under the Rudd Government's Nation Building Program in response to the GFC. In 2009, the Federal Govt. offered the Barnett Government and then transport minister Simon O'Brien the full funds necessary to construct the airport rail link. This offer was turned down, saying it wasn't necessary for PER to have a rail link.
Knowledge of this offer and subsequent rejection wasn't widely publicised save for a few brief mentions in the print media. Needless to say, those of us who follow the issue were a little more than peeved at this offer bring rejected - specially as we know it'll take at least another decade before real action to construct this link takes place.
The expansion of both terminals must be an immediate perogative. Having to constantly deplane (Pilbara - PER flights) onto a bus and then get dropped on the tarmac is very ordinary for a capital city.
As you should know, this is already being addressed through the construction of both Terminal WA (ETA end 2012, under construction) and the new DOM pier on T1 (ETA 2014).
When DJ move into the new T1 DOM pier, this will allow QF reasonable expansion space into T3 until they move over to T1 sometime between 2018-2020.
After all that I find Perth is no worse than BNE, ADL or CBR and taxis definitely are not a problem. However given the traffic through the place some wholesale expansion is required.
On the taxi issue, I find PER is on par with other capitals in terms of availability and speed. The changed to the DOM forecourt and roadways completed last year as well as having a single taxi rank for T2 & T3 provides more than enough efficiency to make it a viable transport option.
In respect of the terminals, PER has a long way to go to bring it into the same league as ADL and MEL.
Out of all the Australian airports, I personally think ADL is top of the tree. It's the best designed, most user friendly, spacious and well lit. The design of the flow through the terminal and gate areas is a breeze, and you never feel like you're standing on top of others as you move through.
Yeah the lack of train line is inexcusable really!! especially when the government want to spend money on the foreshore development, we need to get the people to the foreshore first!!
Given the economic boom in Perth, I am surprised there has been no rail link to the airport built, the boom is hardly a overnight phenonemen
See previous comments on rail, but it's a case of chicken and egg here. Do we build the facilities and areas that make Perth a move visitor and resident friendly city, or do we create transport infrastructure that allows people to move around easily.
If people can't move around, they can't get to where they want to go. But when they get there, is there anything worth seeing in the first place?
Only BNE and SYD have rail lines to the airport in Australia, so PER is not unique in this regard. I think MEL needs a rail line before PER, considering it is a $60-70 taxi ride to the city in MEL versus $30-$35 in PER.
The MEL rail chestnut. This airport needs rail yesterday, however the agreements struck by previous state governments there with road/motorway developers have pretty much prevented rail to the airport even being considered. I won't rehash what has been discussed and mentioned in other threads on this matter.
And let's not forget, you can get from MEL to City for AUD16 using Skybus - and the speeds of that service are compariable with any possible rail service to/from the airport.
Once the Great Eastern Highway reconstruction is complete, it will be quick run from the city to the existing domestic terminal. Better than some others.
A nice idea, but sadly I don't buy into the hype. Gt Eastern Hwy is already congested when it was two lanes in each direction, and a 3rd lane in each direction is only going to mean more people will use the route leading to the same levels of congestion.
What will provide a faster connection to the airport is the commencement of the Leach Hwy interchange. This along with upgrades on Leach Hwy and Graeme Farmer Fwy/Orrong Rd routes will provide a far better and smoother connection to the airport. It should also be noted that this route currently has far less traffic lights than the Gt Eastern Hwy route.
It should also be noted that access to/from INT is becomming a little easier, with access to Dunreath Dr from Tonkin Hwy set to commence sometime in March 2012. This will allow people going to/from INT to avoid the basketcase that is Horrie Miller Dr/Tonkin Hwy/Kewdale Rd intersection.
