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Phuket International Airport

Phuket International Airport is an international airport serving the island of Phuket and its province in southern Thailand. It is located 32 km north of downtown Phuket in the Mai Khao subdistrict of Thalang district. The airport plays a major role in Thailand's tourism industry, as Phuket is a popular resort destination. It is the third-busiest airport in Thailand in terms of passengers, after Suvarnabhumi Airport and Don Mueang International Airport in the Bangkok Metropolitan Region. The airport set a record of 15.1 million arrivals and departures in 2016, up 17.8 percent from 2015.

Terminals

Phuket International Airport features three distinct terminals to manage its air traffic. Terminal 2 is designated for international flights, while Terminal 3 handles domestic flights. Additionally, Terminal X, specifically intended for charter flights, was opened in February 2014.

To accommodate increasing passenger traffic, Phuket International Airport underwent a significant expansion and renovation project, which was completed in 2016 at a cost of 5.14 billion baht. This expansion of the new international terminal increased its capacity to handle 12.5 million passengers annually. Overall, the expansion enhanced the airport's total capacity from 6.5 million to 20 million passengers per year.

In light of the airport's congestion and limited space for further expansion, a proposal for a rail link from Krabi International Airport, an alternate location, was put forward in 2012. This suggestion aimed to alleviate the growing traffic and logistical challenges faced by Phuket Airport.

Future
A proposal for a new international airport has been put forward, aimed at serving three provinces: Phang Nga, Phuket, and Krabi. The construction of this airport is planned to be carried out in two phases. The first phase of the project was anticipated to be completed by 2025, but in 2022, the entire proposal was put on hold. The new airport was intended to function as an alternative to the existing Phuket and Krabi airports, offering additional capacity and potentially alleviating air traffic congestion in the region.

Airlines and destinations
However, the airline does not have traffic rights to transport passengers solely between Phuket and Penang.

Traffic statistics
Phuket is a favourite tourist destination in the region. International passengers mainly come from Asia Pacific and Europe. In 2012 it ranked second-busiest in total passenger traffic, after Suvarnabhumi Airport in the Bangkok metropolitan area. In mid-2015 the airport, designed to handle 20 flights per hour, was servicing 23 per hour.

Phuket airport handled 12.9 million passengers in 2015, 12.8 percent more than 2014, with international numbers rising 8.27 percent to 6.95 million and domestic up 18.6 percent to 5.9 million. Aircraft movements grew 11.6 percent to 84,758, with 43,996 international (up 7.63 percent) and 40,762 domestic (up 16.1 percent).

Incidents and accidents

 * 15 April 1985: A Thai Airways Company Boeing 737-200 (registered HS-TBB) crashed, killing all 11 people on board. The crew had issued a radio call informing air traffic control that both engines had flamed out. No cause could be determined for the engine shutdown.
 * 31 August 1987: Thai Airways Flight 365, a Boeing 737-200 (registered HS-TBC) from Hat Yai International Airport crashed into the ocean upon final approach, killing all 83 people on board. The investigation determined pilot error as the primary cause.
 * 16 September 2007: One-Two-GO Airlines Flight 269 arriving on a scheduled flight from Bangkok's Don Mueang Airport crashed after hitting the runway while attempting to land in driving rain and severe wind shear. The McDonnell Douglas MD-82 (registered HS-OMG) slid off the runway, split into two, and exploded into flames after an apparent attempt to execute a go-around moments before touchdown. There were 123 passengers and seven crew on board; 89 died and 40 were injured.

title: Phuket International Airport


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Chiang Rai International Airport

Mae Fah Luang - Chiang Rai International Airport is in Ban Du subdistrict, Mueang Chiang Rai district, Chiang Rai province in northern Thailand. The airport is about 8 km from the city center. Since 1998, it has been managed by the Airports of Thailand Public Company Limited (AOT). In 2013, the airport handled over 1,000,000 passengers and 7,000 passenger flights. The airport had international flight facilities and served a few international routes to Macau, Singapore, Kuala Lumpur, Kunming, Haikou, Hangzhou, Changsha, Xishuangbanna, Shenzhen, and Chengdu, all of which were suspended due to the COVID-19 pandemic. Since travel restrictions were imposed in China, there have been no international commercial flights connecting Chiang Rai to the global market. Thus, the airport has been seeking other possible routes to connect to such as to South Korea.

In 2014, Airports of Thailand announced that they would expand Chiang Rai airport. The plans include building an additional taxiway and more shops, and possibly extending the runway. This should be completed in 2030.

Chiang Rai International Airport was named "Mae Fah Luang", after Princess Srinagarindra, mother of the previous monarch, Bhumibol Adulyadej, reigning under the dynastic name of Rama IX.

Expansion
Since the relaxation of COVID-19 travel restrictions, the airport is handling approximately 3,900 passengers per day. However, there are still no international flights operating to the airport. The Airports of Thailand (AOT) has approved expansion plans for the airport to attract international carriers and improve the experience for passengers using the airport's facilities. This includes improvements to the airport's entrance and exit roads, the construction of a Maintenance Repair Operation centre (MRO) for aircraft maintenance, and the construction of a parallel taxiway.

The construction of the aircraft maintenance facility is set to be completed by 31 July 2023. The facility will be able to service and repair large Airbus and Boeing aircraft from China. The airport will also become a cargo transportation hub for the northern region of Thailand.

Accidents and incidents

 * 30 July 2022: Nok Air Flight 108, a Boeing 737-800 (registered HS-DBR) from Bangkok Don Muang to Chiang Rai with 164 passengers and 6 crew, landed on Chiang Rai's runway 03 at 21:04L (14:04Z) but veered left off the runway and came to a stop all wheels off the paved runway. There were no injuries reported. The airport was closed until the aircraft and foreign object debris (FOD) could be moved away from the runway. The airport reopened and continued operations as normal 6 days later.

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: Chiang Rai International Airport


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Tishrei

Tishrei or Tishri ( tīšrē or  tīšrī; from Akkadian tašrītu "beginning", from šurrû "to begin") is the first month of the civil year (which starts on 1 Tishrei) and the seventh month of the ecclesiastical year (which starts on 1 Nisan) in the Hebrew calendar. The name of the month is Babylonian. It is a month of 30 days. Tishrei usually occurs in September–October on the Gregorian calendar.

In the Hebrew Bible the month is called Ethanim (אֵתָנִים – ), or simply the seventh month. In the Babylonian calendar the month is known as Araḫ Tišritum, "Month of Beginning" (of the second half-year).

Edwin R. Thiele has concluded, in The Mysterious Numbers of the Hebrew Kings, that the ancient Kingdom of Judah counted years using the civil year starting in Tishrei, while the Kingdom of Israel counted years using the ecclesiastical new year starting in Nisan. Tishrei is the month used for the counting of the epoch year – i.e., the count of the year is incremented on 1 Tishrei.

Holidays

 * 1–2 Tishrei – Rosh Hashanah
 * 3 Tishrei – Tzom Gedaliah – (Fast Day) – On Tishrei 4 when Tishrei 3 is Shabbat
 * 9 Tishrei – Erev Yom Kippur
 * 10 Tishrei – Yom Kippur – (Fast Day)
 * 15–21 Tishrei – Sukkot/Sukkos
 * 21 Tishrei – Hoshanah Rabbah
 * 22 Tishrei (and 23 outside of Israel) – Shemini Atzeret/Atzeres & Simchat Torah/Simchas Torah

In Jewish history and tradition

 * 1 Tishrei (c. 3760 BCE) – Adam and Eve were created, according to one opinion in the Talmud.
 * 1 Tishrei (1923) – Daf Yomi study regimen is launched.
 * 2 Tishrei (1659) – HaRav Tuvya and HaRav Yisroel were murdered in a blood libel in Razino.
 * 3 Tishrei (c. 582 BCE) – Assassination of Gedaliah; now a fast day.
 * 4 Tishrei (1683) – King Louis XIV expelled the Jews from all French territories in America.
 * 5 Tishrei (135 CE) – Rabbi Akiva is arrested.
 * 6 Tishrei (1964) – death of Chana Schneerson mother of the Lubavitcher Rebbe Menachem Mendel Schneerson.
 * 6 Tishrei (1939) – The Wehrmacht murdered 100 Jews in Lukov, Poland.
 * 7 Tishrei (c. 1313 BCE) – Taanit tzaddikim (Orach Chaim 5580:2) commemorating God's decree that the Dor Hamidbar die in the wilderness because of the sin of the Eigel HaZahav / Golden Calf (according to some, (Kol Bo and others), the event took place one day earlier, on 6 Tishrei).
 * 8 Tishrei (c. 946 BCE) – 14-day dedication of Solomon's Temple begins.
 * 9 Tishrei (123 CE) – Death of the Tanna R' Elazar ben Rab' Shimon.
 * 10 Tishrei (c. 1313 BCE) – Moses returns from a final trip to Mount Sinai, bearing a second set of tablets and a message of forgiveness for the Golden Calf.
 * 10 Tishrei (1973) – The armies of Egypt, Syria, and other Arab states attack Israeli positions in the Sinai and Golan Heights, beginning the Yom Kippur War.
 * 11 Tishrei – The Baal Shem Tov wrote that the day after Yom Kippur is an even greater holiday than Yom Kippur itself, a day called "Bshem HaShem" or in Yiddish "Gott's Nomen", literally "The Name of God".
 * 13 Tishrei (1882) - Passing of the Rebbe Maharash, the 4th Chabad Rebbe.
 * 16 Tishrei (1349) – The Jewish population of Krems, Germany, was massacred in the Black Death riots.
 * 18 Tishrei (1810) – Death of Rabbi Nachman of Breslov
 * 22 Tishrei (2023) - Hamas, alongside several other Palestinian militias, launch the 2023 Hamas-led attack on Israel, starting the Israel–Hamas war.
 * 25 Tishrei (1809) – Death of Rabbi Levi Yitzchok of Berditchev

title: Tishrei


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Cheshvan

Marcheshvan (Hebrew:, Standard Marḥešvan, Tiberian Marḥešwān; from Akkadian waraḫsamnu, literally, 'eighth month'), sometimes shortened to Cheshvan (, Standard Ḥešvan Tiberian Ḥešwān), is the second month of the civil year (which starts on 1 Tishrei), and the eighth month of the ecclesiastical year (which starts on 1 Nisan) on the Hebrew calendar.

In a regular (kesidran) year, Marcheshvan has 29 days, but because of the Rosh Hashanah postponement rules, in some years, an additional day is added to Marcheshvan to make the year a "full" (maleh) year. Marcheshvan occurs in October–November in the Gregorian calendar.

The Hebrew Bible, before the Babylonian Exile, refers to the month as Bul. In Sidon, the reference to Bul is also made on the Sarcophagus of Eshmunazar II dated to the early 5th century BC.

Etymology
Compared to its Akkadian etymon waraḫsamnu, the name Marḥešvan displays the same lenition of ungeminated  to   found in other month names (Tammuz traditionally contains mem with dagesh). Uniquely to this name the initial has also changed to, giving the overall effect of a metathesis. In the modern form, with the connection to the roots w-r-ḥ ('moon', 'month') and š-m-n ('eight') no longer apparent, the first two letters מַר (mar) have been re-interpreted as the Hebrew word for 'bitter', alluding to the fact that the month has no holidays or fasts. In other contexts, the word is attributed to mean droplet, associating this month with the rainy season.

Events

 * 7 Marcheshvan: The prayer V'tein tal u-matar ('deliver dew and rain') is added to the Shemoneh Esrei prayers in Israel. If no rain has fallen by the 17th of the month, special prayers are added for rain.
 * Fast of Behav: According to the custom of most Eastern Ashkenazic communities, on the first Sabbath after Rosh Chodesh Cheshvan, a prayer is recited on behalf of all those who are going to fast on Bahab. Bahab, or in Hebrew, stands for 2, 5, 2, i.e., Monday (2nd day of the week), Thursday (5th day), and another Monday. On the Monday, Thursday, and second Monday after the Sabbath, it is customary in many communities (mostly Ashkenazic, although there were some Sephardic communities who adopted this custom as well) to fast and/or to recite penitential prayers called Selichot. According to the Western Ashkenazic rite, as well as some Eastern Ashkenazic communities (especially Hungarian communities), the second Monday of Bahab is the Monday before Rosh Chodesh Kislev, the Thursday is the Thursday preceding that, the first Monday is the Monday preceding that, and the Sabbath in which the prayer is recited is the Sabbath preceding that. Bahab is also observed at the beginning of Iyar; in Iyar it is observed at the beginning of the month in both Eastern and Western Ashkenazic rites.
 * Sigd: The Ethiopian Jewish community celebrates Sigd on the 29th day of Marcheshvan, 50 days from Yom Kippur, analogous to counting 50 days from Pesach to Shavuot. Israel officially recognized Sigd as a national holiday in 2008, and it is observed annually on 29 Cheshvan.

In Jewish history and tradition

 * 8 Marcheshvan (A.D.66) – Jewish nationalists defeat the Romans at the famous Beth Horon Pass, killing 5,300 footmen and 380 horsemen
 * 11 Marcheshvan (circa 2105 BCE) – Methuselah dies at age 969
 * 11 Marcheshvan (circa 1553 BCE) – Death of Rachel while giving birth to Benjamin
 * 12 Marcheshvan (1995) – Assassination of Yitzhak Rabin; now a national memorial day
 * 15 Marcheshvan – King Jeroboam's alternative feast of Sukkot for the people of the northern Kingdom
 * 15 Marcheshvan (165 BCE) – Death of Matityahu (Mattathias), who began the Maccabean revolt in the city of Modiin
 * 16 Marcheshvan (1938) – Kristallnacht/Pogromnacht: 1,400 synagogues and numerous copies of the Tanakh are purposefully and systematically set on fire and allowed to burn in Nazi Germany
 * 16 Marcheshvan (1994) – Death of Reb Shlomo Carlebach
 * 17 Marcheshvan (circa 960 BCE) – First Temple completed by King Solomon (it was not inaugurated until the following Tishrei however)
 * 20 Marcheshvan (1860) - Birth of Rabbi Sholom Dovber Schneersohn, the 5th Chabad Rebbe.
 * 23 Marcheshvan (164 BCE) – Hasmonean holiday commemorating the removal from the Holy Temple of altar stones which were defiled by the Greeks

title: Cheshvan


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Outlaw

An outlaw, in its original and legal meaning, is a person declared as outside the protection of the law. In pre-modern societies, all legal protection was withdrawn from the criminal, so anyone was legally empowered to persecute or kill them. Outlawry was thus one of the harshest penalties in the legal system. In early Germanic law, the death penalty is conspicuously absent, and outlawing is the most extreme punishment, presumably amounting to a death sentence in practice. The concept is known from Roman law, as the status of homo sacer, and persisted throughout the Middle Ages.

A secondary meaning of outlaw is a person systematically avoiding capture by evasion and violence. These meanings are related and overlapping but not necessarily identical. A fugitive who is declared outside protection of law in one jurisdiction but who receives asylum and lives openly and obedient to local laws in another jurisdiction is an outlaw in the first meaning but not the second (one example being William John Bankes). A fugitive who remains formally entitled to a form of trial if captured alive but avoids capture because of the high risk of conviction and severe punishment if tried is an outlaw in the second sense but not the first (Sándor Rózsa was tried and sentenced merely to a term of imprisonment when captured).

In the common law of England, a "writ of outlawry" made the pronouncement Caput lupinum ("[Let his be] a wolf's head"), equating that person with a wolf in the eyes of the law. Not only was the subject deprived of all legal rights, being outside the "law", but others could kill him on sight as if he were a wolf or other wild animal. Women were declared "waived" rather than outlawed, but it was effectively the same punishment.

Ancient Rome
Among other forms of exile, Roman law included the penalty of aquae et ignis interdictio ("interdiction of water and fire"). Such people penalized were required to leave Roman territory and forfeit their property. If they returned, they were effectively outlaws; providing them the use of fire or water was illegal, and they could be killed at will without legal penalty.

The interdiction of water and fire was traditionally imposed by the tribune of the plebs and is attested to have been in use during the First Punic War of the third century BC by Cato the Elder. It was later also applied by many other officials, such as the Senate, magistrates, and Julius Caesar as a general and provincial governor during the Gallic Wars. It fell out of use during the early Empire.

England

In English common law, an outlaw was a party who had defied the laws of the realm by such acts as ignoring a summons to court or fleeing instead of appearing to plead when charged with a crime. The earliest reference to outlawry in English legal texts appears in the 8th century.

Criminal
The term outlawry refers to the formal procedure of declaring someone an outlaw, i.e., putting him outside legal protection. In the common law of England, a judgment of (criminal) outlawry was one of the harshest penalties in the legal system since the outlaw could not use the legal system for protection, e.g., from mob justice. To be declared an outlaw was to suffer a form of civil or social death. The outlaw was debarred from all civilized society. No one was allowed to give him food, shelter, or any other sort of support—to do so was to commit the crime of aiding and abetting, and to be in danger of the ban oneself. A more recent concept of "wanted dead or alive" is similar but implies that a trial is desired (namely if the wanted person is returned alive), whereas outlawry precludes a trial.

An outlaw might be killed with impunity, and it was not only lawful but meritorious to kill a thief fleeing from justice—to do so was not murder. A man who slew a thief was expected to declare the fact without delay; otherwise, the dead man's kindred might clear his name by their oath and require the slayer to pay weregild as for a true man.

By the rules of common law, a criminal outlaw did not need to be guilty of the crime for which he was an outlaw. If a man was accused of treason or felony but failed to appear in court to defend himself, he was deemed convicted. If he was accused of a misdemeanour, then he was guilty of a serious contempt of court which was itself a capital crime.

In the context of criminal law, outlawry faded out, not so much by legal changes as by the greater population density of the country, which made it harder for wanted fugitives to evade capture, and by the adoption of international extradition pacts. It was obsolete when the offence was abolished in 1938. Outlawry was, however, a living practice as of 1855: in 1841, William John Bankes, who had previously been an MP for several different constituencies between 1810 and 1835, was outlawed by due process of law for absenting himself from trial for homosexuality and died in 1855 in Venice as an outlaw.

Civil
There was also a doctrine of civil outlawry. Civil outlawry did not carry the sentence of capital punishment. It was, however, imposed on defendants who fled or evaded justice when sued for civil actions like debts or torts. The punishments for civil outlawry were harsh, including confiscation of chattels (movable property) left behind by the outlaw.

In the civil context, outlawry became obsolete in civil procedure by reforms that no longer required summoned defendants to appear and plead. Still, the possibility of being declared an outlaw for derelictions of civil duty continued to exist in English law until 1879 and in Scots law until the late 1940s. Since then, failure to find the defendant and serve process is usually interpreted in favour of the plaintiff, and harsh penalties for mere nonappearance (merely presumed flight to escape justice) no longer apply.

In other countries
Outlawry also existed in other ancient legal codes, such as the ancient Norse and Icelandic legal code.

In early modern times, the term Vogelfrei and its cognates came to be used in Germany, the Low Countries, and Scandinavia, referring to a person stripped of his civil rights being "free" for the taking like a bird. In Germany and Slavic countries during the 15th to 19th centuries, groups of outlaws were composed of former prisoners, soldiers, etc. Hence, they became an important social phenomenon. They lived off of robbery, and local inhabitants from lower classes often supported their activity. The best known are Juraj Jánošík and Jakub Surovec in Slovakia, Oleksa Dovbush in Ukraine, Rózsa Sándor in Hungary, Schinderhannes and Hans Kohlhase in Germany.

The concept of outlawry was reintroduced to British law by several Australian colonial governments in the late 19th century to deal with the menace of bushranging. The Felons Apprehension Act (1865 No 2a) of New South Wales provided that a judge could, upon proof of sufficiently notorious conduct, issue a special bench warrant requiring a person to submit themselves to police custody before a given date, or be declared an outlaw. An outlawed person could be apprehended "alive or dead" by any of the Queen's subjects, "whether a constable or not", and without "being accountable for using of any deadly weapon in aid of such apprehension." Similar provisions were passed in Victoria and Queensland. Although the provisions of the New South Wales Felons Apprehension Act were not exercised after the end of the bushranging era, they remained on the statute book until 1976.

As a political weapon
There have been several instances in military and political conflicts throughout history whereby one side declares the other as being "illegal", notorious cases being the use of proscription in the civil wars of the Roman Republic. In later times there was the notable case of Napoleon Bonaparte whom the Congress of Vienna, on 13 March 1815, declared had "deprived himself of the protection of the law".

In modern times, the government of the First Spanish Republic, unable to reduce the Cantonal rebellion centered in Cartagena, Spain, declared the Cartagena fleet to be "piratic", which allowed any nation to prey on it. Taking the opposite road, some outlaws became political leaders, such as Ethiopia's Kassa Hailu who became Emperor Tewodros II of Ethiopia.

Popular usage
Though the judgment of outlawry is now obsolete (even though it inspired the pro forma Outlawries Bill which is still to this day introduced in the British House of Commons during the State Opening of Parliament), romanticised outlaws became stock characters in several fictional settings. This was particularly so in the United States, where outlaws were popular subjects of newspaper coverage and stories in the 19th century, and 20th century fiction and Western movies. Thus, "outlaw" is still commonly used to mean those violating the law or, by extension, those living that lifestyle, whether actual criminals evading the law or those merely opposed to "law-and-order" notions of conformity and authority (such as the "outlaw country" music movement in the 1970s).

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John Oxley

John Joseph William Molesworth Oxley (1784 – 25 May 1828) was an explorer and surveyor of Australia in the early period of British colonisation. He served as Surveyor General of New South Wales and is perhaps best known for his two expeditions into the interior of New South Wales and his exploration of the Tweed River and the Brisbane River in what is now the state of Queensland.

Early life
John Oxley was born at Kirkham Abbey near Westow in Yorkshire, Great Britain. He was baptised at Bulmer on 6 July 1784, his parents recorded as John and Arabella Oxley.

Naval career
In 1799 (aged 15), he entered the Royal Navy as a midshipman on the HMS Venerable (1784). He travelled to Australia in October 1802 as master's mate of the naval vessel HMS Buffalo (1797), which carried out coastal surveying (including the survey of Western Port), and this first stay in the Colonies would last for five years. In 1805, Oxley became acting lieutenant of the Buffalo and traveled to Van Diemen's Land the following year in charge of the Estramina.

He returned to England in 1807 and from there he was appointed first lieutenant of HMS Porpoise (1804), a British sloop of war that was stationed at NSW. To take up this appointment he sailed out again to NSW on the Speke as part of the Transport Board. He arrived in November 1808 with £800 of freight transport. In 1809 Porpoise visited Van Diemen's Land, carrying as a passenger Governor William Bligh, who had been deposed in the Rum Rebellion. When Bligh was deposed, Oxley denied he supported Macarthur but his letters showed that he was close to him. In 1810, Oxley returned to England. During this period, Oxley sought the positions of Naval Officer and Surveyor-General. He retired from the Navy in 1811 and was briefly in an engagement to Elizabeth Macarthur the following year.

Surveyor General
In 1812, Oxley travelled to Sydney as Surveyor-General of the Minstrel. Oxley's appointment was at the time of Lachlan Macquarie's Governorship. Macquarie encouraged exploration – he had sent George Evans to confirm the exploratory work of Wentworth, Blaxland and Lawson over the Blue Mountains, instigated the building of the road over the Blue Mountains in 1814–1815, and had travelled to Bathurst immediately William Cox had completed it. From there he had sent George Evans on an expedition of exploration up the Lachlan River in May 1815.

Now Macquarie wanted the Lachlan and Macquarie River explored thoroughly. Opening up of the new lands over the mountains had created enthusiasm for further discoveries about them and the Macquarie River. Mysteriously, the Macquarie and the Lachlan flowed westwards to the interior of the country and not easterly towards the coastline. Successively, in 1817 and 1818 Governor Macquarie appointed John Oxley in charge of two expeditions to investigate these rivers.

On the 1817 Lachlan expedition, Oxley was to come across marshy country and conclude this inland area was uninhabitable. If he had pressed on for two more days he would have reached the Murrumbidgee River. Oxley reported that, in his opinion, the Lachlan flowed into an extensive series of swamps, "which were, perhaps, the margin of a great inland sea." Similarly, the Macquarie expedition the following year in 1818 came to a halt on that river at the Macquarie Marshes in a good season for the marshes as the Macquarie was in flood replenishing these vital wetlands. Oxley tried hard to proceed through them but couldn't do so. He returned to the encampment of the rest of his party now convinced that these westward flowing rivers terminated in an inland sea, and he had been on the swampy edge of it.

Through Oxley, the theory of the Australian inland sea was fed and perpetuated,

Lachlan River expedition, 1817
In March 1817 John Oxley was instructed to take charge of an expedition to explore and survey the course of the Lachlan River. He left Sydney on 6 April 1817 with George Evans as second-in-command, and Allan Cunningham as a botanist. The previous year, Evans had accompanied Macquarie over the Blue Mountains to Bathurst on the celebratory completion of Cox's road, where Macquarie had directed him on an exploratory journey which resulted in Evans reaching and naming the Lachlan River west of Bathurst in May 1815. The party also included William Parr as a mineralogist and draftsman.

Oxley's party reached Bathurst after a week, where they were briefly detained by bad weather. On 25 April 1817, they reached the Lachlan River Depot which had been prepared for them (with provisions and supplies) in advance by a separate party under the direction of William Cox. From here, they commenced following its course, with part of the stores being conveyed in boats. As the exploring party travelled westward the country surrounding the rising river was found to be increasingly inundated. On 12 May, west of the present township of Forbes, they found their progress impeded by an extensive marsh. They travelled down a northern branch of the river to Mount Mulguthery where they were forced to return up the river.

After retracing their route for a short distance they then proceeded in a south-westerly direction through Ungarie and past Weethalle, intending to travel overland to the southern Australian coastline. By the end of May, the party found themselves in a dry scrubby country northeast of Yenda where they ascended several peaks in the Cocoparra National Park. Shortage of water and the death of two horses forced Oxley's return, passing near Rankins Springs to the Lachlan River.

On 23 June the Lachlan River near Merrigal Bridge was reached: "we suddenly came upon the banks of the river… which we had quitted nearly five weeks before". They followed the course of the Lachlan River through Hillston and Booligal for a fortnight. The party encountered much-flooded country and reached a point five kilometres south-west of Booligal which was their last campsite. On 7 July Oxley proceeded another 16 km along the flooded river and recorded that "it was with infinite regret and pain that I was forced to conclude, that the interior of this vast country is a marsh and uninhabitable". Oxley resolved to turn back and after resting for two days the exploring party began to retrace their steps along the Lachlan River.

They left the Lachlan at Kiacatoo up-stream of the present site of Lake Cargelligo and crossed to the Bogan River and then across to the Wellington Valley on the upper waters of the Macquarie River, which they followed back to Bathurst (arriving on 29 August 1817). The Wellington Valley would later be made the site of a convict settlement mostly for convict 'specials'.

Macquarie River expedition, 1818
Although disappointed by his Lachlan expedition, in not following the river all the way to its end, John Oxley took up Macquarie's next directive to explore the Macquarie River. He departed from Bathurst on 28 May 1818 with an exploration party that comprised Deputy Surveyor General George Evans, Oxley's friend Dr John Harris, a botanist named Charles Frazer, and twelve convict men. The names of the twelve convict men were later recorded by Governor Macquarie in his diary, upon the party's eventual return to Sydney. "The following are their Names: William Warner, Patrick Byrne, James Blake, George Simpson, James Williams, John Williams, Francis Lloyd, Barnard Butler, Thomas Ellis, John Dwyer, Richard Watts, Henry Shippey." He also noted that the first five men listed had also been with Oxley on the previous year's 1817 exploratory journey to the Lachlan.

They also took boats with them and nearly two dozen horses. The party would get upriver to the Macquarie Marshes, turn north-east to the Warrumbungle mountains crossing the Castlereagh River in the process, view the rich Liverpool Plains, come across the Peel River and the Hastings River to reach the NSW coast and the site of present-day Port Macquarie. These European sightings delivered a real boost to the NSW colony.

On 12 June 1818 Oxley was near the site that would become Dubbo. He wrote that he had passed that day 'over a very beautiful country, thinly wooded and apparently safe from the highest floods...'. they continued to follow the Macquarie River through land that became increasingly flat. On 27 June they spotted a small hill and named it Mt Harris in honour of John Harris accompanying him. On the same day the mountains in the distance to the east (now known by their Aboriginal name, the Warrumbungles) were named Arbuthnot's Ranges for the Rt Hon C. Arbuthnot of H.M. Treasury. Mt Harris is 54 km N-NW of present-day Warren.

They continued by boat and horses until they reached the Macquarie Marshes where it spread out through the reeds and Oxley was unable to locate the course of the river any further downstream. He wrote:

"But if an opinion may be permitted to be hazarded from actual appearances, mine is decidedly in favour of our being in the immediate vicinity of an inland sea, or lake, most probably a shoal one, and gradually filling up by numerous depositions from the high lands, left by waters which flow into it."

From here he retraced steps to Mt Harris, NW of present-day Warren, and camped from early July while he sent George Evans forward with a few men to scout a route to the north-east. On Evans' return, the expedition crossed the river that Oxley would name the Castlereagh, went towards the Warrumbungle Mountains, which he named at the time 'Arbuthnot's Range' and easterly through the Gooriananwa Gap From here they moved forward to come upon the rich soil of the Liverpool Plains.

On 26 August 1818 they climbed a hill and saw before them rich, fertile land (Peel River), near the present site of Tamworth. Continuing further east they crossed the Great Dividing Range passing by the Apsley Falls on 13 September 1818 which Oxley named the Bathurst Falls. He described it as "one of the most magnificent waterfalls we have seen".

Upon reaching the Hastings River the exploring party followed it to its mouth, discovering that it flowed into the sea at a spot which Oxley named Port Macquarie.

In his diary of 27 November 1818, Governor Macquarie listed the twelve men who accompanied Oxley and Evans on this expedition (see above). He wrote: "I inspected and spoke to the 12 Men who Accompanied Mr. Oxley on his last Expedition – and in his own presence returned them my thanks for their steady good and obedient Conduct on the Expedition; and being all Convicts I have promised to give them Conditional Pardons as a reward for their good behaviour."

Shoalhaven and Jervis Bay expedition, 1819
Oxley and Assistant Surveyor-General James Meehan led two separate but concurrent expeditions, in late 1819. Oxley proceeded down the coast by sea to the Shoalhaven. Meehan went overland, starting from the Minnamurra River and meeting Oxley at the Shoalhaven. Oxley's report of good soils in the area increased interest in agricultural settlement around Gerringong and the Shoalhaven. Oxley's report of the western shore of Jervis Bay, was far less favourable. He stated, "We saw no place on which even a Cabbage might be planted with a prospect of success" and that "perhaps a more miserable sterile Country was never traversed by man".

Oxley's 1823 expedition to Brisbane River

In 1823, Governor Brisbane sent Oxley north by boat in search of a site for an alternative penal settlement for the most difficult convicts. On this journey, he visited the Tweed River and valley and was deeply impressed, recording his impressions as follows: "A deep rich valley clothed with magnificent trees, the beautiful uniformity of which was only interrupted by the turns and windings of the river, which here and there appeared like small lakes. The background was Mt. Warning. The view was altogether beautiful beyond description. The scenery here exceeded anything I have previously seen in Australia." As Surveyor General, Oxley made a close examination of the Tweed River and Port Curtis, and sources connected that investigation, principally the manuscript journal kept by Oxley, and the published Narrative of John Uniack, who accompanied Oxley.

Oxley sailed northwards from the Tweed Area in the HMS Mermaid (1817). Rounding Moreton Island, he came across two escaped convicts who had been living with the Aboriginal people there. With their assistance, he was shown, and named, the Brisbane River. He  recommend this place for the site of the convict settlement, which became Moreton Bay, and later the city of Brisbane. A monument was built at North Quay in 1924 to commemorate the site of his landing in Brisbane. He then travelled further north to explore Port Curtis (the site of Gladstone) and continued to explore the region, which is now known as South East Queensland.

In 1824 Oxley, accompanied by Allan Cunningham returned to the Brisbane River and, travelling further up, then located the Bremer River.

Personal life

Governor Lachlan Macquarie granted Oxley 600 acres near Camden in 1810, which he increased to 1000 acre in 1815. He named this property Kirkham and raised and bred sheep there. He was also briefly a director of the Bank of New South Wales. He was one of five members of the original 1824 New South Wales Legislative Council, but was not reappointed when the council was reconstituted in 1825.

Oxley had three daughters out of wedlock with two women, before he married a third woman. Two of these daughters were with Charlotte Thorpe and born before his inland expeditions: Jeanette b. 1813 (never married) who died in 1875 and is buried in the historic cemetery at South Head, and Frances b. 1815 who married William Waugh and is buried in Tenterfield. He had another daughter, Louisa b. 1821, with Elizabeth Marmon. This child drowned (aged 3) in early December 1824 in a well opposite Oxley's house in Macquarie Street, Sydney. The newspaper report was as follows:

"'An Inquest was held on Saturday last, on the body of Louisa Oxley, a lovely infant of four years old, that fell into a well 100 feet deep, close under the Hyde Park Barrack wall, and was drowned before aid could be afforded; to which effect a Verdict was returned. The criminality of suffering a well to be so publicly exposed, calls forth appropriate indignation.'"

In October 1821, Oxley married Emma Norton (1798–1885), the youngest sister of the solicitor James Norton. Emma had followed her brother out to New South Wales from Sussex after he had established himself as an attorney in the colony.

Oxley and Emma Norton had a daughter and two sons. The elder, John Norton Oxley became a Member of the Legislative Assembly, representing the Western Division of Camden, in the first Parliament after the establishment of responsible government in 1856. He sponsored the Broad Gauge Act which encouraged the use of wagons with broad wheels instead of narrow-tired drays in order to cause less wear on public roads; this measure made him unpopular with the farmers and carriers in his electorate and he lost his seat. The younger son, Henry Oxley, also became a Member of the Legislative Assembly, representing the Electoral district of Camden between 1859 and 1860.

Oxley suffered with illness throughout his service, caused by the difficulties of his expeditions. He finally succumbed to his illness and died on 25 May 1828 at his Kirkham property, Kirkham, New South Wales, outside Camden, aged 44. An obituary notice was published in the Government Gazette of May 27, 1828

Legacy

 * A statue of Oxley (c. 1891), in a niche on the Bridge Street facade of the Department of Lands building, in Sydney.
 * To celebrate the centenary of Oxley's discovery of Brisbane, a statue was erected in his honour in 1924.
 * John Oxley Memorial, was erected in Redcliffe, Queensland in 1932
 * In 1976, Oxley was honoured on a postage stamp bearing his portrait issued by Australia Post. *In 2012 a metal silhouette of Oxley was unveiled in Kirkham.
 * Oxley's Memorial, an anchor from survey ship HMS Sealark (1903), next to the Tamworth road at Hallsville, New South Wales, marking the route Oxley took in 1818. Erected 1926.
 * John Oxley Landing Memorial erected on 3 December 1983 in Newstead House Park, Newstead, Queensland

Places and miscellaneous items bearing his name include: Ships:
 * Electoral districts in New South Wales and Queensland including:
 * the Division of Oxley, a federal electorate located in Queensland
 * the Electoral district of Oxley, a state electorate located in New South Wales
 * the Electoral district of Oxley, a former state electorate located in Queensland
 * Oxley, a suburb in the Australian Capital Territory
 * Oxley, a suburb in Queensland
 * Oxley Road, a main road in the southern suburbs in Brisbane
 * Oxley College (Burradoo), New South Wales
 * John Oxley Drive, a road in Frenchs Forest
 * John Oxley Library, part of the State Library of Queensland, is dedicated to preserving and making available Queensland's documentary history
 * John Oxley Library Fellowship, worth A$20,000
 * John Oxley Memory Award, awarded by the State Library of Queensland
 * John Oxley papers, a collection of letters mostly from John to his wife Emma
 * John Oxley Memorial Hospital (now demolished), in Wacol, Queensland
 * John Oxley Reserve, Murrumba Downs, Queensland, a 10 ha nature reserve with sporting fields, playground and a nature walk leading to the Pine River.
 * John Oxley Village, an on-campus residence of the Charles Sturt University Bathurst campus, colloquially known as "JOV" to students, and birthplace of the Village Fair music festival.
 * Oxley, a town in New South Wales
 * Oxley Street in Townsville, Queensland
 * Oxley Creek, a creek in Queensland
 * Oxley High School in Tamworth
 * Oxley Avenue a main parade in Redcliffe, Queensland a peninsula he visited on his journey through the waters of Moreton Bay
 * Oxley Highway, in New South Wales
 * Oxley Island, located on the north coast of New South Wales
 * Oxley Park and Oxley Vale, both suburbs in New South Wales
 * Oxley's Plains, in north-east Victoria, on which the Oxley township grew, named by Hume and Hovell during their exploration from the Yass Plains to Port Phillip in 1824
 * Oxley Wild Rivers National Park
 * A Junee Public School house
 * A Woonona Public School house
 * Oxley River, located in the Far North Coast of NSW. Oxley river feeds into the Tweed River, at Byangum, near Murwillumbah NSW.
 * SS John Oxley, a steamship built in 1927 for the Queensland State Government, and since 1970 a vessel of the Sydney Heritage Fleet.
 * HMAS Oxley, an Odin class submarine launched in 1926 and transferred to the Royal Navy in 1931, and lost in 1939.
 * HMAS Oxley (S 57), an Oberon class submarine launched in 1965, decommissioned in 1992. The bow section of HMAS Oxley is on display outside the Western Australian Maritime Museum.

title: John Oxley


text:
Sydney Airport

Sydney Kingsford Smith Airport — colloquially Mascot Airport, Kingsford Smith Airport, or Sydney Airport — is an international airport serving Sydney, New South Wales, Australia, located 8 km south of the Sydney central business district, in the suburb of Mascot. The airport is owned by Sydney Airport Holdings. It is the primary airport serving Sydney and is a primary hub for Qantas, as well as a secondary hub for Virgin Australia and Jetstar, and a focus city for Rex Airlines. Situated next to Botany Bay, the airport has three runways. Sydney Kingsford Int'l Airport covers 907 hectares (2,241 acres) of land.

Sydney Airport is one of the world's longest continuously operated commercial airports and is the busiest airport in Australia, handling 42.6 million passengers and 348,904 aircraft movements in 2016–17. It was the 38th busiest airport in the world in 2016. Currently, 46 domestic and 43 international destinations are served to Sydney directly.

In 2018, the airport was rated in the top five worldwide for airports handling 40–50 million passengers annually and was overall voted the 20th best airport in the world at the Skytrax World Airport Awards.

1911–1930: Early history
The land used for the airport had been a bullock paddock, with a lot of the area around Mascot being swampy. Flights had been taking off from at least 1911 from these fields, with aviators using other Sydney locations like Anderson Park and Neutral Bay for a few years prior.

Nigel Love, who had been a pilot in the First World War, was interested in establishing the nation's first aircraft manufacturing company. This idea would require him to establish a factory and an aerodrome close to the city. A real estate office in Sydney told him of some land owned by the Kensington Race Club that was being kept as a hedge against its losing its government-owned site at Randwick. It had been used by a local abattoir which was closing down, to graze sheep and cattle. This land appealed to Love as the surface was perfectly flat and was covered with a pasture of buffalo grass. The grass had been grazed so evenly by the sheep and cattle that it required little to make it serviceable for aircraft. In addition, the approaches on all four sides had no obstructions, it was bounded by Ascot Racecourse, gardens, a river, and Botany Bay.

Love established the airfield at Mascot as a private concern, leasing 200 acre from the Kensington Race Club for three years. It initially had a small canvas structure but was later equipped with an imported Richards hangar. The first flight from Mascot was in November 1919 when Love carried freelance movie photographer Billy Marshall up in an Avro. Sydney Airport was declared an aerodrome and officially opened in January 1920. The official opening flight took place on 9 January 1920, also performed by Love.

In 1921, the Commonwealth Government purchased 161 acre in Mascot for the purpose of creating a public airfield. In 1923, when Love's three-year lease expired, the Mascot land was compulsorily acquired by the Commonwealth Government from the racing club. The first regular flights began in 1924.

1930–1950
In 1933, the first gravel runways were built. On 14 August 1936, the airport was renamed Sydney (Kingsford Smith) Airport in honour of pioneering Australian aviator Sir Charles Kingsford Smith. In 1940, the Department of Civil Aviation constructed an administrative and terminal building in the eastern part of the aerodrome, with a control tower cab at the top floor. The building is now part of Terminal 3 since 1999, but the control tower cab has already been removed.

By 1949, the airport had three runways – the 1085 m 11/29, the 1190 m 16/34, and the 1787 m 04/22. The Sydenham to Botany railway line crossed runway 04/22 approximately 150 m from the northern end and was protected by special safe working facilities.

In the late 1940s (c. 1947–1949), a temporary overseas passenger (i.e. international) terminal was constructed. The original 1940 terminal then became the terminal building for the Trans Australia Airlines (TAA), the government-owned domestic airline, and the building also became known as the TAA terminal building. The temporary overseas passenger terminal was later replaced by a newer one in 1954, located just north of the 1940 terminal building.

1950–1990: Modernisation and upgrades

Between 1947 and 1953, the Cooks River was diverted away around the western side of the airport and other small streams were filled. This allowed the construction of two new paved runways to replace the three gravel runways. The first paved runway to be constructed was 07/25, completed in 1953–1954. Subsequently, the next paved runway to be constructed was 16/34 (now 16R/34L) which replaced the parallel gravel runway 16/34. Both runways were constructed south of the gravel runways. At the same time, on 2 November 1953, a new air traffic control tower with an integrated fire station was constructed northeast of where the two runways intersect, replacing the control tower on the 1940 terminal building. The tower was demolished in 2005.

The new runway 16/34 was later extended southwards into Botany Bay over General Holmes Drive in 1968 to accommodate long-haul international jets, and then extended again to its current length in 1972. Since then, the east–west 07/25 runway was 8300 ft long; and the north–south 16/34 runway was one of the longest runways in the southern hemisphere. Up to the early 1960s, the majority of Sydneysiders referred to the airport as Mascot. Jet aircraft started to arrive in July 1959, with the introduction of Qantas' Boeing 707-138. By the 1960s, the need for a new international terminal had become apparent. In the late 1940s and early 1950s, a terminal block for both international and domestic flights was proposed to be at the southeast portion of the airport near General Holmes Drive, but the proposal never eventuated. Work commenced on the construction of the new terminal in late 1966. Much of the new terminal was designed by Paynter and Dixon Industries with Costain appointed lead contractor. The new terminal was officially opened on 3 May 1970, by Queen Elizabeth II. The first Boeing 747 "Jumbo Jet" at the airport, Pan Am's Clipper Flying Cloud (N734PA), arrived on 4 October 1970.

Meanwhile, the 1940 TAA domestic terminal was expanded and modernised in 1962, with departures separated from arrivals along with other upgrades. The terminal was replaced by a new TAA terminal in 1974, constructed on the site of the old international terminal building after the new international terminal opened four years prior. The new terminal was located directly north and adjacent to the original TAA terminal. The 1940 terminal was then taken over by East-West Airlines.

Upgrades and expansion of the Ansett terminal (now Terminal 2) also began in 1974.

1990–2010
Since the international terminal's original completion, it has undergone a few expansions. The international terminal was first expanded in 1992 with the construction of Pier C in the south.

The limitations of having only two runways that crossed each other had become apparent and governments grappled with Sydney's airport capacity for decades. Eventually, the controversial decision to build a third runway was made. The third runway was parallel to the existing runway 16/34, entirely on reclaimed land from Botany Bay. A proposed new airport on the outskirts of Sydney was shelved in 2004, before being re-examined in 2009–2012 following reports that Kingsford Smith airport will not be able to cope by 2030. The "third runway", which the Commonwealth government commenced development of in 1989 and completed in 1994, remained controversial because of increased aircraft movements, especially over inner suburbs. In 1995 the No Aircraft Noise party was formed to contest the 1995 New South Wales state election. The party did not win a seat in parliament but came close in the electorate of Marrickville. It also contested the 1996 Australian federal election.

In 1995, the Australian Parliament passed the Sydney Airport Curfew Act 1995, which limits the operating hours of the airport. This was done in an effort to reduce airport noise over residential areas and thereby curb complaints. The curfew prevents aircraft from taking off or landing between the hours of 11 pm and 6 am. A limited number of scheduled and approved take-offs and landings are permitted respectively in the "shoulder periods" of 11 pm to midnight and 5 am to 6 am. The Act does not stop all aircraft movements overnight but limits noise by restricting the types of aircraft that can operate, the runways they can use and the number of flights allowed. During extreme weather, flights are often delayed and it is often the case that people on late flights are unable to travel on a given day. , fines for violating curfew have been levied against four airlines, with a maximum fine of A$550,000 applicable. In addition to the curfew, Sydney Airport also has a cap of 80 aircraft movements per hour which cannot be exceeded, leading to increased delays during peak hours.

In 1998, the Federal Government agreed to separate Sydney Airport from the Federal Airports Corporation and to incorporate it as Sydney Airport Corporation. David Mortimer was appointed as Chair and Tony Stuart as CEO. Its mandate was to successfully redevelop the airport as the gateway for the Sydney 2000 Olympics, support the growth of new airlines such as Virgin and Emirates, and prepare it for a successful $3 billion-plus privatisation. In 2001 Sydney Airport was awarded World's Best Airport. In preparation for privatisation the airport argued successfully for a new regulatory regime.

All three terminals were upgraded prior to the 2000 Summer Olympics which was to be held in Sydney.

In 2002, the Commonwealth Government sold Sydney Airport Corporation (SAC), to Southern Cross Airports Corporation Holdings for $5.4 billion. 83 percent of SAC is owned by MAp Airports International Limited, a subsidiary of Macquarie Group, Sydney Airport Intervest GmbH owns 12 percent and Ontario Teachers' Australia Trust owns 5 percent. SACL holds a 99-year lease on the airport which remains Crown land and as such is categorised as a Leased Federal Airport.

In 2005, a planned expansion of the airport was announced, including the construction of a multi-level car park, and the expansion of both international and domestic terminals. The expansion was planned to stretch over twenty years (2005–25). These expansions—and other plans and policies by Macquarie Bank for airport operations were seen as controversial, as they were performed without the legal oversight of local councils, which usually act as the local planning authority for such developments. , some of the proposed development has been scaled back.

The international terminal underwent a $500 million renovation that was completed in mid-2010. The upgrade includes a new baggage system, an extra 7300 m2 of space for shops and passenger waiting areas, expansion of the transit zone, and other improvements.

In March 2010, the Australian Competition & Consumer Commission released a report sharply critical of price gouging at Sydney airport, ranking it fifth out of five airports. The report noted Sydney Airport recorded the highest average prices at $13.63 per passenger, compared to the lowest at $7.96 at Melbourne Airport, while the price of short-term parking had almost doubled in the 2008–09 financial year, from $28 to $50 for four hours. The report also accused the airport of abusing its monopoly power.

Since 2011: Modern history
In December 2011, Sydney Airport announced a proposal to divide the airport into two airline-alliance-based precincts; integrating international, domestic, and regional services under one roof by 2019. The current domestic Terminal 2 and Terminal 3 would be used by Qantas, Jetstar, and members of the Oneworld airline alliance while today's international Terminal 1 would be used by Virgin Australia and its international partners. Other international airlines would continue to operate from T1. In September 2012, Sydney Airport Managing Director and CEO Kerrie Mather announced the airport had abandoned the proposal to create alliance-based terminals in favour of terminals "based around specific airline requirements and (passenger) transfer flows". She stated the plan was to minimise the number of passengers transferring between terminals.

In June 2013, the airport released a draft version of its 2033 Master Plan, which proposes operating domestic and international flights from the same terminals using 'swing gates', along with upgrading Terminal 3 (currently the Qantas domestic terminal) to accommodate the Airbus A380. On 17 February 2014, the Australian Government approved the Master Plan, which outlines the airport's plans to cater to the forecast demand of 74 million passengers in 2033. The plan includes Sydney Airport's first-ever integrated ground transport plan.

On 27 August 2018, the Sydney Airport Master Plan 2039 was announced. The Sydney Airport Masterplan 2039 is a strategic plan that outlines the long-term vision for the development of Sydney Airport. The airport expects international travellers passing through its terminals to double over the next two decades and underpin an expected 50 per cent increase in passenger numbers by 2039. The plan aims to minimise traffic congestion on ground transportation.

Runways
Runway 07/25 is used mainly by lighter aircraft but is used by all aircraft including Airbus A380s when conditions require. Runway 16R/34L is presently the longest operational runway in Australia, with a paved length of 14300 ft and 12850 ft between the zebra thresholds. Runway 16L/34R is mainly used by domestic aircraft and large aircraft up to the size of B767/A330/B787/B772/A359, but is used by larger aircraft such as B77L/B773/B77W/B744/A340/A35K/MD11 when no other runway is available.

Control towers
The present Sydney Airport control tower (No. 5) is the fifth air traffic control tower at the airport. It is also heritage-listed since 2016. The tower occupies a central position in the airport, located northeast to where General Holmes Drive goes under the main Runway 16R/34L. It began construction in 1993 in conjunction with the construction of parallel Runway 16L/34R, and was commissioned on 6 January 1996.

The control tower replaces the fourth control tower (No. 4) built in 1972, located at the mouth of Cooks River and south of General Holmes Drive. , the control tower complex remains standing and is used by Airservices Australia as its Traffic Control Unit to manage planes within a 100 km radius from Sydney. However, the Traffic Control Unit was slated to be moved to Melbourne and the control tower complex was slated for demolition.

Terminals
Sydney Airport has three passenger terminals. The International Terminal (Terminal 1) is separated from the other two domestic terminals (Terminals 2 & 3) by runway 16R/34L; therefore, connecting passengers need to allow for longer transfer times ranging from 30 minutes to an hour or more.

The existing terminal numbering system (Terminals 1 to 3) was adopted on 24 September 2002.

Terminal 1
Terminal 1 is also known as the International Terminal and serves all international flights. It is located in the airport's northwestern sector. It was opened on 3 May 1970, replacing the old Overseas Passenger Terminal (which was located where Terminal 3 stands now), and has been greatly expanded since then. The first extension in 1992 opened Pier C to the south with nine new gates, increasing the number of gates from 17 to 26. The original piers that opened in 1970 also became known as Pier B. The second extension was undertaken between 1997 and 2000 before the 2000 Summer Olympics, including ten new aircraft parking positions and new integrated baggage handling system. A third $500 million redevelopment was completed in 2010, by which the shopping complex was expanded, outbound customs operations were centralised and the floor space of the terminal increased to 254000 m2. Further renovations began in 2015 with a reconfiguration and decluttering of outbound and inbound duty-free areas, an extension of the airside dining areas, and the installation of Australian Border Force outbound immigration SmartGates. These works were completed in 2016.

The terminal has 25 gates served by aerobridges, thirteen of which are in Pier B (numbered 8–10, 24–25 and 30–37), and twelve in Pier C (numbered 50–51, 53–61 and 63). Prior to the 2010 upgrade, there also used to be gates 20, 22 and 23 in Pier B. Pier B is used by Qantas, all Oneworld members, and all SkyTeam members (except Delta Air Lines). Pier C is used by Virgin Australia and its partners (including Delta) as well as all Star Alliance members. There are also a number of remote bays which are heavily utilised during peak periods and for parking idle aircraft during the day. , there is currently no Pier A, but Pier A would be the name for a northern expansion if it were to happen in the future.

The terminal building is split into three levels, one each for arrivals, departures, and airline offices. The departure level has 20 rows of check-in desks each with 10 single desks making a total of 200 check-in desks. The terminal hosts eight airline lounges: two for Qantas, and one each for The House, Air New Zealand, Singapore Airlines, Emirates, American Express, and SkyTeam.

Terminal 2
Terminal 2, located in the airport's northeastern section, is a domestic terminal and the former home of Ansett Australia's domestic operations. It features 20 parking bays served by aerobridges and several remote bays for regional aircraft. It serves FlyPelican, Jetstar, Link Airways, Rex Airlines, and Virgin Australia. There are lounges for Rex Airlines and Virgin Australia.

The terminal was first opened in 1939–1940 as the terminal building for Australian National Airways (ANA). It was expanded in July 1952. The ANA terminal was included in the sale of ANA to Ansett in 1957. It was upgraded and modernised in 1974–1975 with a new baggage handling system, moving walkways, air-conditioned departure lounges and aerobridges. It also had a covered bridge from the domestic car park to the terminal.

During the 1990s, the terminal was upgraded and redevelopment two times. The first redevelopment was announced in 1989, and included a new western concourse, new boarding lounges at the existing concourse and new aircraft-parking positions. This was to create additional gates for other airlines, required as part of the new 30-year lease for the terminal that Ansett had signed with the federal government. The second redevelopment completed before the 2000 Summer Olympic Games for A$170 million.

After Ansett's collapse in 2002, Ansett's administrators sold the terminal lease to the airport for A$200 million, and the terminal became open to all airline operators, including Qantas's regional carriers (QantasLink) and Virgin Blue (now Virgin Australia). QantasLink moved from Terminal 2 to Terminal 3 in 2013.

Terminal 3
Terminal 3 is a domestic terminal serving Qantas as well as QantasLink flights, which moved from Terminal 2 to Terminal 3 on 16 August 2013. It was initially home to Trans Australia Airlines (TAA, later named Australian Airlines), with Australian Airlines signing a 30 year lease for the terminal with the federal government in 1989. Since the merger of Australian Airlines and Qantas in 1994, the terminal exclusively serves under the Qantas brand. In 2015, Qantas sold its lease of Terminal 3, which was due to continue until 2019, back to Sydney Airport for $535 million. This means Sydney Airport resumes operational responsibility of the terminal, including the lucrative retail areas. Qantas would retain priority usage for the check-in and baggage facilities and departure gates until mid-2025.

The TAA terminal was built in 1974, occupying the site of the former Overseas Passenger Terminal. The current terminal building is largely the result of extensions designed by Hassell and completed in 1999. This included the construction of a 60-metre roof span above a new column-free check-in hall and resulted in extending the terminal footprint to 80,000 square metres. Since the opening of the terminal in 1974, the original airport terminal building built in 1940 was incorporated into the southwest portion of the newer terminal and is currently near gates 17 to 19 of Terminal 3.

The terminal is located in the northeastern section adjacent to Terminal 2, with which it shares an underground train station. There are 14 parking bays served by aerobridges, including two served by dual aerobridges. Terminal 3 features a large Qantas Club lounge, along with a dedicated Business Class and Chairman's lounge. Terminal 3 also has a 'Heritage Collection' located adjacent to gate 13, dedicated to Qantas and including many collections from the airline's 90-plus years of service. It also has a view of the airport's apron and is used commonly by plane-spotters.

Former Express Terminal
Sydney Airport previously had a fourth passenger terminal, east of Terminal 2. This was known as Domestic Express or simply Express Terminal. Construction of the terminal and adjacent aircraft parking aprons was completed in "a record 56 days", and operations began on 5 June 2000 with an official opening on 18 July that year. It was used by Hazelton Airlines (later Rex Airlines) and low-cost carriers Virgin Blue and the now-defunct Impulse Airlines (until May 2001). Following Ansett's collapse and the airport's purchase of the Ansett terminal in 2002, the airlines at the Express Terminal began moving to the former Ansett terminal (Terminal 2). Virgin Blue was last to use the Express Terminal and moved to Terminal 2 on 12 December 2002. The former express terminal is now used as an office building.

Freight terminals
The airport is a major hub for freight transport to and from Australia handling approximately 45 percent of the national cargo traffic. Therefore, it is equipped with extensive freight facilities including seven dedicated cargo terminals operated by several handlers.

Second Sydney airport
The local, state and federal governments have investigated the viability of building a second major airport in Sydney since the 1940s. Significant passenger growth at Sydney Airport indicates the potential need for a second airport – for example, total passenger numbers increased from less than 10 million in 1985–86 to over 25 million in 2000–01 and over 40 million in 2015–16. This growth is expected to continue, with Sydney region passenger demand forecast to reach 87 million passengers by 2035.

On 15 April 2014, the Federal Government announced that Badgerys Creek would be Sydney's second international airport, to be known as Western Sydney Airport. Press releases suggest that the airport will not be subject to curfews and will open in phases, initially with a single airport runway and terminal. It would be linked to Sydney Airport by local roads and motorways, and by extensions to the existing suburban rail network. In May 2017 the Federal Government announced it would build (pay for) the second Sydney Airport after the Sydney Airport Group declined the Government's offer to build the second airport.

The new airport will be completed in 2026.

Domestic
Sydney Airport handled over 24.1 million domestic passengers in the year ending 31 December 2023, a significant increase from 2021 levels, largely due to the aviation downturn from COVID-19.

International
Sydney Airport handled 14.6 million international passengers in the year ending 31 December 2023.

Freight
In 2019, Sydney Airport handled 521,014 tonnes of international air freight and 23,260 tonnes of international air mail.

Road
Sydney Airport has road connections in all directions. Southern Cross Drive (M1), a motorway, is the fastest link to the city centre. The M5 South Western Motorway (including the M5 East Freeway) links the airport with the south-western suburbs of Sydney. A ring road runs around the airport consisting of Airport Drive, Qantas Drive, General Holmes Drive, M5 East Freeway and Marsh Street. General Holmes Drive features a tunnel under the main north–south runway and three taxiways as well as providing access to an aircraft viewing area. Inside the airport a part-ring road – Ross Smith Avenue (named after Ross MacPherson Smith) – connects the Domestic Terminal with the control tower, the general aviation area, car-rental company storage yards, long-term car park, heliport, various retail operations and a hotel. A perimeter road runs inside the secured area for authorised vehicles only.

The New South Wales Government is currently building the Sydney Gateway, a major road interchange between the WestConnex motorway and Sydney Airport's terminals. The project will provide a motorway-grade road directly to the terminals. Construction began in 2021 and will be complete in 2024.

The Airport runs several official car parks—Domestic Short Term, Domestic Remote Long Term, and International Short/Long Term.

The International Terminal is located beside a wide pedestrian and bicycle path. It links Mascot and Sydney City in the north-east with Tempe (via a foot bridge over Alexandra Canal) and Botany Bay to the south-west. All terminals offer bicycle racks and are also easily accessible by foot from nearby areas.

Rail
The airport is accessible via Sydney Trains T8 Airport & South Line, providing regular service to the Sydney CBD and the southwestern suburbs, using the Airport Link underground rail line. The International Airport station is located below the International terminal, while the Domestic Airport station is located under the car park between the domestic terminals (Terminal 2 and Terminal 3). While the stations are part of the Sydney Trains suburban network, they are privately owned and operated by the Airport Link Company and their use is subject to a surcharge. The trains that service the airport are regular suburban trains. Unlike airport trains at some other airports, these do not have special provisions for customers with luggage, do not operate express to the airport, and may have all seats occupied by commuters before the trains arrive at the airport.

The airport station surcharge may be avoided by passengers alighting at nearby stations and walking to either the International Terminal (from Wolli Creek station, about 1.6 km) or the Domestic Terminal (from Mascot station, about 1.8 km).

Bus
Transdev John Holland operates route 350 from the domestic terminal to Bondi Junction railway station while Transit Systems operates route 420 from Mascot railway station to Westfield Burwood via both International and Domestic terminals, as well as Banksia and Rockdale railway stations.

Accidents and incidents

 * On 10 September 1920, Arthur Herbert Tattle of Wellington, New Zealand, was killed on the runway at Mascot when he was struck on the crown of his head by a plane taking off. He had come to see two friends take off on the plane and was standing on the runway in the flight path with a camera looking down at the viewfinder when he failed to notice the speed of the fast approaching plane, its height or the shouted warning from the pilot. He was driven to South Sydney Hospital where he died soon after from "a concussion of the brain". An inquiry into the incident returned a finding of "accidental death" and was reported to be the first inquest in New South Wales resulting from an aeroplane accident.
 * On 19 July 1945 a Consolidated C-87 Liberator Express operated by the Royal Air Force (RAF) bound for Manus Island failed to gain altitude after taking off from Sydney's now non-existent runway 22, struck trees and crashed into Muddy Creek, north of Brighton-Le-Sands. The aircraft exploded on impact, killing all 12 passengers and crew on board.  All the victims were service personnel, five from the RAF, one from the Royal New Zealand Air Force and six from the Royal Navy.
 * On 18 June 1950, a Douglas DC-3 of Ansett Airways taxiing for take-off from runway 22 for a night-time passenger flight to Brisbane, hit and partially derailed a coal train travelling on the railway line that crossed the runway. Only the co-pilot was injured.
 * On 30 November 1961, Ansett-ANA Flight 325, a Vickers Viscount, crashed into Botany Bay shortly after take-off. The starboard (right) wing failed after the aircraft flew into a thunderstorm. All 15 people on board were killed.
 * On 1 December 1969, a Boeing 707-320B of Pan Am registered N892PA and operating as Flight 812 overran the runway during take-off due to bird strikes. The accident investigation established that the aircraft struck a flock of seagulls, with a minimum of 11 individual bird strikes to the leading edges of the wings and engines 1, 2, and 3 (the two engines on the left wing and the inboard engine on the right wing). In particular, blade 14 of number 2 engine (the inboard engine on the left wing) was damaged by a single bird carcass and lost power before the decision to abandon the take-off (which occurred at or near V1 or takeoff decision speed). The aircraft came to rest 560 ft beyond the end of runway 16 (now runway 16R). During the crash, number 2 engine hit the ground and was damaged. The nose and left main landing gears failed and the aircraft came to rest supported by engines 1 and 2, the nose, and the remainder of the main landing gear. There were no injuries or fatalities amongst the 125 passengers and 11 crew. The accident investigation concluded that the overrun was not inevitable.
 * On 22 February 1970, a teenage boy from Randwick climbed into the wheel well of a Douglas DC-8 of Japan Air Lines operating as Flight 772. As the plane was taking off bound for Tokyo, he fell to his death with a photographer accidentally capturing the incident.
 * On 29 January 1971, a Boeing 727 of Trans Australia Airlines (registered VH-TJA) and taking off as Flight 592, struck the tail of a taxiing Douglas DC-8 of Canadian Pacific Air Lines (registered CF-CPQ) that had just landed as Flight 301. The DC-8 crew misinterpreted instructions on which exit to use after landing and backtracked along the runway instead of turning off it onto a taxiway; and the tower controller cleared the 727 for take-off in the mistaken belief that the runway was clear. The 727 crew saw the DC-8 during the take-off roll then proceeded with the take-off rather than take evasive measures. The 727 was damaged in the inboard right wing and the fuselage and lost pressure in one of its hydraulic systems but managed to return and land safely; a building on the ground was struck by parts of the 727's starboard landing gear doors that fell off as it approached to land. The upper eight-and-a-half feet (about 2.6m) of the DC-8's tail fin and a corresponding proportion of the rudder were torn off.
 * On 4 April 1979, a hijacker attempted to take over a Boeing 747SP of Pan Am registered as N530PA and operating as Flight 816 parked at the airport. He managed to get past the immigration and security screening. He then grabbed a female hostage and made some demands. Police were able to fatally shoot him, later dying of his injuries.
 * On 21 February 1980, a Beechcraft Super King Air registered VH-AAV and operating Advance Airlines Flight 4210 took off from Sydney Airport and suffered an engine failure. The pilot flew the aircraft back to the airport and attempted to land but crashed into the sea wall surrounding runway 16/34 (now 16R/34L). All 13 people on board died in the accident.
 * On 12 April 1989, a British Airways Concorde operating a charter from Christchurch to Sydney experienced vibrations near the top of climb while flying supersonic. The crew continued to Sydney believing they had experienced an engine surge. On landing, it was discovered that parts of the rudder had disintegrated in flight. The UK Air Accidents Investigation Branch investigated the incident and found it was a result of poor maintenance practices weakening the structure.
 * On 24 April 1994, a Douglas DC-3 registered VH-EDC of South Pacific Airmotive had an engine malfunction shortly after take-off on a charter flight to Norfolk Island. The engine was feathered but airspeed decayed and it was found to be impossible to maintain height. A successful ditching was carried out into Botany Bay. All four crew and 21 passengers - pupils and teachers of Scots College and journalists, travelling to participate in Anzac Day commemorations on Norfolk Island - safely evacuated the aircraft. The investigation revealed that the aircraft was overloaded and the propeller was not fully feathered.
 * On 19 October 1994, Ansett Australia Flight 881, a Boeing 747-300 registered VH-INH operating from Sydney to Osaka, returned and landed at Sydney without the nose wheel extended. Approximately one hour after departure the crew shut down the number one engine because of an oil leak. They returned the aircraft to Sydney where the approach proceeded normally until the landing gear was extended. The landing gear warning horn began to sound because the nose landing gear had not extended. The flight crew unsuccessfully attempted to establish the reason for the warning. Believing the gear to be down, the crew elected to complete the landing, with the result that the aircraft was landed with the nose gear retracted. There was no fire and the pilot in command decided not to initiate an emergency evacuation. All passengers and crew were evacuated safely.
 * On 14 August 2023, a Malaysia Airlines Airbus A330-300 operating Flight MH122 from Sydney to Kuala Lumpur was forced to return to Sydney. An extremist onboard the plane was shouting at crew and passengers and also made threats. After landing the plane parked on one of the runways of Sydney airport thereby blocking traffic. Police later boarded the plane and arrested the man.

title: Sydney Airport


text: Talk:Jack Russell Terrier

title: Talk:Jack Russell Terrier


text:
Sydney Airport (disambiguation)

Sydney Airport may refer to:

 * Sydney Airport, also known as Kingsford Smith International Airport, in Sydney, Australia
 * Sydney Airport Corporation, operator of Sydney Airport
 * Sydney Airport Holdings, the parent company of Sydney Airport Corporation
 * Sydney/J.A. Douglas McCurdy Airport, in Nova Scotia, Canada
 * Western Sydney Airport, a planned airport to supplement Kingsford Smith International Airport in Sydney, Australia

title: Sydney Airport (disambiguation)