melbourne airport business park warehouse site 2 (airport ... … · document melbourne airport...

$: Melbourne Airport Business Park Warehouse Site 2 (Airport ... … · Document Melbourne Airport Business Park Warehouse Site 2 (Airport Drive) Ref 60329110 p:\603x\60329110\6. draft$
04-Sep-2015 Prepared for – Australia Pacific Airports (Melbourne) Pty Ltd – ABN: 069 775 266

Australia Pacific Airports (Melbourne) Pty

Ltd

Bid No. 60329110

04-Sep-2015

Melbourne Airport Business Park Warehouse Site 2 (Airport Drive)

MELBOURNE AIRPORT BUSINESS PARK WAREHOUSE – SITE 2 (AIRPORT DRIVE)

MAJOR DEVELOPMENT PLAN PROJECT

Draft Major Development Plan

September 2015

AECOM

Australia Pacific Airports (Melbourne) Pty Ltd





Client: Australia Pacific Airports (Melbourne) Pty Ltd

ABN: 069 775 266

Prepared by

AECOM Australia Pty Ltd

Level 9, 8 Exhibition Street, Melbourne VIC 3000, Australia

T +61 3 9653 1234 F +61 3 9654 7117 www.aecom.com

ABN 20 093 846 925

04-Sep-2015

AECOM in Australia and New Zealand is certified to the latest version of ISO9001, ISO14001, AS/NZS4801 and OHSAS18001.

© AECOM Australia Pty Ltd (AECOM). All rights reserved.

AECOM has prepared this document for the sole use of the Client and for a specific purpose, each as expressly stated in the document. No other

party should rely on this document without the prior written consent of AECOM. AECOM undertakes no duty, nor accepts any responsibility, to any

third party who may rely upon or use this document. This document has been prepared based on the Client’s description of its requirements and

AECOM’s experience, having regard to assumptions that AECOM can reasonably be expected to make in accordance with sound professional

principles. AECOM may also have relied upon information provided by the Client and other third parties to prepare this document, some of which

may not have been verified. Subject to the above conditions, this document may be transmitted, reproduced or disseminated only in its entirety.

AECOM




Quality Information

Document Melbourne Airport Business Park Warehouse Site 2 (Airport Drive)

Ref

60329110

p:\603x\60329110\6. draft docs\6.1 reports\draftmdp\dmdp2\draft mdp warehouse

2_04.09.15.docx

Date 04-Sep-2015

Prepared by Prepared by Kristina Butler

Reviewed by Reviewed by Greg Harrison

Revision History

Revision Revision

Date Details

Authorised

Name/Position Signature

A 10-Oct-2014 Exposure Draft Greg Harrison

B 11-Dec-2014 Preliminary Draft Greg Harrison

Technical Director

C 04-Sep-2015 Draft Major Development Plan Greg Harrison

Technical Director

AECOM




Table of Contents

Executive Summary i 01 Introduction 1

Overview of the Proposal 1 1.1

Background 2 1.2

1.2.1 Need and Justification 2 1.2.2 Project Objectives 3 1.2.3 Future Needs of Civil Aviation and Other Users of the Airport 3

Proponent Details 4 1.3

Statutory Context 4 1.4

1.4.1 Major Development Plan 4 1.4.2 Other Project Approvals 5

Structure of this MDP 6 1.5

02 Site and Surrounds 1 Proposed Site 1 2.1

Existing Environment 3 2.2

2.2.1 Topography, Land and Vegetation 3 Ground Transportation 3 2.3

2.3.1 Road Network 3 2.3.2 Bus Network 4 2.3.3 Rail 4 2.3.4 Walking and Cycling 5

Zoning 5 2.4

03 Proposed Development 7 Introduction 7 3.1

Project Vision and Objectives 7 3.2

Description of the Proposal 7 3.3

3.3.1 Site Preparation 7 3.3.2 Building Envelope and Materials 7 3.3.3 Fencing and Security Gates 8 3.3.4 Car Parking and Access 8 3.3.5 Landscaping 8 3.3.6 External Lighting 9 3.3.7 Drainage 9 3.3.8 Signage 9 3.3.9 Anticipated Staff 9

04 Statutory and Policy Compliance 10 Commonwealth Legislation 10 4.1

4.1.1 Airports Act 1996 10 4.1.2 Environment Protection and Biodiversity Conservation Act 1999 11

Melbourne Airport Lease 11 4.2

Melbourne Airport Master Plan (2013) 12 4.3

Melbourne Airport Environment Strategy (2013) 12 4.4

State and Local Government Planning 13 4.5

4.5.1 State Planning Provisions 13 4.5.2 Local Planning Provisions (Hume Planning Scheme) 15

Australian Noise Exposure Forecast 16 4.6

Prescribed Airspace 16 4.7

National Airports Safeguarding Framework 17 4.8

Pre-Existing Interests and Obligations 18 4.9

05 Assessment of Impacts 19 Overview 19 5.1

Social and Economic Impacts 19 5.2

5.2.1 Employment 19 5.2.2 Broader Social Benefits 19

Environmental Impacts 20 5.3

AECOM




5.3.1 Phase 1 Environmental Site Assessment 20 5.3.2 Flora and Fauna 20 5.3.3 Traffic Impact Assessment 21 5.3.4 Cultural Heritage 22 5.3.5 Stormwater Impact 23 5.3.6 Noise 23 5.3.7 Air Quality 24 5.3.8 Waste Management 24

Construction Impacts 24 5.4

5.4.1 Air Quality 24 5.4.2 Sediment, Erosion, Control and Contamination 25 5.4.3 Vehicle Movement 25 5.4.4 Noise and Vibration 25 5.4.5 Waste Management during Construction 26

Flight Paths 26 5.5

5.5.1 Airport Navigation and Radar Systems 26 5.5.2 Runways and Approach / Departure Paths 27 5.5.3 Windshear 27

Summary of Impacts 27 5.6

06 Environment Management 31 Environment Policy 31 6.1

Environment Strategy (2013) 31 6.2

Environmental Management Measures 31 6.3

6.3.1 Construction Environmental Management Plan 32 6.3.2 Operational Environmental Management Plan 32

07 Consultation and Approval Process 33 Consultation Objectives 33 7.1

Consultation Strategy 33 7.2

7.2.1 Preparation and Consultation of Preliminary Draft MDP 33 7.2.2 Statutory Exhibition of Preliminary Draft MDP 34

08 Conclusion 1 2

A Development Plans

B Ultimate Airport Development Concept Plan

C Consistency of the MDP with Section 91 Requirements

D Flora and Fauna Assessment

E Melbourne Airport Environment Policy

F Phase 1 Environmental Site Assessment

G Cultural Heritage Management Plan

H Traffic Impact Assessment

I Social and Economic Impact Assessment

J Noise impact Study

K Construction Environmental Management Plan Requirements

AECOM




00

EX

EC

UT

IVE

SU

MM

AR

Y

AECOM




i

Executive Summary

Proposed Development

Australia Pacific Airports (Melbourne) Pty Ltd (Melbourne Airport) proposes the construction of a new warehouse

development within the Melbourne Airport Business Park identified as Site 2 (Airport Drive), Tullamarine.

Melbourne Airport functions as one of Victoria’s key freight and logistics gateways, facilitating passenger and

freight movements. Melbourne Airport handles more than 30 per cent of Australia’s total air freight market and 36

per cent of the export market – this market share made Melbourne Australia’s largest export airport in 2012. It is

estimated that 250,000 tonnes of air freight were moved through Melbourne Airport during 2013 which could

increase to 393,000 tonnes by 2033. With the increase in air-freight exports and improved transport network such

as Airport Drive, there has been a growing demand for freight logistics facilities at the Airport.

Across metropolitan Melbourne this increased demand for logistics and distribution centre space and

development is driven by build-to-suits, particularly in industrial and logistics precincts such as the Melbourne

Airport Business Park that have a close connection to major transport infrastructure.

The proposed warehouses at Site 2 (Airport Drive) will be developed by Melbourne Airport to respond to current

and forecast demand in the warehousing and distribution centre market. Several other warehouse developments

are also proposed within the Melbourne Airport Business Park and MDPs for these warehouses have been

concurrently lodged with the Department of Infrastructure and Regional Development. There is already

commercial interest in the warehouses. The proposal will enhance Victoria’s position as the ‘Freight State’ and

support growth of the economy.

In seeking MDP approval from the Department of Infrastructure and Regional Development for the proposed

warehouses, Melbourne Airport want to be “market ready” for new tenant opportunities as they emerge. Tender

periods are generally short and competitive, and accordingly the warehouses need to be “shovel ready”.

The proposed warehouse development is to be sited on a development site of approximately 16.3 hectares, and

will comprise:

- Two warehouses of up to 40,000 square metres each, totalling a maximum developable floor area of 80,000

square metres to tenant specifications. The internal layout will be flexible to allow for the space to be split

between two tenants or undertaken in stages, if required.

- Two separate office / administration areas up to 1,800 square metres each to tenant specifications.

- A back of house area containing supporting physical infrastructure.

- A re-fuelling station, truck wash bay and maintenance building expected to be sited along the southern

boundary.

- Car parking to be provided in accordance with the specific needs of the future tenants. Car parking

treatments are to be provided in accordance with the Melbourne Airport Planning and Design Guidelines.

- Landscaping treatments are to be undertaken in accordance with the Melbourne Airport Planting Guidelines

and the Planning and Design Guidelines.

- Access to the site will be via four crossovers onto Sky Road East, with separate truck and car accesses.

New roads are planned to service the Melbourne Airport Business Park (including the recently completed

Airport Drive and the realigned Link Road) and they will cater for larger vehicles such as B-Doubles and

where appropriate B-Triples or high productivity freight vehicles.

Statutory and Policy Compliance

Based on the estimated construction cost, the proposed development is considered a ‘major airport development’

under the Airports Act 1996. It is therefore a requirement of the Airports Act 1996 that a MDP be prepared and

submitted to the Minister for Infrastructure and Regional Development for approval.

This MDP has been prepared in accordance with the requirements set out at Section 91 of the Airports Act 1996.

The Melbourne Airport Master Plan (2013) was approved by the Minister for Infrastructure and Regional

Development on 18 December 2013. Development within Melbourne Airport Business Park must be consistent

with the envisaged land uses identified within the approved Melbourne Airport Master Plan (2013) which is

AECOM




ii

structured to guide land use and development at Melbourne Airport over the next 20 years. It identifies that the

Melbourne Airport Business Park is within the Landside Business Precinct of the airport. The Landside Business

Precinct is envisaged to provide for a range of non-aviation uses, including industrial, commercial, retail, office,

recreational, manufacturing, warehousing and associated activities. The proposed warehouses are therefore

entirely consistent with the approved Melbourne Airport Master Plan (2013).

In 2013 the Victorian Freight and Logistics Plan ‘Victoria the Freight State’ was introduced by the State

Government. It defines Melbourne Airport as a Freight Airport, with a key strategy being to work with the Airport

and Commonwealth Government to ensure that Victoria maintains its competitive advantage in air freight, by

“…contributing to the 2013 Melbourne Airport Master Plan, including … development of a new, integrated freight

and logistics precinct on airport land”. The Government recognises the potential of Victoria’s aviation

infrastructure to grow the State’s role as a gateway for international trade and cargo and, in particular, for new

markets in Asia. The proposed warehouses will support this growth, by providing space for a distribution centre or

similar industrial warehouse use for freight storage and distribution.

Plan Melbourne (2014) identifies Melbourne Airport as a Transport Gateway and major economic gateway, acting

as an employment anchor within the northern region of the city. The further development of the Melbourne Airport

Business Park has also been envisaged within Plan Melbourne (2014).

This MDP will be assessed at the Commonwealth-level, however the proposal has also considered the Victoria

Planning Provisions contained within the Hume Planning Scheme and relevant State policy within Victoria. The

development of two warehouses on Site 2 (Airport Drive) within the Melbourne Airport Business Park will be

entirely consistent with relevant State and local planning policy.

Assessment of Impacts

Potential impacts associated with the proposed warehouse development have been assessed in terms of the

construction phase impacts and the long term operational impact. This assessment included specific

consideration of aviation, traffic, flora and fauna, cultural heritage, noise, air quality and stormwater impacts. A

summary of key finding is set out in Table 1 below:

Table 1 Summary of Impacts

Impact Consideration Assessment and Mitigation

Aviation - Airspace Assessment confirms warehouse is below prescribed surface levels

- Impact on Airservices radio link to be agreed / implemented with Airservices

- No impact on existing and future runway approach and departure paths

Traffic - Majority of areas of the road network able to accommodate the increased traffic

associated with the proposed development. Largest impact at am peak period

- Lower & upper parking rates applied based on expected warehouse occupier/

operations

Flora and Fauna - Ecological Assessment undertaken (Biosis 2014)

- 2 EPBC Act listed native grassland patches (5.12 ha) recorded, but no listed fauna

species observed during field survey

- EPBC Act referral to occur under MDP approvals process

- Environmental management requirements to be addressed via CEMP/OEMP

Cultural Heritage - Requirements of Heritage Act 1995 & Aboriginal Heritage Act 2006 considered

- Cultural Heritage Management Plan (CHMP) prepared

- No Aboriginal artefacts, historical sites or places located on the site

Noise and Air Quality - No significant impact on noise exposure levels (primarily vehicle noise)

- Separation distance from residential development is approximately 290m,

reducing potential impacts

- Air emissions limited to rooftop ventilation and AC units

- Airport air quality monitoring program is already in place for Airport

- Management processes to be included in the CEMP/OEMP

Stormwater - Stormwater will be appropriately managed with respect to the increase in

impervious areas as a result of the proposed development.

- Warehouse to incorporate flood design controls and water-sensitive urban design

(WSUD) treatments

AECOM




iii

Key identified issues relate to:

- The management of traffic in consideration of potential congestion along the southern portion of South

Centre Road.

- The stormwater system (to be developed at detailed design phase) must be compatible with the approved

Airport Drive and Steele Creek North Stormwater Enhancement Project MDP.

As outlined in the approved Melbourne Airport Master Plan (2013), trunk infrastructure will continue to be added to

support the Business Park’s growth. The Master Plan (2013) outlines a Ground Transport Plan which sets out the

Airport’s areas of transport focus, including significant improvements to the internal road network such as the

opening of Airport Drive, a secondary access to the airport. In addition Melbourne Airport is working closely with

the State Government to ensure the wider road works can manage the Airport’s growth. Initiatives, including the

widening of the Tullamarine Freeway, are again outlined within the Master Plan (2013).

The proposal incorporates mitigation measures to address the above issues. The investigations have not

identified any significant issues that warrant changes to the concept design or that would impede construction of

the proposed development.

Due to the intervening distance, existing development and the trees buffering the site, the proposal is not

expected to have any impact on the amenity of residential areas to the east. The proposal will result in positive

social benefits through increased local employment and additional freight services for businesses and improved

productivity and efficiency.

Environmental Management

Environmental management of construction and operational impacts will be undertaken in accordance with the

Melbourne Airport Environment Strategy 2013 (contained within the approved Melbourne Airport Master Plan

(2013)) and the Environmental Management System. Construction phase impacts will be managed through the

preparation and implementation of a Construction Environmental Management Plan.

Consultation and Approval Process

The Melbourne Airport Business Park Warehouses Site 2 (Airport Drive), Tullamarine is entirely consistent with

the approved Melbourne Airport Master Plan (2013). The proposal is for a use strategically planned and

envisaged within the Landside Business Park Precinct and this MDP has not identified any technical issues which

will result in a significant impact on the local or regional community. The proposal fully accords with the strategic

intent of the Melbourne Airport Business Park.

The need for the proposed Business Park Warehouses Site 2 (Airport Drive), Tullamarine to undergo the MDP

approval process has been triggered solely due to the capital cost of the works being in excess of $20 million. The

project is not expected to have any negative economic, environmental or social impacts.

This MDP will be subject to the consultation and approval process outlined within the Airports Act 1996.

Melbourne Airport will undertake consultation for a period of 60-days in accordance with Section 92 (2A)(a) of the

Airports Act 1996.

AECOM




iv

01

INT

RO

DU

CT

ION

AECOM




1

01 Introduction

Overview of the Proposal 1.1

Australia Pacific Airports (Melbourne) Pty Ltd (Melbourne Airport) has prepared this Draft Major Development

Plan (‘MDP’) for the Melbourne Airport Business Park Warehouses Site 2 (Airport Drive), Tullamarine at

Melbourne Airport.

This MDP is required by the Airports Act 1996 as the construction cost of the Melbourne Airport Business Park Warehouses Site 2 (Airport Drive), Tullamarine project exceeds the Airports Act 1996 trigger of $20 million as the total anticipated project cost will be in excess of $60 million.

Under the approved Melbourne Airport Master Plan (2013) (Master Plan (2013)), Melbourne Airport has the

opportunity to continue to develop the remaining 146 hectares of vacant land within the Melbourne Airport

Business Park. The focus of the Master Plan (2013) and its predecessor is the ongoing development of large

industrial warehouses and distribution centres within the Melbourne Airport Business Park ranging in size

between 10,000 to 100,000 square metres.

A number of new warehouse facilities are to be established within the Business Park in the short-term, with

Melbourne Airport having recently prepared a MDP for a warehouse and facilities for Toll Holdings Limited, which

is now approved and under construction. Additionally, there is increased activity within the Business Park, with

several other strategically planned warehouse developments also proposed which have been concurrently lodged

with the Department of Infrastructure and Regional Development. These will enable potential businesses to take-

up new sites at Melbourne Airport with approvals already in place. These proposals will enhance Victoria’s

position as the ‘Freight State’ in which Melbourne Airport is recognised as a key freight and logistic gateway with a

role as a nationally significant freight distributor.

In seeking MDP approval for the proposed warehouses from the Department of Infrastructure and Regional

Development, Melbourne Airport want to be “market ready” for new tenant opportunities as they emerge. This is

due to the generally competitive and relatively short tender periods, and accordingly the warehouse needs to be

“shovel ready” in consideration of this.

This site within the Business Park has been identified for development by Melbourne Airport to accommodate a

large-scale industrial warehouse development. The site, which is the subject of this MDP, is located at the junction

of Sky Road East to the north and the recently opened Airport Drive to the east, and is approximately 2.0

kilometres to the south-east of Runway 34R (refer to Development Plans, Appendix A).

The final design of the site will be based on the specific requirements of a future tenant, and this MDP seeks

approval for a generic warehouse design for two structures to allow for warehousing or distribution operations,

which may be altered to suit the needs of a specific tenant. This requirement for flexibility is necessary to avoid

future amendments and variations if the MDP is approved and tenant requirements change. This form of approval

will allow Melbourne Airport to meet the current market demand, particularly with the recently completed

construction of the Airport Drive extension.

A specific tenant has not been identified yet, the MDP is based on a conceptual design and the final design may

require alteration to suit the functional needs of the specific tenant. Should the final proposed design vary

significantly from the details in the draft MDP submitted to the Minister for Infrastructure and Regional

Development for consideration, it may be necessary for APAM to seek further approval from the Department of

Infrastructure and Regional Development. If the variation is of a minor nature, the Airports Act 1996 provides a

process for the approval of a minor variation to the MDP in accordance with Section 95.

The proposed Melbourne Airport Business Park Warehouses Site 2 (Airport Drive), Tullamarine will indicatively

comprise the following:

- Two warehouses of up to 40,000 square metres each, up to a maximum developable floor area of 80,000

square metres to tenant specifications. The layout will be flexible to allow the spaces to meet tenant

requirements.

- Two office / administration areas up to 1,800 square metres to tenant specifications, associated with each of

the proposed warehouse structures.

AECOM




2

- A back of house area containing supporting physical infrastructure.

- A re-fuelling station, truck wash bay and maintenance building expected to be sited along the southern

boundary.

- Car parking to be provided in accordance with tenant specifications. As the tenant is yet to be determined,

car parking ratios have been estimated in line with the anticipated upper and lower employment forecasts,

expected floorspace requirements, the shift profile (not all staff will be on site simultaneously ) and the likely

use of alternative transport modes or trip sharing amongst staff. It is expected that peak parking

requirements for the site will be approximately 314 spaces for the lowest employment estimate and up to

1,095 spaces for the highest estimate.

- Landscaping treatments associated with the proposed development are to be undertaken in accordance with

the Melbourne Airport Planting Guidelines and the Planning and Design Guidelines.

- Access to the site will be via four crossovers onto Sky Road East, with separate truck and car access and

egress locations. New roads are planned to service the Melbourne Airport Business Park (including the

recently completed Airport Drive and Link Road) and they will cater for larger vehicles such as B-Doubles

and where appropriate, B-Triples or high productivity freight vehicles.

The project is outlined in plans contained in Appendix A.

It is important to note that the final design and configuration of the warehouses will be subject to detailed space

planning investigations and construction feasibility by Melbourne Airport. The control measures provided through

this planning and design process are described at Section 1.4.2.

The timeframe for the proposed construction will be subject to market demand but indicatively is scheduled to

commence in late 2015.

Background 1.2

1.2.1 Need and Justification

Melbourne Airport functions as one of Victoria’s key freight and logistics gateways and is the second busiest

passenger airport in Australia, with over 30 million passengers passing through it in 2013, which is anticipated to

increase to 64 million passengers by 2033.

The Airport handles more than 30 per cent of Australia’s total air freight market and 36 per cent of the export

market – this market share made Melbourne Australia’s largest export airport in 2012. It is estimated that 250,000

tonnes of air freight were moved through Melbourne Airport during 2013 which could increase to 393,000 tonnes

by 2033. With the increase in air-freight exports and improved transport network such as Airport Drive, there has

been a growing demand for freight logistics facilities at the Airport.

Through the operations at Melbourne Airport, over 14,000 jobs are directly supported and a further 43,000 jobs

indirectly supported; with airport activities directly supporting over 1 in 6 jobs within Hume alone. The operations

of Melbourne Airport contribute over $1.47 billion (or 6%) to Victoria’s Gross State Product on an annual basis,

with indirect activity adding over $5.2 billion to the Victorian economy annually. The range of business activities on

the airport site contribute to creating a diverse range of employment opportunities both within the local area, and

the broader Metropolitan region.

Furthermore, there is an increased demand for logistics and distribution centre space and development across

metropolitan Melbourne; particularly in industrial precincts that are well connected to major transport infrastructure

such as the Melbourne Airport Business Park which has led to the desire to construct additional warehousing

facilities. Additionally, the subject land is flat, unencumbered, and of a size and configuration that makes it ideal

for large-scale industrial development.

Melbourne Airport now exports more air freight than any other airport in Australia and recognises that facilitating

ground transportation of freight in and out of the airport is vital. As such, the airport is making major improvements

to the internal ground transport network through projects such as Airport Drive and the elevated loop road. The

Victorian Government also acknowledges the importance of the transport infrastructure to Melbourne Airport in

policy documents including Victoria: The Freight State (2013) and Plan Melbourne (2014).

The industrial market in Melbourne continues to offer good yields and prospects for steady and stable rental

growth. In seeking MDP approval from the Commonwealth Minister for Infrastructure and Regional Development

for the proposed warehouse development, Melbourne Airport want to be “market ready” for new opportunities as

AECOM




3

they emerge. The proposed warehouses will be developed by Melbourne Airport to respond to current and

forecast demand in the warehousing and distribution centre market, which is predicted to be further stimulated

with the completion of Airport Drive and the significant access benefit this will bring to the Melbourne Airport

Business Park.

1.2.2 Project Objectives

Melbourne Airport’s Master Plan (2013) and its predecessor outlines a number of aviation and non-aviation

development objectives which will be achieved by the proposed warehouse development. These objectives

include:

- Protect the airport’s long-term viability.

- Support a range of uses, including complementary business and shopping activities, employment, travellers’

accommodation, leisure, transport and community facilities.

- Support sustainable urban outcomes that optimise the use of infrastructure.

- Encourage developments that achieve the highest standards in sustainable environmental development,

safety and security.

- Support safe, secure and sustainable transport solutions.

- Work with the neighbouring municipalities with respect to optimising development, both on the airport and in

the surrounding region.

- Provide a business environment which allows our business partners to develop and grow their businesses in

accordance with their shareholder’s objectives.

- Pursue flexibility in facilities to cope with changing circumstances.

- Enhance the flow of passengers and freight through the airport and strive towards achieving a reputation as

an efficient, delay-free airport.

The Master Plan (2013) outlines the vision and strategic intent for Melbourne Airport’s future development over

the next 20 years. The Master Plan (2013) acknowledges the important role that non-aviation industries play in

protecting the long-term viability of the airport by supporting the airport’s growth and diversifying the business risk.

This proposal is entirely consistent with the Master Plan (2013) as it will:

- Reinforce Melbourne Airport’s gateway role in the domestic and international freight and logistics.

- Contribute to the economic viability of and infrastructure investment in Melbourne Airport and the broader

north-western region.

- Support and drive positive economic, environmental and social outcomes both on-airport and in the

surrounding region.

- Support and upgrade local and regional infrastructure.

- Create a sustainable, high quality built form and landscaped environment.

- Ensure consistency with the Airports Act 1996 and other Commonwealth legislation, and State and local

planning schemes.

The proposed warehouse development will implement the objectives of the Master Plan (2013).

1.2.3 Future Needs of Civil Aviation and Other Users of the Airport

Clause 91(1)(b) of the Airports Act 1996 requires a MDP to include the Airport-lessee company’s assessment of

the extent to which the future needs of civil aviation users and other users of the airport will be met by the

development. The Master Plan (2013) identifies that

…non-aviation development plays a vital role in Melbourne Airport’s economic vitality and

complements its key functions. It supports the airport’s growth and diversifies business risk,

enhancing the contribution it makes to the broader community and underlining its importance as

an activity centre.

The proposed Melbourne Airport Business Park Warehouses Site 2 (Airport Drive), Tullamarine will have

particular benefits for freight businesses operating through Melbourne Airport. Melbourne Airport handles 250,000

AECOM




4

tonnes of air freight per annum, giving it more than 30 per cent of Australia’s freight market. The efficient ground

transportation of this freight is critical for the airport and related businesses to function effectively. Located within

the Melbourne Airport Business Park, the proposal will assist in the consolidation of airport-based freight storage

and distribution.

The proposed development is to be located within the comprehensively planned Melbourne Airport Business

Park, an area of land of 230 hectares that has been strategically identified as not being required for future aviation

development. Accordingly, it is not considered that the proposed development will have any negative impacts on

the existing and planned future operating capacity of the airport. The Master Plan (2013) provides the medium

and long-term planning concepts for the airport site and identifies areas for development of aviation support and

commercial activities for the 20-year Master Plan (2013) horizon.

Importantly, the Master Plan (2013) incorporates the Ground Transport Plan for Melbourne Airport, which has

overarching objectives to improve ground transport access for all modes of transport and provide a transport

network that is integrated into the wider local and State-wide network.

The location of the proposed development within the Melbourne Airport Business Park will take advantage of the

key siting requirements for a warehouse and distribution centre development including a flat topographical form,

excellent airside access to international markets as well as major road transport infrastructure such as the M80

Ring Road and the Hume, Calder, Western and Princes Freeways. This road network provides efficient linkages

to the major regional areas of Victoria as well as the Ports of Melbourne and Geelong.

The proposed development will boost employment in the region, resulting in the ongoing employment of

approximately 510-1700 staff at the warehouses and office, depending on the type of tenant and business

occupying the warehouses. It is considered that the proposal is consistent with and will implement the strategic

intent of the Master Plan (2013). Importantly, the proposed development will not conflict with the future aviation

needs of civil aviation and other users of Melbourne Airport.

Proponent Details 1.3

The proposed development will be located entirely within Melbourne Airport land and therefore located on

Commonwealth land. Melbourne Airport is an Airport Lessee Company pursuant to the Airports Act 1996. Below

are the details of the proponent for this MDP:


Contact: Mr Linc Horton – Executive- Property and Construction

Melbourne Airport

Locked Bag 16

Tullamarine VIC 3043

Pursuant to the Airports Act 1996, the Commonwealth Minister for Infrastructure and Regional Development, is

responsible for all decisions in relation to a MDP for a major airport development.

Statutory Context 1.4

1.4.1 Major Development Plan

In accordance with the Airports Act 1996, a MDP must be prepared where a major airport development is

proposed and the various triggers are defined under Section 89 of the Airports Act 1996. The proposal is a major

development as the construction cost of the Melbourne Airport Business Park Warehouses Site 2 (Airport Drive),

Tullamarine project exceeds $20 million. The purpose of a MDP in relation to an airport is to establish the details

of major development that relates to the airport and is to ensure the proposal is consistent with the airport lease

and the Master Plan (2013) for the airport. There are a number of steps in the preparation of a MDP, which are

outlined in Figure 1 and as follows:

- Prepare a Draft MDP, which is a comprehensive report about the project including, amongst other criteria:

A detailed outline of the proposed development.

An assessment of its consistency with the Master Plan (2013), including the Environment Strategy.

An assessment of its consistency with State and local planning legislation within the relevant locality

and justification for inconsistencies.

AECOM




5

Where appropriate, an assessment of the effect that the proposed development is likely to have on

noise levels/flight paths.

An assessment of the effect that the proposed development would be likely to have on Melbourne

Airport.

An assessment of the environmental impacts that might be associated with the proposed development.

- Publicly exhibit the Preliminary Draft MDP and revise the document in line with comments received.

- Submit the Draft MDP to the Commonwealth Minister for Infrastructure and Regional Development. The

Minister will then refer the Draft MDP to relevant agencies and departments to receive advice prior to making

a decision to approve or refuse the application.

The proponent is required to comply with the provisions of the Environment Protection and Biodiversity

Conservation Act 1999 in relation to environmental impact and the assessment of projects on Commonwealth

land and/or projects which may have a significant impact on a matter of national environmental significance.

Subsequent to the finalisation of the MDP for the Melbourne Airport Business Park Warehouses, further approvals

are required under the Airports Act 1996. These include a Building Permit from the Airport Building Controller in

consultation with the Airport Environment Officer, as detailed below.

1.4.2 Other Project Approvals

New developments and building works at Melbourne Airport are subject to an internal approval process whereby

proposals are assessed by building and environmental officers to ensure consistency with the Master Plan (2013)

and other relevant Melbourne Airport policies and plans.

Independent approvals for construction of the proposed facilities will be sought through:

- The Airport Building Controller (ABC). The ABC exercises the power and functions prescribed by the Airport

(Building Control) Regulations 1997, made under Division 5 of the Airports Act 1996.

- The Airport Environment Officer (AEO). The AEO assesses the proposal against the environmental

requirements of the Airports Act 1996 and the Airports (Environment Protection) Regulations and the

environmental commitments in the Master Plan (2013), and the Environment Strategy. The AEO will also

examine Construction and Operational Environmental Management Plans.

This approval process comprises of the following components:

- Airport Operator’s consent granted by Melbourne Airport.

- Building permit issued by the ABC.

- Permit to commence work issued by Melbourne Airport.

- Assessment of the proposal by the AEO and review of the Construction Environmental Management Plan

(CEMP) to be prepared by the Construction Contractor.

- Certificate of Compliance issued by the ABC upon completion of the works.

Approvals will be consistent with the Master Plan (2013), incorporating the Environment Strategy (2013). In

addition, the new Melbourne Airport Business Park Warehouses Site 2 (Airport Drive), Tullamarine will be

designed in accordance with all relevant building codes and Victorian standards.

No additional approvals are required for this proposal under Division 5 or Part 12 of the Airports Act 1996 with

respect to capacity declarations or the protection of airspace.

AECOM




6

Structure of this MDP 1.5

This MDP is structured as follows:

- Section 2: provides a description of the site and surrounding environment.

- Section 3: describes the proposed development in detail.

- Section 4: identifies the statutory context for the development, outlines the MDP process, and provides

assessment of the proposal against relevant airport planning documents, state and local policy.

- Section 5: provides an assessment of the environmental, social and economic impacts of the proposal.

- Section 6: outlines the environmental management measures to manage the effects of the proposal.

- Section 7: describes consultation undertaken to date and the approval process required for the MDP.

- Section 8: outlines the conclusions of the report, including key issues, impacts and matters to address.

Detailed Specialist Reports have been prepared to inform the preparation of the Draft MDP and are contained

within the Appendices. The Specialist Reports and their authors are detailed below:

- Offset Assessment, Offset Management Plan and Flora and Fauna Assessment, Biosis, Appendix D

- Phase 1 Environmental Site Assessment and Site Inspection Checklist, APAM Environment Coordinator and

DoIRD, Appendix F

- Cultural Heritage Management Plan, Dr Vincent Clark & Associates, Appendix G

- Supplementary Traffic Report and Traffic Impact Assessment, Jacobs Appendix H

- Social and Economic Impact Assessment, Jacobs, Appendix I

- Noise Impact Study, SKM, Appendix J

A Supplementary Report (May 2015) has been prepared for the Draft MDP which summarises and provides

responses to submissions received following consultation of the Preliminary Draft MDP. The Supplementary

Repot is submitted to the Minister for Infrastructure and Regional Development along with this Draft MDP.

AECOM




7

Figure 1 Major Development Plan Process

AECOM




1

02 Site and Surrounds

Proposed Site 2.1

The proposed warehouses will be located within the Melbourne Airport Business Park, which is located to the

south of the airline maintenance bases and approximately 22 kilometres north-west of the Melbourne CBD. The

site falls within an area of approximately 230 hectares that has been identified as not being required for future

aviation development.

The development site is bounded by Sky Road East to the north and the extended Airport Drive to the east which

was recently opened. The proposed development site will be bounded by existing warehouse operations to the

west and south. The site is generally a rectangular configuration with a slightly longer eastern boundary. The site

has a total area of approximately 16.3 hectares with the locality and context shown in Figures 2, 3 and 4.

The site is well situated in respect of manufacturing and major commercial developments and has excellent

transport linkages via the M80 Ring Road to the Hume, Calder, Western and Princes Freeways, which link major

regional areas of Victoria, and the Ports and Melbourne and Geelong.

The site is located approximately 2.5 kilometres south of the airport terminal buildings. Existing warehousing

extends to the west and south of the subject site, abutting Sky Road East to the north, South Centre Road to the

west and Sharps Road to the south.

The proposed development is located within the Melbourne Airport Business Park in the Activity Centre Zone

(Landside Business Precinct). The Business Park and subject site is situated approximately 290 metres from the

nearest residential development (Tullamarine) to the east, with trees and an industrial park acting as a physical

buffer between the uses. In addition, vehicles will access the site by three access points on Link Road, via South

Centre Road and Airport Drive, avoiding impact on residential streets.

Figure 2 Subject Site

AECOM




2

Figure 3 Broader Locality Plan (Google Earth 2014)

Figure 4 Locality Plan (Google Earth 2014)

Subject Site

AECOM




3

Existing Environment 2.2

2.2.1 Topography, Land and Vegetation

Topographically, the site is generally flat with a surface of silty clays and a grassy ground cover, as shown in

Figure 5 below. The site is characterised by low grasses and weed species with no notable larger vegetation

species and is currently vacant land with no built form in the vicinity of the proposed development. The use of the

site prior to establishment of the Melbourne Airport was for agricultural purposes as faming land. On this basis,

there is a low risk of site contamination from previous uses.

Figure 5 View of Subject Site from Sky Road East looking south (2014)

Ground Transportation 2.3

2.3.1 Road Network

Melbourne Airport comprises a network of internal roads including major access roads, collector roads and local

service roads. These provide connections between freight facilities, passenger terminals and other services within

the airport precinct.

Melbourne Airport is positioned in proximity to a number of major freeways which provide access to the precinct.

The Tullamarine Freeway runs to the east of the airport and provides a direct link to Melbourne’s CBD. Roads at

the southern end of Melbourne Airport connect into the M80 Ring Road which provides access to the Hume,

Western and Princes Freeways. The local freeway network is shown in Figure 6.

The benefits of this effective arterial road access are recognised within Victoria’s freight and logistics plan,

Victoria: The Freight State (2013), which identifies Melbourne Airport as a critical key freight gateway to Victoria.

The plan outlines further future improvements to the road network surrounding the airport including a widening of

the Tullamarine Freeway between Melbourne Airport and Calder Freeway.

The internal road network links back into the broader public road network through key access roads including

Terminal Road (from the Tullamarine Freeway) which becomes Departure Drive and Arrival Drive adjacent the

key passenger terminals, prior to leading onto Melbourne Drive which provides access back to the Tullamarine

Freeway. The extension to Airport Drive completes the approach to the airport from the M80 Ring Road. This

extension provides a secondary entry point into the airport precinct and relieves some of the congestion on

Tullamarine Freeway.

AECOM




4

Figure 6 Local Freeway and Active Transport Access to Melbourne Airport (Extract from Master Plan 2013)

2.3.2 Bus Network

Melbourne Airport has the benefit of a bus network for the movement of passengers and staff both within the

terminal precinct, and to the Melbourne CBD and broader metropolitan region.

There are several types of bus networks running within the Melbourne Airport precinct including:

- Privately Operated Metropolitan Services, including Skybus (Melbourne CBD); Dandenong-Airport shuttle;

Frankston and Peninsula Airport Shuttle; Eastside Airport Bus and Star Bus.

- Privately Operated Regional Services, including buses from Ballarat, Bendigo, Geelong, Shepparton, and

V/Line services between Southern Cross Station and Barham and Deniliquin.

- Public Bus Local Services: SmartBus Route 901 Melbourne Airport to Frankston; Route 470 Sunbury to

Moonee Ponds; and Route 500 Broadmeadows to Sunbury.

- Other bus services including tour buses, hotel buses, charter buses and off-airport buses.

There are also a number of bus services, which run internally within the Melbourne Airport Business Park

precinct. These include shuttle buses for the public to the long term parking areas (including off-airport long term

car parks) and staff shuttle buses operated by airlines and the airport. Melbourne Airport also has indicated that a

new internal bus route is likely to be established along the upgraded Airport Drive.

2.3.3 Rail

Public Transport Victoria has recently undertaken the Melbourne Airport Rail Link Study assessing the feasibility

of a rail link between Melbourne Airport and the Melbourne CBD. The study investigated how a rail link would

operate and identified appropriate routes for a rail link. A preferred route (Albion East) has been nominated,

however funding for the project has not been confirmed and investigations by Public Transport Victoria remain

ongoing.

The recently released metropolitan planning strategy for Melbourne titled ‘Plan Melbourne’ (2014) envisages an

airport rail link between the CBD and Tullamarine, identifying the potential rail link as an important future initiative

for the northern subregion of Melbourne. Melbourne Airport has incorporated this initiative into their planning for

Subject Site

AECOM




5

Airport Drive, allowing for the possibility of the rail corridor to locate within the median of Airport Drive. A key

direction of Plan Melbourne (2014) is to improve the landside transport access to primary gateways, including

Melbourne Airport. This is a longer term goal of the Plan, and is anticipated to occur post 2025.

2.3.4 Walking and Cycling

Melbourne Airport, through its active transport network, will aim to improve bicycle links to the airport and the

pedestrian environment within the airport boundary. Proposed improvements include enhancing the bicycle path

network and quality of infrastructure including end of trip facilities. A shared pedestrian and bike path has been

constructed adjacent to the Airport Drive extension which will benefit future warehouse occupiers.

Zoning 2.4

The Master Plan (2013) identifies the proposed site as falling within the Landside Business Precinct. This precinct

is situated to the south of the Airside and Landside Main Precincts. It extends from the Tullamarine Freeway and

Mercer Drive in the north to Annandale Road and Sharps Road in the south. The Master Plan (2013) designates

Melbourne Airport Business Park as part of an Activity Centre Zone. The Activity Centre Zone implements the

strategic directions of a structure plan, in this case the Master Plan (2013) and dispenses with the need to apply

multiple zones.

Using the Activity Centre Zoning terminology, the strategic context of the subject site is referred back to the

Master Plan (2013) and in particular, to the purpose of the Landside Business Precinct.

The role of the Landside Business Precinct is to:

- Provide land for a range of aviation and non-aviation uses.

- Provide a range of aviation-related services, including aircraft maintenance and servicing and freight and

cargo terminals.

- Provide for a range of non-aviation uses, including industrial, commercial, retail, office, recreational,

manufacturing, warehousing and associated activities.

The Master Plan (2013) identifies that future use and development within the Landside Business Precinct will

remain focused on mixed-use purposes that provides for safe and efficient ground transport access and a high

level of visual amenity.

Su

bje

ct

Sit

e

AECOM




6

Figure 7 Melbourne Airport Master Plan (2013) – Zoning and Overlay Plan S

ub

jec

t S

ite

AECOM




7

03 Proposed Development

Introduction 3.1

The proposed development comprises the construction of two new warehouses within the Melbourne Airport

Business Park more specifically known as Site 2 (Airport Drive), Tullamarine. The details of the project are

provided in the sections below.

Project Vision and Objectives 3.2

The project involves the provision of a new warehouse facility within the Melbourne Airport Business Park which

will support the freight and logistics businesses utilising Melbourne Airport. This MDP represents a proposal

aimed at increasing the opportunities for industrial development within the Melbourne Airport Business Park. In

seeking MDP approval for the warehouses, Melbourne Airport want to be “market ready” for new opportunities as

and when they emerge. The warehouse facility will therefore be developed by Melbourne Airport to respond to

current and forecast demand in the warehousing or distribution market, further stimulated by the construction of

Airport Drive.

Description of the Proposal 3.3

The proposal comprises two warehouse buildings, however the final space planning of the proposed development

will be undertaken in conjunction with the future tenants. An indicative plan of a potential future development is

shown in plans at Appendix A.

Generally, the development will comprise:

- Two warehouses of 40,000 square metres each (totalling 80,000 square metres);

- Two office spaces of 1,800 square metres each (totalling 3,600 square metres);

- Heavy duty concrete access roadways, loading and unloading area;

- Light duty asphalt car parking areas for associated staff;

- Amenity landscaping along the northern, eastern and western boundaries of the site.

The balance of the site is to be fenced, landscaped and paved in accordance with Melbourne Airport Planning and

Design Guidelines and Melbourne Airport Planting Guidelines.

The proposal is described in more detail below.

3.3.1 Site Preparation

Site preparation will include all excavation, supply and compaction of filling materials and the preparation

necessary to ensure the site is cut and filled to the correct gradient. All excess spoil including imported and site

derived materials shall be removed from the site on completion of the specified works. Any required retaining

walls and battered slopes will be located within the development site.

3.3.2 Building Envelope and Materials

The proposal comprises two warehouse facilities with a maximum developable floor area of 80,000 square metres

between the two structures. Back of house (containing supporting physical infrastructure) and front of house

(administration) will accompany the proposed warehouses. The warehouses will extend to a total height of 13.7

metres sloping upwards from 11.5 metres from the east and west of the structure. The warehouse design will

incorporate total office space of approximately 3,600 square metres over two storeys, with a total height of 8.1

metres. The warehouse design for each structure will incorporate an office space of approximately 1,800 square

metres. The warehouses and offices will be oriented to the north incorporating the entrance to the office

component and a large parking area along the northern elevation of the warehouse fronting Sky Road East.

External materials proposed on the two warehouses will be non-reflective and will include a combination of pre-

cast concrete and Colorbond metal sheeting. Materials and finishes will be of high quality, durable products

appropriate for airport operations. External cladding will be non-reflective and will be selected so as not to

AECOM




8

interfere with aviation function. All materials shall be in accordance with Australian Standards. The materials and

finishes will complement the built form within the Melbourne Airport Business Park.

The plans for the two warehouses are currently at a conceptual stage. The final design and shape of the buildings

will be subject to detailed space planning investigations and construction feasibility, along with tenant

requirements. The Department of Infrastructure and Regional Development will be notified of final design details

including the building envelope.

3.3.3 Fencing and Security Gates

The site will be contained by perimeter fencing expected to consist of black PVC coated chain wire mesh or

palisade fencing to an overall height of three metres to all site boundaries, consistent with the Melbourne Airport

Planning and Design Guidelines. The entry / exit points will be secured by lockable swing open gates.

3.3.4 Car Parking and Access

The site will be accessible via four crossovers onto Sky Road East, which is currently accessible via South Centre

Road to the west and Airport Drive to the east.

It is anticipated that the proposed warehouses will be utilised for a transport and freight-forwarding business/

distribution or a storage and logistics business which receives, stores and delivers goods and packages to end

customers. These operations may involve heavy interstate vehicles operating on long haul pickups and deliveries,

as well as large fleets of smaller commercial vehicles for domestic goods transport to Greater Melbourne and

regional centres.

Under the Activity Centre Zone, which applies to the sites within the Business Park, the Master Plan (2013) states

that ‘…parking studies can be used to justify alternative rates of parking for the activity centre, although Clause

52.06 (Car Parking) of the Planning Scheme should continue to be used to address parking’.

The Victoria Planning Provisions and Hume Planning Scheme require 2 parking spaces per premises plus 1.5

spaces/100sqm of net floor area, though for industrial uses, the requirement increases to 2.9 spaces/ 100sqm of

net floor area. Alternatively, a recent Committee Paper from the Property Council of Australia (PCA)

recommended 0.5 spaces/ 100sqm for facilities over 250sqm, based on the results of an informal survey of

industrial developers and logistics users. The PCA provisions would represent the most efficient use of the land.

As the tenant is yet to be determined, car parking ratios have been estimated in line with the anticipated upper

and lower employment forecasts, expected floorspace requirements, the shift profile (not all staff will be on site

simultaneously ) and the likely use of alternative transport modes or trip sharing amongst staff. On this basis it is

expected that peak parking requirements for the site will be approximately 314 spaces for the lowest employment

estimate and up to 1,095 spaces for the highest estimate. For the highest employment estimates parking areas

can be more effectively utilised through car park management correlating to the shift profile, and the utilisation of

hardstand areas for delivery vehicles that will be off site for the majority of the peak parking period.

The car parking will be provided on the site in a safe and convenient manner that is appropriate for staff

associated with shift work at the proposed warehouse facility and in accordance with the relevant Australian

Standards. Car parking areas will be of light duty paving, which will be laid to correct gradients and shall include

perimeter kerb and channelling connected to the stormwater drainage system.

Facilities of the size and nature of the proposed Melbourne Airport Business Park Warehouses Site 2 (Airport

Drive), Tullamarine tend not to have the level of pedestrian and cycling options which are offered at other

development types due to tenant occupational requirements based around safety and security. The current design

for the facility and the improvements/additions being made to the surrounding road network, including new

footpaths to be constructed on South Centre Road, and a shared bike and pedestrian walkway adjacent to Airport

Drive allow for cycling access and facilities to be added at a later date if required.

3.3.5 Landscaping

Landscaping is proposed around the parking areas on the northern, eastern and western portions of the site, with

species selection to be finalised. Landscaping treatments associated with the proposed development are to be

undertaken in accordance with the Melbourne Airport Planting Guidelines and the Planning and Design

Guidelines developed for Melbourne Airport including the Business Park Precinct. In addition to the MDP

approval, the proposed development must obtain Planning and Design Approval from Melbourne Airport. The

Planning and Design Approval process will assess the consistency of the proposal against the Melbourne Airport

Planting Guidelines and the Planning and Design Guidelines.

AECOM




9

3.3.6 External Lighting

The National Airports Safeguarding Framework (NASF) Guideline E provides guidance to address the risk of

distraction to pilots from lighting and light fixtures near airports. The two proposed warehouses will be suitable for

a 24 hour per day, seven day per week operation. External lighting will therefore be important to ensure the

continuous and safe operation of the facility. External lighting will be designed to not emit upward waste light (0cd

above the horizontal) in accordance with the Manual of Standards Part 139 Section 9.21.4.3 and NASF Guideline

E to ensure that glare issues for pilots do not eventuate. The likelihood of external lighting on the site impacting on

aircraft operations is considered negligible in consideration of the intervening distance between the site of the

proposed development, and the existing and future runways at Melbourne Airport.

Given the significant distance between the subject site and the nearest residential properties, it is not anticipated

that there will be significant light spill affecting sensitive land uses, either during construction or operation of the

warehouses. The potential impacts from lighting associated with the proposed development will be further

mitigated through the use of baffled lighting, new landscaping and the separation of the site from residential

development through the Airport Drive extension which was recently opened.

3.3.7 Drainage

Drainage systems will be designed to be in accordance with the recently approved Airport Drive and Steele Creek

North Stormwater Enhancement Project MDP, which is described in more detail at Section 5.3.5 of this MDP. The

drainage strategy for the project will be prepared at the detailed design stage of the project; however will be

subject to approval from both the Airport Building Controller and Airport Environment Officer.

3.3.8 Signage

Signage will include all statutory and regulatory signage (i.e. fire house reels, hydrants). Business identification

signage will also be required. Details of the business identification signage will be provided in accordance with

relevant signage guidelines during the building approval process. All signage will comply with the Melbourne

Airport Planning and Design Guidelines.

3.3.9 Anticipated Staff

This MDP seeks approval for two warehouses suitable for 24 hour per day, seven day per week operation, with

most activity likely to occur between 5.00am and 10.00pm. It is likely that the warehouses will be used as a

distribution centre, packing facility or similar, and that work will occur in shifts.

The new warehouses will require staff for operational and customer services, and this will benefit the surrounding

communities. The number of workers will be dependent upon the type of tenant and business occupying the

warehouse. A range of employment estimates were assessed. The lower bound on employment assumed a

storage and logistics business on the site which typically have a low employee density. The upper bound on

employment assumed a higher-density transport and freight-forwarding business on the site.

The lower and upper bound assumptions on employment at the proposed warehouses are 510 (lower) to 1700

(upper). This would include both operational (such as handlers, forklift operators and drivers) and administrative

workers and the 24/7 nature of the facility will boost the employment capabilities of the site.

The employment associated with construction of the project also represents an employment opportunity for local

residents.

The Master Plan (2013) indicates that approximately 2/3 of Melbourne Airport based staff reside within the seven

municipalities surrounding the airport. The growth in employment opportunities offered by the proposed

warehouses is therefore likely to support the local economy.

In addition to operational employment, there will be significant employment opportunities during the construction

phase of the development.

AECOM




10

04 Statutory and Policy Compliance

This section of the MDP provides an assessment of the proposed development against applicable Commonwealth

and Victorian government legislative, regulatory and policy requirements.

Commonwealth Legislation 4.1

4.1.1 Airports Act 1996

In accordance with the Airports Act 1996, a MDP must be prepared where a major airport development is

proposed. Section 89 of the Airports Act 1996 defines a major development to include:

(e) constructing a new building, where:

(i) the building is not wholly or principally for use as a passenger terminal; and

(ii) the cost of construction exceeds $20 million or such higher amount as is prescribed.

As the anticipated project cost for the proposed Business Park Warehouse will be in excess of $60 million,

Melbourne Airport is required to prepare a MDP to provide details of the development for approval by the

Commonwealth Minister for Infrastructure and Regional Development.

The proposed development is not a “sensitive development” as defined in section 71A of the Airports Act 1996.

Section 91 of the Airports Act 1996 defines the contents of a MDP to include:

a) the airport-lessee company’s objectives for the development; and

b) the airport-lessee company’s assessment of the extent to which the future needs of civil aviation users of the

airport, and other users of the airport, will be met by the development; and

c) a detailed outline of the development; and

(ca) whether or not the development is consistent with the airport lease for the airport; and

d) if a final master plan for the airport is in force—whether or not the development is consistent with the final

master plan; and

e) if the development could affect noise exposure levels at the airport—the effect that the development would be

likely to have on those levels; and

(ea) if the development could affect flight paths at the airport—the effect that the development would be likely to

have on those flight paths; and

f) the airport-lessee company’s plans, developed following consultations with the airlines that use the airport,

local government bodies in the vicinity of the airport and—if the airport is a joint user airport—the Department

of Defence, for managing aircraft noise intrusion in areas forecast to be subject to exposure above the

significant ANEF levels; and

g) an outline of the approvals that the airport-lessee company, or any other person, has sought, is seeking or

proposes to seek under Division 5 or Part 12 in respect of elements of the development; and

(ga) the likely effect of the proposed developments that are set out in the major development plan, or the draft of

the major development plan, on:

(i) traffic flows at the airport and surrounding the airport; and

(ii) employment levels at the airport; and

(iii) the local and regional economy and community, including an analysis of how the proposed

developments fit within the local planning schemes for commercial and retail development in the adjacent

area; and

h) the airport-lessee company’s assessment of the environmental impacts that might reasonably be expected to

be associated with the development; and

AECOM




11

i) the airport-lessee company’s plans for dealing with the environmental impacts mentioned in paragraph (h)

(including plans for ameliorating or preventing environmental impacts); and

j) if the plan relates to a sensitive development—the exceptional circumstances that the airport-lessee company

claims will justify the development of the sensitive development at the airport; and

k) such other matters (if any) as are specified in the regulations.

This report addresses all of the above requirements. The table at Appendix C lists each requirement of Section 91

of the Airports Act 1996 and outlines the section of this MDP in which each requirement has been addressed.

4.1.2 Environment Protection and Biodiversity Conservation Act 1999

As Melbourne Airport is situated on Commonwealth land, it is subject to the provisions of the Environment

Protection and Biodiversity Conservation Act 1999 (EPBC Act). Compliance with the provisions of the EPBC Act

is required in relation to environmental impact assessment of proposed projects on Commonwealth land and/or

which may have a significant impact on a matter of national environmental significance.

A Flora and Fauna Impact Assessment was undertaken by Biosis dated 7 July 2014, and is included at Appendix

D of this MDP. The Flora and Fauna Assessment was prepared for the subject site on Sky Road East. The

assessment is appropriate to cover potential flora and fauna impacts of the proposed development. The Flora

and Fauna Assessment confirmed that no EPBC Act listed fauna were recorded or expected to occur regularly in

the study area.

However, it was noted that patches of Plains Grassland were present on the site, and met the criteria definition of

critically endangered EPBC Act listed community Natural Temperate Grassland of the Victorian Volcanic Plain

(NTGVVP). In consideration of this endangered community, the Biosis report noted that the EPBC Act would

likely to be triggered, requiring a referral of the proposed action to the Australian Government Minister for the

Environment. It was noted in the report that the majority of the study area has been modified in the past by

previous land uses, but that the proposed clearing of native patches of grassland vegetation may require offset

measures as recommended by the Minister for Environment.

The proposal was referred to the Department of Environment (DoE) under Section 160 of the EPBC Act. The

DoE decided that the Minister for Environment’s advice under section 162 of the EPBC Act was required prior to

the Minister for Infrastructure and Regional Development giving authorisation to the proposed action. On 10 April,

2015, the DoE confirmed that the proposed action was to be assessed by an accredited assessment through a

Major Development Plan under the Airports Act 1996.

Through use of the EPBC Act Environmental Offsets Policy Offsets Assessment Guide and through consultation

with the DoE, it was identified that 11ha of NTGVVP would need to be protected to offset the loss of the

community from Airport Site 2. On 30 July 2015, the DoE confirmed that they were satisfied with the suitability of

an offset of approximately 11 hectares or more of the critically endangered ecological community, Natural

Temperate Grasslands of the Victorian Volcanic Plains at the property 1316 Darlington - Nerrin Road, Dundonnell

in western Victoria (or a similar site).

An Offset Management Plan was also required and is included at Appendix D. The offset area will be protected in

perpetuity by an agreement under Section 173 of the Planning and Environment Act 1988 with the Moyne Shire

Council. As the proposed warehouse is currently untenanted and commercial negotiations are ongoing with a

prospective occupier, APAM intend to implement the offset within 3-6 months of a commercial agreement with a

tenant being obtained.

Full details of Melbourne Airport’s response to DoE are provided at section 5.3.2 of this report.

Melbourne Airport Lease 4.2

The proposed development is consistent with the airport head lease for Melbourne Airport held by Australia

Pacific Airports (Melbourne) under the Commonwealth Airports Act 1996. The major development:-

- Is for a lawful purpose and does not breach legislation in accordance with Section 3.1 (a) (iv).

- Maintains the environment of the airport in accordance with Section 6.2.

- Complies with all legislation relating to the airport site and its structures or use or occupation in accordance

with Section 7.1.

AECOM




12

- Does not grant any sublease or Licence prohibited under the legislation in accordance with Section 10.

- Has regard to actual and anticipated future growth in, and pattern of, traffic demand for the Airport site.

- Will be to quality and standards reasonably expected of an airport in Australia and to good business practice

in accordance with Section 12(b) and (c).

In developing this MDP, all interests existing at the time the airport lease was created were identified and

considered including easements, licences, leases and sub leases. There are no conflicts or inconsistencies

existing between these interests and any proposals in the MDP and Melbourne Airport will ensure that any

development works allowed under this MDP will not interfere with the rights granted under any pre-existing

interest. There are no known impacts to any pre-existing interests of adjacent property owners.

Melbourne Airport Master Plan (2013) 4.3

The Master Plan (2013) was approved by the Minister for Infrastructure and Regional Development on 18

December 2013. The Master Plan (2013) outlines the vision and strategic intent for Melbourne Airport’s future

development over the next 20 years. Melbourne Airport is required to develop a Master Plan every five years in

accordance with the Airports Act 1996.

The intention for the Melbourne Airport Business Park is to continue development, focussing on large warehouses

(ranging from 10,000 to 100,000 square metres); ultimately providing some 1,000,000 square metres of facilities.

The proposed warehouses will directly contribute to the achievement of this vision.

The Master Plan’s Land Zoning and Overlay Plan, as shown at Figure 7, depicts the subject land zoned as

“Activity Centre Zone”. Under the Victoria Planning Provisions the proposed use falls under the definition of

“Warehouse”. The Activity Centre Zone is a specialised zone which relies on the preparation of a Structure Plan to

direct future development within the zone. The Master Plan (2013) for Melbourne Airport will fulfil this function. As

discussed, the two proposed warehouses are consistent with the Master Plan (2013), and are also consistent with

the Activity Centre Zone. A “Warehouse” is a permitted use in the Activity Centre Zone.

The Master Plan (2013) incorporates the Ground Transport Plan for Melbourne Airport. The Ground Transport

Plan has a vision for ‘an interconnected ground transport system that supports safe, efficient and reliable journeys

for all modes of transport’. The Ground Transport Plan has a number of objectives, including integrating

Melbourne Airport’s ground transport network into the wider local and state-wide networks, and recognises that

reducing congestion in and around the airport will be critical to the success of the plan.

Jacobs prepared a Traffic Impact Assessment in August 2014 for the two warehouses on Sky Road East / Airport

Drive. This assessment has found that the proposed development can be incorporated into the Melbourne Airport

Business Park without major changes to the surrounding road network. Full details are provided at Section 5.3.3

of this report. Additional information in relation to traffic impacts is also provided within Jacobs’ Supplementary

Traffic Report dated August 2015 provided at Appendix H.

It is considered that the proposal will be consistent with the Ground Transport Plan and the Master Plan (2013)

more broadly.

Melbourne Airport Environment Strategy (2013) 4.4

Environmental management at Melbourne Airport is carried out in accordance with Melbourne Airport’s approved

Environment Strategy. The current Environment Strategy was approved by the Commonwealth Minister for

Infrastructure and Regional Development on 18 December 2013 and is the first Environment Strategy to be

incorporated into the Master Plan (2013).

Melbourne Airport's Environment Policy provides the guidelines for the environmental management of the airport.

The policy forms the basis for the principles that promote environmental sustainability at the airport and

maximises efficiency of the environmental systems. The policy provided the basis for which objectives, targets

and environmental action plans were developed in the Environment Strategy (refer to Appendix E).

Melbourne Airport also has in place an Environmental Management System, which is certified to the international

standard ISO 14001. The Environment Strategy highlights areas within the Melbourne Airport precinct which are

considered to have environmental significance status and have been designated as conservation and recreation

areas. The proposed development will occur within an area designated for Business and Industry within the

Ultimate Airport Environmental Plan contained within the Environment Strategy.

AECOM




13

A Phase 1 Environmental Site Assessment was undertaken for the subject site in accordance with Melbourne

Airport’s Environmental Management System (included at Appendix F). This assessment was undertaken by

Melbourne Airport’s Environment Manager and the Commonwealth’s Airport Environment Officer and did not

identify any significant environmental issues on the site.

As discussed in Sections 4.1.2 and 5.3.2 of this report, a Flora and Fauna Impact Assessment was undertaken by

Biosis, dated 7 July 2014 (refer Appendix D), which concluded that the site contains no threatened flora or fauna,

though it does contain patches of Plains Grassland which meet the criteria definition of critically endangered

EPBC Act listed community Natural Temperate Grassland of the Victorian Volcanic Plain (NTGVVP). This will be

considered by the Minister for Environment in the submission of this MDP for review.

As detailed in Section 5.3.4 of this report, a Cultural Heritage Management Plan (CHMP) has been prepared by

Dr Vincent Clark and Associates (refer Appendix G). The CHMP was prepared for Australia Pacific Airports

Melbourne (Melbourne Airport), pursuant to Section 46 of the Aboriginal Heritage Act 2006. The area for the

CHMP includes all of the land encompassed by the development site and the activities allowed by the plan

include the development of a business park and associated buildings and roadways. The CHMP includes a

detailed assessment of cultural heritage places within the area of the proposed development, and has identified a

number of artefacts that need to be appropriately documented and stored. The CHMP notes that whilst

construction activity will be undertaken in a manner that seeks to avoid or minimise harm to Aboriginal cultural

heritage on the site, this is not always possible and thus mitigation measures have been prepared to manage

those places.

Additionally, 26 recommendations are made to appropriately manage the cultural heritage artefacts and places

within the overall area of development at the airport, including the need for the CHMP to be held on site during

works, the need for cultural heritage awareness training to be undertaken prior to ground works and the need to

report any previously unidentified artefacts which may be uncovered during works.

It is contended that the proposal will not result in significant impacts on the environment. The Melbourne Airport

Business Park Warehouses Site 2 (Airport Drive), Tullamarine is therefore consistent with the Environment

Strategy (2013).

State and Local Government Planning 4.5

4.5.1 State Planning Provisions

Planning requirements for the Melbourne Airport site (Commonwealth land) are administered under the Airports

Act 1996, and as such State and local planning provisions under the Victorian Planning and Environment Act

1987 are not directly applicable.

Regardless, the Airports Act 1996 requires Master Plans to, wherever possible, be consistent with the State and

local planning policies within the State or Territory in which the airport is located. Similarly, the preparation of a

MDP is required to give consideration to the level of consistency or otherwise with prevailing State and local

planning policies and controls. This MDP has had due regard to the Victoria State Planning Policy Framework and

the zones, overlays and other planning provisions derived from the Victoria Planning Provisions (VPP).

The relevant State and local planning provisions are discussed below.

4.5.1.1 State Planning Policy Framework

The State Planning Policy Framework (SPPF) contains a number of provisions which are relevant to airport

planning and this MDP. In particular, Clause 11.01 of the SPPF relates to “Activity Centres” and identifies activity

centres as areas which will accommodate substantial change and economic activity. The proposed business park

warehouses are consistent with and will complement Melbourne Airport’s role as a Specialised Activity Centre.

Clause 18.04 of the SPPF seeks to strengthen the role of Victoria’s airports within the State’s economic and

transport infrastructure and protect their ongoing operation. Of relevance to this MDP are the following strategies

under Clause 18.04-2:

- Ensuring that in the planning of airports, land-use decisions are integrated, appropriate land-use buffers are

in place and provision is made for associated businesses that service airports.

- Ensuring the planning of airports identifies and encourages activities that complement the role of the airport

and enables the operator to effectively develop the airport to be efficient and functional and contributes to

the aviation needs of the State.

AECOM




14

Clause 18.04-1 sets out the following objective for Melbourne Airport:

- To strengthen the role of Melbourne Airport within the State’s economic and transport infrastructure and

protect its ongoing operation.

Strategies set out at Clause 18.04-1 specifically for Melbourne Airport include:

- Ensure the effective and competitive operation of Melbourne Airport at both national and international levels.

- Ensure any new use or development does not prejudice the optimum usage of Melbourne Airport.

- Ensure any new use or development does not prejudice the curfew-free operation of Melbourne Airport.

- Protect the curfew-free status of Melbourne Airport.

The proposal is consistent with Clause 18.04 of the SPPF. Specifically, the new warehouses will offer a synergy

between the operations of the Business Park and Melbourne Airport more broadly by allowing the potential for

additional freight distribution capabilities or industrial activities to support the State’s economic infrastructure.

Melbourne Airport currently handles a 30 per cent share of Australia’s air freight and the proposal will result in

Melbourne Airport being better able to effectively and efficiently move freight throughout the State. The proposal

will not interfere with existing or future airport operations or its curfew-free status.

4.5.1.2 Victoria: The Freight State (2013)

The proposed warehouses are likely to accommodate a distribution centre, which will enhance Victoria’s position

as the ‘Freight State’ in which Melbourne Airport is recognised as a key freight and logistic gateway and its role as

a nationally significant freight distributor.

Business parks located on airport land can effectively harness greater gains from economic agglomeration. That

is, they can become strategic hubs themselves with a critical mass of diversified retail, freight and logistics and

aviation activities, many of which leverage the airport’s business base and passenger traffic.

The Victoria Freight and Logistics Plan, Victoria: The Freight State (2013) highlights that the freight and logistics

sector contributed between $19 billion and $23 billion to Victoria’s Gross State Product in 2011; representing up to

eight per cent of the Victorian economy.

Victoria: The Freight State highlights the necessity of effectively planning for and delivering adequate gateway

capacity at airports, and recognises that failure to provide capacity when it is needed will mean congestion,

disruption and a cost to business and the economy.

Victoria: The Freight State identifies Melbourne Airport as a freight airport, and places significant value on the

curfew-free status of the airport. The plan identifies the need for a new freight road link from the Airport to a new

freight link road to the north, and a widening of the Tullamarine Freeway between the Calder Freeway and the

airport. The Government recognises the potential of Victoria’s aviation infrastructure to grow the State’s role as a

gateway for international trade and cargo and, in particular, for new markets in Asia. The proposed warehouses

will support this growth, by providing space for a distribution centre or similar industrial warehouse use for freight

storage and distribution.

4.5.1.3 Metropolitan Planning

The Victorian Government‘s metropolitan planning strategy, Plan Melbourne (2014), is currently being reviewed

with an update likely to be issued in late 2015. As currently structured, Plan Melbourne (2014) places the

Melbourne Airport within the Northern Subregion of Melbourne. A key focus for the Northern Subregion will be to

continue to develop a diverse industry base linked to its key transport infrastructure and educational, technology

and research capabilities. Melbourne Airport is classified as a ‘State-Significant Element – Transport Gateway’

within the Northern Subregion.

Plan Melbourne (2014) identifies Melbourne Airport as a Transport Gateway and major economic gateway, acting as an employment anchor within the northern region of the city. The purpose of a Transport Gateway is:

To secure adequate gateway capacity for moving passengers and freight in and out of Victoria by

designating ports, airports and interstate terminals. They will be protected from incompatible land

uses but adjacent complementary uses will be encouraged.

The specific operations of the proposed warehouse facilities are not yet known, as this will be dependent on the

needs of the tenants. However, it is anticipated that the buildings will allow for freight distribution, packaging

facilities or similar operations, which is an intrinsic part of the operation of the airport.

AECOM




15

The further development of the Melbourne Airport Business Park is envisaged within Plan Melbourne (2014),

which identifies that:

Airport- and non-airport-related businesses are also expected to grow significantly on land within

the airport boundary and in surrounding areas such as Essendon Airport and Tullamarine. This

may create opportunities to develop tailored business and housing developments that benefit

from proximity to airport facilities.

The Melbourne Airport Business Park is identified as falling within an Investment and Employment Opportunity area, an acknowledgement of the significant number of jobs which can be created through investment at the Melbourne Airport. This is considered to be a very important local economic benefit. The types of businesses which are envisaged include freight and logistics businesses, in line with the likely tenants of the proposed warehouses. Plan Melbourne (2014) seeks to incorporate Victoria’s transport plan, Victoria: The Freight State (2013), which outlines the following priority:

Ensuring the ability of businesses to access and service markets interstate and overseas through efficient

freight gateways is vital to the economy of the city and the state.

Overall, the proposed development is considered to be consistent with the intent of future business growth at the

Melbourne Airport as envisaged within Plan Melbourne (2014). The two proposed warehouses will provide

additional industrial facilities, and will also assist in fulfilling the airport’s role as an employment cluster within the

Northern Subregion of Melbourne.

4.5.2 Local Planning Provisions (Hume Planning Scheme)

Section 91(ga)(iii) of the Airports Act 1996 requires a MDP to provide an assessment of the local and regional

economy and community, including analysis of how the proposed development fits within the planning schemes

for commercial and retail development in the adjacent area.

The City of Hume’s Local Planning Policy Framework (LPPF) contained within the Hume Planning Scheme (the

Planning Scheme) notes the direct economic benefits the airport has for the municipality. The Municipal Strategic

Statement (MSS), part of the LPPF, recognises the important role that Melbourne Airport plays in providing a

source of employment for Hume residents and attracting associated economic activity, being a key economic

driver for the municipality. The LPPF acknowledges that Melbourne Airport is an Activity Centre with important

implications for the municipality, and anticipates that future business and industry growth will continue at

Melbourne Airport, to the benefit of local residents. As a result, the Hume Council LPPF, seeks to ensure that the

relationship between Melbourne Airport and the city remains positive and that Melbourne Airport’s curfew-free

operations are protected (Clause 21.03-4).

The MSS includes an Industrial Land Policy at Clause 22.01 which applies to industrial areas and business parks.

The policy recognises that industry and large scale business are key contributors to the City’s strong employment

base and that these areas should achieve a high architectural and landscape standard, with due consideration

given to stormwater management, car parking provision and vehicular access. Relevant Local Objectives include:

• Provide a range of lot sizes to meet current and anticipated employment needs;

• Protect significant natural and cultural heritage sites wherever possible;

• Provide for effective stormwater management as part of new development proposals;

• Establish and maintain a high quality industry and business environment that protects and enhances the

investment of those who choose to locate and work within, and the amenity of those residents who reside near,

the City’s business parks.

In addition, the policy requires that all development should have regard for the operational requirements of

Melbourne Airport in terms of aircraft noise, building height and form, bird hazards, lighting and radio

transmission.

Overall, it is considered that the proposal appropriately implements the aforementioned local objectives of the

Hume City Council and will result in positive impacts on both Melbourne Airport and the local community. It is

recognised that the economic benefits of the Airport extend to the adjoining municipalities of Brimbank, Melton

and Moonee Valley.

AECOM




16

Australian Noise Exposure Forecast 4.6

The Master Plan (2013) contains the Airport’s Ultimate Capacity Australian Noise Exposure Forecast (ANEF),

which was approved by Airservices Australia on 3 May 2013. Associated land use compatibility advice for areas in

the vicinity of Airports is contained in Australian Standard AS2021-2015 “Acoustics – Aircraft Noise Intrusion –

Building Siting and Construction” (AS2021-2015).

The ANEF 20 contours have been altered by the recently approved Master Plan (2013). These ANEF contours

supersede the 2008 contours. Under the new ANEF contours, the site for the Melbourne Airport Business Park

Warehouses Site 2 (Airport Drive), Tullamarine is partly located within the 20 ANEF noise contour, as shown in

Figure 8.

The activities to be conducted within the warehouse structures could be considered to be either ‘light industrial’ or

‘commercial’ under the AS2021-2015 Standard. The Standard specifies that in areas of less than 25 ANEF that

these building types are acceptable. The proposed development site is located within the 20 ANEF contour but

below the 25 ANEF contour. Therefore, no noise attenuation measures will be required.

Figure 8 Melbourne Airport Master Plan (2013) ANEF Contours

Prescribed Airspace 4.7

Under the provisions of the Airports Act 1996 and the Airports (Protection of Airspace) Regulations 1996 (Airport

Regulations), the airspace around airports may be declared ‘Prescribed Airspace’ to protect the airspace for safe

arrival and departure of aircraft using the airport. Melbourne Airport’s airspace has been declared as Prescribed

Airspace by the Commonwealth Government under these Regulations. Prescribed Airspace is the airspace

above any part of either an Obstacle Limitation Surface or Procedures for Air Navigational Services surface,

which are defined as:

- Obstacle Limitation Surface (OLS): This surface is usually the lower of the two surfaces that make up

Prescribed Airspace, and is designed to provide protection for visual flying, or VFR (i.e. when the pilot is

flying by sight).

Subject Site

AECOM




17

- Procedures for Air Navigational Services – Aircraft Operations (PANS–OPS): This is the surface usually

higher than the OLS and is designed to provide protection for instrument flying, or IFR (i.e. when the pilot is

flying by instruments). The PANS-OPS may also protect airspace around the network of navigational aids

that are critical for instrument flying.

The proposed development is located under the existing and future OLS Inner Horizontal Surface (OLS 2), which

has an upper height limit of 157.5 AHD at the site. The envelope enclosing the proposed warehouses extends to a

total height of 100.63 AHD (13.7 metres AGL). When the maximum height of the proposed warehouse is

subtracted from the OLS, there will be a minimum clearance of 56.87 metres. The overall height of the buildings

assessed is to include any vents, chimneys, aerials, flues or other protrusions, however none are envisaged at

this stage. APAM may need to obtain controlled activity approvals if cranes required for construction will intrude

into controlled airspace. This requirement will be addressed in accordance with Airservices and CASA

requirements. The proposed development will therefore not have a structural impact on Melbourne Airport’s OLS.

At the location of the site the existing PANS-OPS surface for the two runway configuration (PANS OPS 2) is

higher than the OLS at 180 metres AHD. In the future, with a four runway configuration (PANS OPS 4), the

PANS-OPS surface will be 210 metres AHD. Therefore, the proposal will not penetrate either existing or future

PANS-OPS surfaces.

Prior to the construction phase for the warehouse commencing, a Notice to Airmen will be issued by Melbourne

Airport advising the temporary erection of obstacle(s) near airfields (e.g. cranes).

Airservices were consulted with regard to any impact on the performance of Precision/Non-Precision Nav Aids,

HF/VHF Comms, A-SMGCS, Radar, PRM, ADS-B, WAM or Satellite/Links. In response to consultation,

Airservices Australia has confirmed that at 100.63m AHD, the warehouse will not affect any sector or circling

altitude, nor any instrument approach or departure procedure at Melbourne Airport.

The development could potentially have an impact on the existing Airservices radio data link communication with

Essendon Airport as the site is located within the radio data link path. Further details are provided at Section

5.5.1 of this report.

National Airports Safeguarding Framework 4.8

It is considered that the proposed development satisfies the NASF guidelines as outlined in Table 2 below.

Table 2 Response to NASF Guidelines

NASF Guideline Comment/Response

Guideline A: Measures for Managing Impacts of

Aircraft Noise

See Section 4.6 of this MDP. Under the new ANEF

contours, the site is partially located within the 20 ANEF

noise contour but below the 25 ANEF contour. The

proposed development complies with AS2021: 2015.

Guideline B: Managing the Risk of Building

Generated Windshear and Turbulence at

Airports

See Section 5.5.3of this MDP. The proposed development

complies with the requirements of the Guideline B.

Guideline C: Managing the Risk of Wildlife

Strikes in the Vicinity of Airports

See Section 3.3.5 of this MDP. Non-bird attracting plant

species are to be used in accordance with Melbourne

Airport’s Planting Guidelines.

Guideline D: Managing the Risk of Wind Turbine

Farms as Physical Obstacles to Air Navigation

Not applicable to the proposed development.

Guideline E: Managing the Risk of Distractions

to Pilots from Lighting in the Vicinity of Airports

See Section 3.3.6 of this MDP. All external lighting will be

designed and baffled to comply with the relevant

standards.

Guideline F: Managing the Risk of Intrusions

into the Protected Airspace of Airports

See Section 4.7 of this MDP. The proposed development

will not impact on Melbourne Airport’s existing and future

OLS or PANS-OPS surfaces.

AECOM




18

Pre-Existing Interests and Obligations 4.9

In undertaking an assessment of a major development in accordance with the requirements of the Airports Act

1996, the Airports Regulations 1997 require that consideration be given to, amongst other matters, any pre-

existing interests and obligations in relation to the Airport lessee company.

In this regard, in developing the MDP for the Melbourne Airport Business Park Warehouses Site 2 (Airport Drive),

Tullamarine all interests existing at the time the airport lease was created were identified and considered including

easements, licences, leases and sub leases. There are no known conflicts or inconsistencies existing between

these interests and any proposals in the MDP and Melbourne Airport will ensure that any development works

allowed under this MDP will not interfere with the specific rights granted under any pre-existing interest. There

are no known impacts to any pre-existing interests of adjacent property owners.

AECOM




19

05 Assessment of Impacts

Overview 5.1

This section provides an assessment of the potential impacts of the project that might reasonably be expected to

be associated with the development and which may arise during the construction and operation phases. The

following specialist investigations have informed this assessment, as discussed throughout this section:

- Phase 1 Environmental Site Assessment

- Flora and Fauna Assessment

- Traffic Impact Assessment

- Cultural Heritage Assessment.

Social and Economic Impacts 5.2

The Melbourne Airport Business Park Warehouses Site 2 (Airport Drive), Tullamarine is anticipated to have a

project cost well in excess of $20 million. This investment will provide positive social and economic benefits within

the State and local economies. An Economic and Social Impact Study was undertaken by Jacobs in 2014 and is

included at Appendix I of this MDP.

5.2.1 Employment

Melbourne Airport’s operations support over 14,300 direct jobs, providing almost 10,000 jobs to residents of the

seven municipalities within 15 kilometres of Melbourne Airport. In Hume alone, the airport directly supports more

than one in six jobs, making it a major source of local employment. The proposed development will deliver a

number of economic benefits including investment and local and wider employment generation. The Master Plan

(2013) indicates that approximately two thirds of Melbourne Airport based staff live within the seven municipalities

surrounding the airport.

The two new warehouses will require staff for operational and customer services, and this will benefit the

surrounding communities. The number of workers will be dependent upon the type of tenant and business

occupying the warehouses. A range of employment estimates were assessed. The lower bound on employment

assumed a storage and logistics business on the site which typically have a low employee density. The upper

bound on employment assumed a higher-density transport and freight-forwarding business on the site.

The lower and upper bound assumptions on employment at the proposed warehouses are 510 (lower) to 1700

(upper). This would include both operational and administration workers and reflects the 24/7 nature of the

facilities.

The employment opportunities associated with construction of the project also represents an employment

opportunity for local residents. The further development of warehousing at the Melbourne Airport Business Park

will create additional capacity for commercial and industrial businesses to establish at the airport, and contribute

to the employment and economic base for the Hume Council area which is considered to be one of the fastest-

growing communities in Australia. Additionally, it has been estimated that the operation of the proposed

warehouses will result in a direct output of $82 million (lower estimate) to $273.4 million (upper estimate) per

annum when operating at maximum capacity. Full details in relation to the assessment of economic impacts are

provided at Appendix I Section 4.

5.2.2 Broader Social Benefits

Melbourne Airport is an important facilitator of imports and exports for local businesses. The addition of two new

warehouses within the Melbourne Airport Business Park will be positive for local businesses, and in turn, local

communities by providing the opportunity for a new business to set-up or an existing business to expand.

Additionally, the two proposed Business Park warehouses will contribute to achieving the aims of the Hume

Council local strategies through creating new jobs for residents and supporting business growth in the community.

It has also been identified that the residents of Tullamarine are socio-economically disadvantaged, and the

creation of new unskilled, semi-skilled and skilled employment types through the Melbourne Airport Business Park

AECOM




20

Warehouses project could provide critical employment opportunities; both through the construction period and

operation.

The airport plays a vital role in connecting communities, people and markets. The proposal will help to achieve

sustainable and inclusive economic growth through the development of commercial facilities in a defined business

park, providing employment opportunities for local communities. Local residents recognise the positive benefits

the airport provides, including connecting Melbourne to other cities, employment opportunities and the role of the

airport as a nationally recognised freight and logistics gateway.

Environmental Impacts 5.3

5.3.1 Phase 1 Environmental Site Assessment

A Phase 1 Environmental Site Assessment was undertaken in accordance with Melbourne Airport’s

Environmental Management System (refer Appendix F). This assessment was undertaken by Melbourne Airport’s

Environment Coordinator and the Commonwealth’s Airport Environment Officer by way of a site inspection and

completion of a checklist to identify any obvious environmental issues. The Phase 1 Environmental Site

Assessment did not identify any significant contamination from previous uses and activities.

5.3.2 Flora and Fauna

A Flora and Fauna Impact Assessment was undertaken by Biosis in 2014 and is included at Appendix D of this

MDP. The Flora and Fauna Assessment was prepared for the subject site at Airport Drive / Sky Road East,

Tullamarine within the Business Park.

The primary purpose of the investigation was to provide an overview assessment of the extent and quality of

native vegetation and fauna habitats in the study area, and to advise if any matters of national significance

protected through the EPBC Act or rare or threatened species listed under the Victorian Flora and Fauna

Guarantee Act 1988 (FFG Act) or on the Department of Sustainability and the Environment’s (now Department of

Environment and Primary Industry) advisory list have the potential to occur in the study area.

The assessment method comprised a desktop review of existing available information combined with field survey.

Detailed flora surveying was carried out in April 2013. The fauna assessment was undertaken during warm and

sunny conditions which were considered suitable for detecting all species groups likely to occur in the study area

during summer in 2013.

The Flora and Fauna Assessment concluded that no EPBC Act listed fauna were recorded or expected to occur

regularly in the study area.

However, it was noted that patches of Plains Grassland were present on the site, which met the criteria definition

of critically endangered EPBC Act listed community Natural Temperate Grassland of the Victorian Volcanic Plain

(NTGVVP). In consideration of this endangered community, the Biosis report notes that the EPBC Act would

require a referral of the proposed action to the Australian Government Minister for the Environment.

The proposal was referred to the Department of Environment (DoE) under Section 160 of the EPBC Act. The

Department of Environment confirmed that the Minister for Environment’s advice under section 162 of the EPBC

Act was required prior to the Minister for Infrastructure and Regional Development giving authorisation to the

proposed action.

The proposed development was determined to have, or be likely to have, a significant impact on the environment

and matters of national environmental significance (MNES), particularly on threatened species and communities

listed under the Environment Protection and Biodiversity Conservation Act 1999 (EPBC Act), including Natural

Temperate Grassland of the Victorian Volcanic Plain community (NTGVVP).

On 10 April, 2015, the DoE confirmed that the proposed action was to be assessed by an accredited assessment

through a Major Development Plan under the Airports Act 1996.

In order to assess the impacts and compensation measures of the action, the DoE required further information to

be provided. Biosis prepared a Major Development Plan Documentation Offset Site Assessment dated 3 June,

2015 in response to the DoE Request for Further Information (referral reference EPBC 2014/7363). A copy of

this assessment report is provided at Appendix D, as a supplementary report to the Flora and Fauna Assessment

dated 7 August 2014, also provided at Appendix D.

Key conclusions of the Major Development Plan Documentation Offset Site Assessment include:

AECOM




21

- The development of the site will result in the loss of 4.6 ha of vegetation which satisfies the definition of

NTGVVP. No additional impacts to NTGVVP or any other MNES are anticipated, either directly or indirectly.;

- The habitat score for the NTGVVP was calculated to be 23/100. A condition score of 2/10 was therefore

used to quantify the impact to this MNES to quantify the offset prescription under the EPBC Act Offset

Policy. Output from the EPBC Act offset calculator identifies an offset prescription of 9.3 ha of NTGVVP;

- A proposed offset for impacts to NTGVVP associated with the development of the Melbourne Airport

Business Park Warehouse at Site 2 has been located at Tiverton, a pastoral property in Dundonnell in

western Victoria;

- The nominated offset site would be subject to legal protection in perpetuity by way of a Trust for Nature (TfN)

covenant under the Victorian Conservation Trust Act 1972. The Management of the offset site will be

supervised by TfN and will be consistent with the requirements of an approved ten year offset management

plan (OMP), which will be initiated prior to the loss of NTGVVP at Site 2.

Through use of the EPBC Act Environmental Offsets Policy Offsets Assessment Guide and through ongoing

consultation with the DoE, it was identified that 11ha of NTGVVP would need to be protected to offset the loss of

the community from Airport Site 2.

On 30 July 2015, the DoE confirmed that they were satisfied with the suitability of an offset of approximately 11

hectares or more of the critically endangered ecological community, Natural Temperate Grasslands of the

Victorian Volcanic Plains at the property 1316 Darlington - Nerrin Road, Dundonnell in western Victoria (or a

similar site).

An Offset Management Plan for Melbourne Airport Business Park, Site 2 (Airport Drive) Tullamarine has been

prepared (dated 27 August, 2015) and is included at Appendix D. The offset area will be protected in perpetuity

by an agreement under Section 173 of the Planning and Environment Act 1988 with the Moyne Shire Council.

The time frame of the OMP is 10 years from commencement of management works. The formal commencement

of the 10 year management period must start when the offset area has been legally protected. As the proposed

warehouse is currently untenanted, APAM intend to implement the offset within 3-6 months of a commercial

agreement with a tenant being obtained.

5.3.3 Traffic Impact Assessment

A Traffic Impact Assessment has been prepared by Jacobs (refer Appendix H) to understand the likely impact that

the proposed warehouses, and specifically the Melbourne Airport Business Park Warehouses Site 2 (Airport

Drive), Tullamarine could have on Melbourne Airport and the broader Business Park precinct.

The report has been based on the impacts of a development comprising large warehouses for a logistics tenant or

similar operations which will offer commercial and industrial businesses a large and flexible space, excellent

access to roads, air and sea ports and growth opportunities. There have been discussions between VicRoads

about the modelling undertaken. APAM is currently working with VicRoads to identify the anticipated impacts of

warehouse traffic outside the Business Park. Particular attention is being given to intersections on Sharps Road,

Keilor Park Drive and Airport Drive. The Traffic Impact Assessment recommended that traffic volumes be

monitored following the opening of Airport Drive and a further assessment of intersection requirements and traffic

signal phasing be completed at that time. Airport Drive has recently opened which will enable this assessment to

occur.

The majority of areas of the road network will be able to accommodate the increased traffic associated with the

proposed development. Some areas (such as the Keilor Park Drive and Sharps Road intersections) may

experience capacity issues in the future; however these areas are expected to have capacity issues even without

the introduction of traffic associated with the proposed development.

The report assumes that the proposed warehouse will have similar characteristics and generation rates to freight

forwarders and transport businesses. As the type of tenant and business are still to be determined, a range of

traffic generation rates were used for the Traffic Impact Assessment with a low end estimate referring to the lower

end of the range and the high end estimate which refers to the upper end of the range. The high end traffic

generation estimate represents a worst-case scenario.

The low end estimate assumed that the proposed warehouses will have similar traffic generation rates to the

storage and logistics type businesses in the MABP. This was calculated as 1.6 vehicle movements per weekday

per 100m2 of gross floor area (total for both directions).

AECOM




22

The high end estimate assumed that the proposed warehouses will have similar traffic generation rates to the

transport and logistics or freight forwarder businesses in the MABP. This was calculated as 6.1 vehicle

movements per weekday per 100m2 of gross floor area (total for both directions).

The site is expected to generate about 1,345– 5,030 vehicles per day to the Melbourne Airport Business Park and

local road networks. Most of these trips use Airport Drive, Sky Road and the southern part of South Centre Road.

Consistent with the nature of these facilities, the site will operate 24 hours per day, seven days per week.

Accordingly, the report notes that the most critical traffic period is anticipated to be the morning peak, with traffic

demand in South Centre Road possibly exceeding the capacity of the southern section (which only has a single

lane in each direction) due to the cumulative effect of new warehouse development within the Business Park. The

highest volume to capacity ratio for the AM peak hour is estimated to be between 0.82 and 1.13, which occurs

northbound on the single lane segment of South Centre Road, just south of Sky Road. As additional lanes for

South Centre Road are not currently required, their introduction will be subject to future demand and traffic

warrants.

The recently completed Airport Drive extension project involved the construction of a four lane road, with provision

to expand to six lanes, with an incorporated median and a shared pedestrian and cycling path. The project

provides a new major road access to the airport, connecting the M80 Ring Road to the airport and from the south,

the Western Ring Arterial Road, linking the current intersections of Sharps Road/Airport Drive and Melrose

Drive/Mercer Drive on the airport site. The network with the Airport Drive addition provides additional capacity to

accommodate future increases in traffic as a result of this and other developments within the Melbourne Airport

Business Park.

Traffic generated from the proposed development will not be required to travel on local residential streets and is

therefore unlikely to impact upon residential areas. No impacts are expected on public transport, pedestrians and

cyclists.

In response to ground transport matters raised by VicRoads and the Department of Economic Development,

Jobs, Transport & Resources (DEDJTR) in March 2015, a Supplementary Traffic Report has been prepared by

Jacobs (August 2015) which outlines details of the ongoing consultation and transport modelling that has occurred

since the submission of the Preliminary Draft MDP. The Supplementary Traffic Report is provided at Appendix H.

5.3.4 Cultural Heritage

Notwithstanding that the proposed development is located entirely within Commonwealth land, the requirements

of the Heritage Act 1995 were considered. As outlined previously, a Cultural Heritage Management Plan (CHMP)

was recently prepared by Dr Vincent Clark & Associates dated 4 September 2013. The Executive Summary of the

CHMP is provided in Appendix G. Full copies of the CHMP and Salvage Report may be obtained from APAM on

request. CHMP 12498 was prepared for Melbourne Airport pursuant to Section 46 of the Aboriginal Heritage Act

2006 and divided the airport site into two sections, with the subject site located within Section 2.

During the assessment for the CHMP, 18 artefacts associated with Victorian Aboriginal Heritage Register (VAHR)

were recorded within the Melbourne Airport site. The area of the proposed development does not include any

sites recorded on the VAHR and has no specific recommendations relating to the site. The recommendations 8.20

to 8.26 from the CHMP must be implemented during the construction phase of the proposed warehouses and are

summarised as follows:

- Copy of the CHMP is to be held on site during works

- Contingencies must be implemented in the event of previously unidentified Aboriginal cultural heritage

material is identified or suspected to be present

- Cultural heritage awareness training must be implemented prior to any ground disturbing works

- All costs associated with implementing recommendations and/or contingency requirements must be met by

the sponsor of the CHMP (Melbourne Airport).

With regards to non-Aboriginal heritage, a review of the Victorian Heritage Register and the Hume Planning

Scheme Heritage Overlay has revealed that there are no historical sites or places located on the subject site.

Accordingly, there is no requirement for any compliance measures to be implemented at this time. However,

should any historical (non-Aboriginal) cultural heritage deposits or features be uncovered during works, work must

cease in the vicinity of the deposits or feature and Heritage Victoria must be notified.

AECOM




23

5.3.5 Stormwater Impact

The Airport Drive and Steele Creek North Stormwater Enhancement Project MDP was approved by the Minister

for Infrastructure and Transport on 25 July 2013. The Melbourne Airport Business Park Warehouses Site 2

(Airport Drive), Tullamarine will be constructed in accordance with the Steele Creek North Catchment Stormwater

Strategy and associated MDP approved by the Minister on 25 July 2013.

Steele Creek North is the largest drainage catchment on the airport site, and runs through the Business Park

Precinct. The Steele Creek North Stormwater Enhancement Project will realign the drainage reserve, directing

stormwater into four new retardation basins, and enabling the capture and storage of stormwater flows during

1-in-100-year storm events.

Steele Creek North currently crosses the subject site, however will effectively be removed from the site through

the site the Steele Creek North Stormwater Enhancement Project. This project will realign the creek and drainage

reserves, directing stormwater into four new retardation basins, and incorporate vegetated swales along Sky

Road East which will also assist in improving water quality. The overall upgrade to stormwater management within

the Business Park precinct will assist in appropriately managing stormwater with respect to the increase in

impervious areas as a result of the proposed development.

The approved Master Plan (2013) demonstrates Melbourne Airport's aim to utilise water-sensitive urban design

(WSUD) across all development at the airport. This includes requirements for stormwater harvesting for new

projects and project upgrades, and that the resultant water supply should be used for activities such as landscape

management and to support bushfires and wildfire control.

The Steele Creek North project developed a holistic stormwater infrastructure strategy, consistent with the Master

Plan (2013). The strategy included flood mitigation, minor and major stormwater conveyance, and reduction of

potable water use via stormwater harvesting and stormwater quality improvement. The Steele Creek drainage

system will reduce high volumes and through the use of WSUD will treat flows to a much greater standard than

currently being experienced. In addition, it is expected that there will be significant improvements in water quality

due to the implementation of WSUD.

The strategy adopted natural conveyance systems along the majority of roads to mimic more natural flow

regimes. Airport Drive and the realigned Link Road will include vegetated swales which will also aid the

improvement of water quality within the catchment. The detailed design of the proposed warehouses will respond

to, and make allowance for, these new stormwater systems. The proposed warehouses will seek to incorporate

WSUD treatments which will complement surrounding initiatives, including the use of WSUD treatments to

remove sediment, nutrients and pollutants, the details of which will be determined during the detailed design

phase of the project. Opportunities for stormwater harvesting and re-use will also be considered during detailed

design, in accordance with the approved Master Plan (2013).

The proposed warehouses will be designed to Australian Standards incorporating flood design controls, including

that the finished floor level of the proposed warehouses will be set at a minimum of 300 millimetres above the

applicable 100-year flood level.

Risk of stormwater contamination from incidents, such as fuel and oil spills, that may occur from workshop

activities and refuelling will be assessed in the Operational Environmental Management Plan (OEMP). Controls

will be devised and form part of the OEMP.

The proposal will be consistent with the comprehensive strategy contained within the approved Airport Drive and

Steele Creek North Stormwater Enhancement Project MDP. The final drainage strategy (to be prepared at the

detailed design stage of the project, as per the approved Environment Strategy) will incorporate appropriate

measures to ensure that there is no contaminated run off leaving the site. It is therefore considered that there is

unlikely to be any impacts to stormwater as a result of the proposed Melbourne Airport Business Park

Warehouses.

5.3.6 Noise

The Airports Act 1996 requires that a MDP identify whether the proposed development will affect noise exposure

levels at the Airport. The proposed development is not expected to have an impact on the noise exposure levels

at the airport. With all operations being undertaken inside the new purpose built facilities, there will be no

significant noise generated from the premises other than the noise associated with vehicles accessing the

warehouses. Additionally, the proposed development is to be sited approximately 290 metres from the nearest

residential development. This separation distance will further reduce any potential for noise impacts.

AECOM




24

Appendix J provides a Noise Impact Assessment for the Airport Drive and Steele Creek MDP. Whilst this MDP

involved land outside of the proposed warehouse development area, Airport Drive is sited within the intervening

area between the proposed warehouse and the nearest sensitive receptors (i.e. residential properties) and is

therefore a useful reference document when considering noise impacts.

5.3.7 Air Quality

Air emissions within the Melbourne Airport boundary are regulated by the Airports Act 1996 and the Airports

(Environmental Protection) Regulations 1997. Results from air monitoring undertaken by the Airport from 1997-

2001 demonstrated compliance with ambient air quality limits for all pollutants monitored. Following on from this,

Melbourne Airport is currently undertaking a five-year ambient air quality monitoring program. Criteria pollutants

are being measured, including Carbon Monoxide, Nitrogen Dioxide, Ozone, Particles and Sulphur Dioxide. This

provides Melbourne Airport with a good understanding of ambient air quality at the Airport and helps to further

understand the impact of operations on air quality. It will enable Melbourne Airport to monitor compliance with

Commonwealth legislation and establish background air quality levels at the airport. The monitoring program

commenced in December 2013.

Air quality (dust and criteria pollutants) management procedures will be included in the CEMP and the OEMP.

This will include, but not be limited to, the consideration of dust and vehicle emissions, such as truck exhaust

emissions. Risk controls will be devised as part of the CEMP and OEMP. Criteria pollutants will be measured as

part of the air monitoring program.

The proposed development will not emit any smoke, dust or other particulate matter, steam or gas into the

prescribed airspace or constitute controlled activities in accordance with Section 182 of the Airports Act 1996. If

manufacturing is to occur on the site, relevant management procedures will be implemented and licences

obtained to ensure air quality standards are met.

5.3.8 Waste Management

The operations at Melbourne Airport currently produce a wide assortment of waste. The management of these

materials on site has regard for the following waste management hierarchy:

- Waste avoidance

- Waste re-use

- Waste recycling

- Energy recovery from waste

- Waste disposal.

The commercial activities pertaining to the Melbourne Airport Business Park Warehouses Site 2 (Airport Drive),

Tullamarine will result in increases in the volume of waste generated at Melbourne Airport. To reduce the amount

of waste going to landfill Melbourne Airport has implemented a public place recycling programme into its terminals

and has introduced the reuse and recycling of construction waste materials. These measures, such as recycling

bins, will be incorporated into the two proposed Business Park warehouses wherever possible.

Construction Impacts 5.4

5.4.1 Air Quality

Construction will involve excavation, placing and compacting of material and resurfacing. Potential impacts to air

quality during the construction process are primarily related to dust emissions and vehicle emissions generated

during construction works, such as truck exhaust emissions. As there are no sensitive receptors such as

residential properties within the close vicinity of the proposed development, the impacts are likely to be minor but

still need to be managed to avoid disruption or nuisance to surrounding activities.

Measures to avoid and mitigate dust and air pollution during the construction phase will include:

- The dampening down of dusty surfaces with recycled water to the extent possible.

- Covering of stockpiles.

- Covering of loads.

- Directing vehicles away from sensitive receivers en route to the disposal area.

AECOM




25

- Turning off construction vehicles when not in use.

- Revegetation of disturbed areas as soon as practical after the complete of earthworks.

These measures will also be detailed in the contractors CEMP to be prepared by the contractor prior to

construction, as further discussed in Section 6.3.1 of this report. Overall the effects from dust are considered to be

minor and can be appropriately managed. Additionally, the proposed development is to be sited approximately

290 metres from the nearest residential area which will further reduce the potential for impacts from construction

activities.

5.4.2 Sediment, Erosion, Control and Contamination

Construction works will unavoidably generate sediment which has the potential to enter local waterways and

stormwater systems during rainfall and storm events. There is also the potential for contaminant runoff during the

construction phase which could lead to the contamination of water systems and local habitat. Therefore,

measures to avoid and minimise the discharge of sediment and contaminants from the subject site will be

employed during the construction phase and will be detailed in the CEMP to be prepared by the contractor prior to

construction. Such measures may include:

- The use of silt fences at low points when required.

- Runoff diversion swales.

- Stabilised construction entrances with appropriate rumble pad with all vehicles to pass over this area when

entering and leaving the site.

- Temporary sediment control ponds.

- Bunded storage and refuelling areas.

- Spill kit available on site to enable the rapid mitigation of spills and prevent soil or water contamination.

- Refuelling of vehicles and the washing down of equipment to be undertaken away from drainage lines and

natural overland flow paths.

These measures will be installed prior to earthworks activities to manage sediment and contaminated runoff

before it is discharged into the receiving environment. Topsoiling and revegetation of areas not built on or sealed

will be undertaken as soon as practicable during or on completion of earthworks.

The processes and procedures for monitoring the erosion and sediment control measures will be outlined in the

CEMP to be prepared by the contractor prior to construction.

5.4.3 Vehicle Movement

Potential pollution of the stormwater system from vehicle movement to and from the site during construction

phase will be managed via the proponent’s contractor through measures which will be outlined within the CEMP.

Measures may include:

- Utilisation of truck wheel-wash facilities to minimise mud being deposited on roadways.

- Regular sweeping of road crossings when construction vehicles are travelling off-site.

- All waste transported off-site for disposal will be adequately covered.

- Installation of shaker grid at entry/exit points, if required.

5.4.4 Noise and Vibration

Noise emissions and vibration during construction will predominately be from demolition, earthworks and from

building equipment such as compressed air-driven tools, heavy vehicles working on site and the delivery of

materials. There is unlikely to be any impact on local residents during construction due to the location of the works

being a significant distance from the nearest sensitive receiver.

Under the Airports (Environment Protection) Regulations 1997 noise generated from construction activities should

not exceed 75dBa at the site of a sensitive receptor. This limit applies to works conducted both day and night.

There are no noise sensitive or vibration sensitive receptors located within close proximity of the subject site.

Therefore, the noise and vibration impacts generated from construction activities in this environment would be

minor.

AECOM




26

However, in any event the contractor will be required to assess potential noise and vibration emissions and

identify mitigation measures if required within the CEMP. Such measures may include the preparation of a noise

and vibration construction plan (if appropriate), limiting of construction times, the use of screening or noise

barriers and the regular maintenance/ servicing of equipment.

5.4.5 Waste Management during Construction

Measures to reduce the volume of waste generated during the construction phase of the project will be outlined in

the CEMP. All Prescribed Waste will be removed in accordance with the Environment Protection (Prescribed

Waste) Regulations 1998.

Flight Paths 5.5

Section 91(1)(ea) of the Airports Act 1996 requires a MDP to address the potential effects that the development

may have on the airport flight paths. In this instance the proposed development will have no impact on the

operation of the established flight paths at Melbourne Airport given that the envelope enclosing the proposed

warehouse extends to a total height of 100.63 metres AHD (13.7 metres AGL) which is below the lowest airspace

surface (157.5 metres AHD) as discussed in Section 4.7. The proposed development will incorporate building

materials, which will minimise glare. Any external lighting will be appropriately baffled in accordance with the

National Airports Safeguarding Framework.

5.5.1 Airport Navigation and Radar Systems

Airservices Australia has a radio/data link between their facilities at Melbourne Airport and the control tower

located at Essendon Airport. Based on the existing ground levels shown on the preliminary plans, construction

heights above 105 metres AHD may impact the Airservices radio link. The total proposed height of the

development is 100.63 metres AHD.

Airservices were consulted with regard to any impact on the radio/data link and advised that whilst the link path

crosses the proposed development diagonally, it is expected to clear the highest part of the roof (at 100.63 AHD).

However, for the ongoing reliable operation of the link, Airservices require that the following conditions must be

complied with:

- During construction, there will be a need for consideration and management of all activities at heights

greater than the proposed finished height of the building of 13.7 metres AGL. The following initial guidelines

will need to be followed during construction noting that as planning progresses, these guidelines will need to

be reviewed and may require adjustment. As indicated in the previous Melbourne Airport Business Park

Warehouse draft MDP, in section 5.4.1 Airport Navigation and Radar Systems, Airservices would support

APAM undertaking a survey of the link path prior to construction activities commencing to accurately identify

what section of the building (if any) is under the link path. This survey would also determine where the

cranes and other elevated plant can be located and operated thus avoiding crane operations, including

loads, being within the restricted 20metre wide corridor centred on the link path.

- As stated in 5.5.1 Airport Navigation and Radar Systems, Melbourne Airport should provide no less than

seven working days’ notice of any work activities involving cranes, personnel, or materials, which will be

detailed within the CEMP. Melbourne Airport will liaise with Airservices Australia throughout the detailed

design and construction phases of the project. This will allow Airservices to raise Works Plans to alert users

of possible interruption to services, as well as confirming that the alternative path via Gellibrand Hill is

operating satisfactorily. Satisfactory operation of the path via Gellibrand Hill will need to be confirmed by

Airservices for each work activity prior to the works commencing.

Airservices were consulted with regard to any impact on the performance of Precision/Non-Precision Nav Aids,

HF/VHF Comms, A-SMGCS, Radar, PRM, ADS-B, WAM or Satellite/Links. In response, Airservices has

confirmed that the development of the warehouse to a maximum height of 100.63 metres AHD will not adversely

impact the performance of Airservices Precision / Non-Precision Nav Aids, HF/VHF Communications, A-SMGCS,

Radar, PRM, ADS-B, WAM or Satellite Links.

In relation to general construction impacts, Airservices has advised that associated plant and crane operations

planned for the construction of the development will need to be assessed prior to construction commencement

and may present a constraint to the developments. Airservices will require construction advice prior to

commencement which should address factors such as:

AECOM




27

- The potential for distraction, glare and/or reflection during the delivery, lifting and handling of building

materials for the Airport air traffic controllers;

- The potential for impacting underground services and the need to develop contingencies to ensure that any

potential communications/navigation/surveillance links and utilities supplies are not disrupted; and

- Lighting on the construction site that may cause distraction, glare and/or reflection to the Airport air traffic

controllers monitoring the manoeuvring area.

Melbourne Airport will provide no less than seven working days’ notice of any work activities involving cranes,

personnel, or materials, which will be detailed within the CEMP. Melbourne Airport will liaise with Airservices

Australia throughout the detailed design and construction phases of the project.

5.5.2 Runways and Approach / Departure Paths

A key consideration in the planning of the proposed warehouse development is the potential impact on aircraft

operations at Melbourne Airport. In particular, the location of the proposed development versus the orientation of

Melbourne Airport’s runways and the associated aircraft approach/departure paths (and extended runway

centrelines) should be considered. It is noted that the Master Plan (2013) protects a possible ultimate extension

of Runway 16L/34R at the northern end of the airfield.

At its closest point, the site is situated approximately 2.0 kilometres from the extended centre line of Runway 34R.

Within the intervening area, land is used for the Airline Maintenance Base and non-aviation development

comprising warehouse style development similar to the proposed development.

A proposed third runway identified within the Master Plan (2013) will be approximately 3,000 metres long and 60

metres wide. Designated as 09R/27L, the third runway will lie approximately 2,035 metres south of the existing

east-west runway. The site is located approximately 1.85 kilometres (in a diagonal direction) from the future

threshold of Runway 27L and over 2.0 kilometres from the future extended centre line of Runway 27L.

Runway 09L/27R and a possible fourth runway are located beyond Runway 16L/34R and the proposed Runway

09R/27L. The proposed development will not impact on existing and future approach and departure paths at

Melbourne Airport.

5.5.3 Windshear

There are currently no regulations relating to building induced windshear at airports. Nevertheless, Guideline B of

the National Airports Safeguarding Framework (NASF) provides a framework for assessing windshear impacts.

NASF Guideline B states that if the distance of the building from the runway centreline, or the edge of the runway

(threshold) is less than 35 times the proposed building height, then the building requires further assessment to

determine whether there will be potential windshear impacts. The proposal should not result in building-generated

windshear impacts given the substantial intervening distance between the development and the runway threshold.

Summary of Impacts 5.6

An environmental assessment of this project has been undertaken to satisfy the requirements under Section

91(a)(h) of the Airports Act 1996 . A summary of the potential impacts of the development and any required

mitigation measures are included in Table 3.

Table 3 Summary of Impacts and Required Mitigation

Impact Level of Impact Mitigation

Social and Economic Impacts

Employment Positive impact on

employment in the local

region and broader State

N/A The proposal is expected to result in the

creation of approximately 510 (lower) to

1700 (upper estimate) operational jobs in

addition to jobs during construction.

Broader Social

Benefits

Positive impacts - facilitate

the movement of goods

throughout the city,

interstate and globally and

connecting communities,

N/A The proposal is expected to result in a

range of broader social benefits. These

include connecting Melbourne to other

cities and enhancing employment

opportunities.

AECOM




28


people and markets The proposal will also enhance Victoria’s

position as the ‘Freight State’ in which

Melbourne Airport is recognised as a key

freight and logistic gateway with a role as

a nationally significant freight distributor.

Operation Impacts

Traffic Potential for minor

congestion on the southern

portion of South Centre

Road.

Low-Medium The Traffic Impact Assessment

recommended that traffic volumes be

monitored following the opening of Airport

Drive in 2015 (recently completed) and a

further assessment of intersection

requirements and traffic signal phasing

can now occur.

As additional lanes for South Centre

Road are not currently required, their

introduction will be subject to future

demand and traffic warrants.

The majority of areas of the road network

will be able to accommodate the

increased traffic associated with the

proposed development. Some areas

(such as the Keilor Park Drive and

Sharps Road intersections) may

experience capacity issues in the future;

however these areas are expected to

have capacity issues even without the

introduction of traffic associated with the

proposed development.

Stormwater Pollution of stormwater

system

Negligible Stormwater system to incorporate

appropriate devices to capture pollutants.

There will be regular monitoring of

stormwater devices.

Noise emissions Impact on sensitive land

uses

Negligible The site is situated some distance from

sensitive land uses with vegetation and

noise walls acting as a buffer between

the uses. No further mitigation required.

Air Quality Discharges to air from

vehicles, including trucks.

Low Existing air quality modelling and

monitoring undertaken by Melbourne

Airport as per the Environment Strategy

(2013). Melbourne Airport is undertaking

a five-year ambient air quality monitoring

program. Criteria pollutants will be

measured. The monitoring program

commenced in December 2013.

Waste Management Increases in the volume of

waste generated at

Melbourne Airport

Low Melbourne Airport has implemented a

public place recycling programme into its

terminals and has introduced the reuse

and recycling of construction waste

materials. These measures, such as

recycling bins, will be incorporated into

the two proposed Business Park

AECOM




29


Warehouses wherever possible.

Construction Impacts

Air Quality Air pollution due to dust

and machinery emissions

during construction.

Low - The dampening down of dusty

surfaces.

- Covering of stockpiles and loads

- Directing vehicles away from

sensitive receivers en route to the

disposal area.

- Turning off construction vehicles

when not in use.

- Revegetation of disturbed areas as

soon as practical after the complete

of earthworks.

Sediment and

Erosion

Pollution of stormwater

from sediment in runoff;

spillages

Low - Silt fences at low points.

- Runoff diversion swales.

- Stabilised construction entrances

with appropriate rumble pad with all

vehicles to pass over this area when

entering and leaving the site.

- Temporary sediment control ponds.

- Bunded storage and refuelling

areas.

- Spill kit available on site.

- Refuelling of vehicles and the

washing down of equipment to be

undertaken away from drainage

lines and natural overland flow

paths.

Vehicle Movement Potential pollution of the

stormwater system from

vehicle movement

Low - Utilisation of truck wheel-wash

facilities to minimise mud being

deposited on roadways.

- Regular sweeping of road crossings

when construction vehicles are

travelling off-site.

- All waste transported off-site for

disposal will be adequately covered.

- Installation of shaker grid at

entry/exit points, if required.

Noise and Vibration Increased local noise and

vibration from equipment

and works

Low Compliance with the Airports

(Environment Protection) Regulations

criteria that noise generated from

construction activities should not exceed

75dBa. Additional measures will be

identified within the CEMP if considered

necessary.

Waste Management Pollution of local

environment, including

Low Measures to reduce the volume of waste

generated during the construction phase

of the project will be outlined in the

AECOM




30


waterways CEMP. All Prescribed Waste will be

removed in accordance with the

Environment Protection (Prescribed

Waste) Regulations 1998.

Flora and Fauna Impacts on flora and fauna

of the area

Significant The proposal was referred to the DoE

who confirmed that the proposed

development would have, or be likely to

have, a significant impact on the

environment and matters of national

environmental significance (MNES),

particularly on threatened species and

communities listed under the EPBC Act,

including Natural Temperate Grassland

of the Victorian Volcanic Plain community

(NTGVVP), which are to be cleared prior

to commencing the proposed

development. Offset measures to

mitigate removal of this vegetation are

proposed and an Offset Management

Plan has been prepared.

Cultural Heritage Impacts on items of

aboriginal or non-aboriginal

cultural heritage

Low CEMP to outline procedure to be followed

in the event that an item of heritage

significance is uncovered during

construction.

Flight Paths

Airport Navigation

and Radar System

Interference with Airport

Navigation and Radar

System

Low The development will have no impact on

the existing Airservices radio data link

communication with Essendon Airport as

the site is to be a maximum height of

100.63 metres AHD.

Runways and

Approach / Departure

Paths

Interference with aircraft

operations

Low An assessment against the current and

future planned aviation development at

the airport has demonstrated that the

proposed warehouses will not interfere

with runways and approach / departure

paths.

AECOM




31

06 Environment Management

Environment Policy 6.1

Melbourne Airport has an Environment Policy which requires proactive communication and interaction with

business partners and other stakeholders to implement defined environmental management principles. The

Environment Policy for Melbourne Airport is provided at Appendix E. This includes working with business partners

and other stakeholders to comply with all applicable environmental laws, policies and procedures, and where

possible exceed these requirements.

Environment Strategy (2013) 6.2

The Melbourne Airport Environment Strategy (2013) sets out the processes and procedures for the management,

monitoring and auditing of environmental impacts. All developments and activities within the Melbourne Airport

precinct must comply with and meet the requirements under the Environment Strategy (2013). The key objectives

of the Environment Strategy (2013) relevant to the proposal are identified in Table 4 below. The environmental

assessment in this MDP addresses these objectives.

Table 4 Melbourne Airport Environment Strategy (2013) – Key objectives relevant to the MDP

Strategy Key Objective

Environmental

Management

To maintain and continue to improve environmental management, monitoring,

reporting and certifications

Ecologically Sustainable

Design

Increase the adoption of ecologically sustainable development principles in

developments

Energy and Climate

Change

To make a material reduction in energy consumption and operational greenhouse

gas emissions to enable Melbourne Airport to progressively move towards carbon

neutrality

Waste and Resource

Management

Reduce waste disposed to landfill by Melbourne Airport managed facilities

Water Consumption To reduce potable water consumption across Melbourne Airport managed areas

Surface and

Groundwater Quality

Improve stormwater quality to achieve leading-edge standards

Biodiversity and

Conservation

Management

Conserve and actively manage biodiversity values at Melbourne Airport to

improve the quality and condition of native vegetation and fauna habitats

Cultural Heritage To ensure indigenous and non-indigenous sites (historical) cultural heritage sites

are protected at Melbourne Airport, in accordance with Commonwealth and State

legislative requirements.

Land Management To undertake all reasonable and practical measures to ensure land is managed

appropriately and contamination is avoided at Melbourne Airport

Environmental Management Measures 6.3

The process and procedures for managing operational and construction related impacts at the airport are set out

under the Airport’s Environment Strategy (2013).

AECOM




32

6.3.1 Construction Environmental Management Plan

The purpose of a Construction Environmental Management Plan (CEMP) is to either eliminate or significantly

reduce the impacts of construction on the environment to the satisfaction of Melbourne Airport and the Airport

Environment Officer.

Before construction commences, the development contractor(s) will be required to prepare and submit for

endorsement by the Melbourne Airport Environment staff, a CEMP covering all aspects of the construction of the

new Business Park Warehouse and associated road works. This plan must include a monitoring, auditing and

reporting system to be used throughout the duration of the project. Melbourne Airport’s CEMP requirements are

set out under Appendix K of this MDP.

The CEMP will be submitted to Melbourne Airport Environment staff and potential impacts will be addressed in the

form of conditions placed on the project through the CEMP, which may, for example include monitoring of noise,

sediment and erosion control, restrictions on times/days of operation and the types of plant and equipment to be

used for the project. Regular site audits will be carried out by Melbourne Airport Environment staff to ensure

compliance with the approved CEMP. The Airport Environment Officer will also be involved in the site audits.

6.3.2 Operational Environmental Management Plan

Operational Environmental Management Plans (OEMPs) are required to be prepared by all operators of

significant facilities (such as airlines), at Melbourne Airport. It is therefore likely that an OEMP will be required to

be prepared by the operators of the new warehouse. If required, an OEMP must be produced/ updated each

year. Melbourne Airport Environment staff will provide assistance in preparing the OEMP and will also ensure

that the OEMP is approved and in place prior to the commencement of operations at the site.

Once in place, an annual audit of the OEMP processes and the effectiveness of the management techniques will

be conducted by Melbourne Airport Environment staff and the Airport Environment Officer. The audit will evaluate

items proposed in the OEMP and the compliance with the specified standards and procedures. OEMP’s are

required to be reviewed and updated annually.

AECOM




33

07 Consultation and Approval Process

Consultation Objectives 7.1

Melbourne Airport is committed to maintaining an open and transparent relationship with local communities and

stakeholders. This commitment is underpinned by a genuine desire for Melbourne Airport to be positioned within

the community as a responsible corporate citizen and meeting the requirements under the Airports Act 1996 for

community consultation. General objectives for consultation on the MDPs have been to:

- Engage and inform key stakeholders about the project.

- Achieve early identification of issues, develop appropriate management strategies and reduce the risk of

project delay or project refusal.

- Differentiate the proposed development from other infrastructure and planning projects being developed or

proposed within the region.

- Achieve high stakeholder satisfaction levels with the consultation process (e.g. providing timely and accurate

information and ensuring the feedback process is accessible and inclusive).

- Maintain and enhance community and industry perceptions.

Consultation Strategy 7.2

The consultation actions outlined below were undertaken during the Melbourne Airport Business Park

Warehouses Site 2 (Airport Drive), Tullamarine MDP process.

7.2.1 Consultation of the Preliminary Draft MDP

During the preparation and consultation period of the Preliminary Draft MDP, the following stakeholders were notified of the project, in accordance with Section 92(1A) of the Airports Act 1996:

- Commonwealth Government

Department of Infrastructure and Regional Development (DoIRD)

Department of Environment (DoE)

- State Government

Department of Environment, Land, Water and Planning (DELWP)

Department of Economic Development, Jobs, Transport and Resources (DEDJTR)

VicRoads

Tourism Victoria

- Local Government

City of Hume

City of Whittlesea

Moreland City Council

Maribyrnong City Council

Melton City Council

Brimbank City Council

Moonee Valley City Council

- Other Consultees

Melbourne Airport Community Aviation Consultation Group (CACG)

AECOM




34

Planning Coordination Forum (PCF)

Melbourne Airport Transport Committee

Airservices Australia

Civil Aviation Safety Authority (CASA)

Consultation with VicRoads is ongoing. Melbourne Airport will continue to liaise with VicRoads through the

Planning Coordination Forum (PCF). Representatives of Melbourne Airport have made several presentations to

both the CACG and PCF on the two proposed warehouses and future development within the Business Park.

Other agencies have had the opportunity to comment on the MDP during the public exhibition period consistent

with other Business Park MDPs.

The proposal is entirely consistent with the Master Plan (2013) and is unlikely to result in any amenity impacts in

residential areas due to the significant separation distances and buffers between land uses. The Traffic Impact

Assessment that has been prepared for the proposed development indicates that the majority of areas of the road

network will be able to accommodate the increased traffic associated with the proposed development.

It was therefore considered that community consultation would be effectively achieved through the public

exhibition of the Preliminary Draft MDP as well as via ongoing consultation by Melbourne Airport with the CACG.

7.2.2 Statutory Exhibition of Preliminary Draft MDP

As part of the statutory requirements prescribed by the Airports Act 1996, a Notice was placed in a Victorian

newspaper (The Herald Sun) on 15 December, 2014, which included the following information:

- A Preliminary Draft MDP had been prepared and the public exhibition period;

- Copies of the Preliminary Draft version of the MDP were available for inspection and purchase by members

of the public during normal office hours throughout the consultation period specified in the notice;

- The place or places where the copies were available for inspection and purchase;

- The Preliminary Draft version of the MDP was available free of charge to members of the public on the

airport’s website throughout the consultation period specified in the notice and the details of the airport’s

website; and

- Inviting members of the public to give written comments about the draft version to the company within the

consultation period specified in the notice.

Section 92(2A) of the Airports Act 1996 specifies:

(2A) The consultation period is:

(a) a period of 60 business days after the publication of the notice; or

(b) a shorter period (of not less than 15 business days after the publication of the notice) that is approved by the Minister.

(2B) The Minister may, by written notice, approve the shortening of the consultation period if the Minister:

(a) is requested in writing to do so by:

(i) the airport-lessee company; or

(ii) another person with the written consent of the airport-lessee company; and

(b) is satisfied that:

(i) the draft major development plan aligns with the details of the proposed development set out in the final master plan; and

(ii) the proposed development does not raise any issues that have a significant impact on the local or regional community.

A consultation period of 60 business days was undertaken from 16 December 2014 to 18 March 2015.

AECOM




35

7.2.3 Submission to Minister

This Draft MDP is now submitted to the Commonwealth Minister for Infrastructure and Regional Development.

The submission has ensured appropriate consideration has been given to all responses received as a result of the

consultation on the Preliminary Draft MDP. Submissions received and consultation outcomes have been

summarised into a report (Melbourne Airport Business Park Warehouse MDPs Supplementary Report, September

2015) which has been submitted with the Draft MDP.

AECOM




1

08 Conclusion

The Master Plan (2013) strategically identifies the further development of the remaining 146 hectares of vacant

land within the Melbourne Airport Business Park for large industrial warehouses and distribution centres ranging

in size between 10,000 to 100,000 square metres.

Melbourne Airport has recognised an opportunity to further this vision through the development of large

warehouses of up to100,000 square metres, enabling them to be ‘market ready’ for industries seeking to develop

within the Melbourne Airport Business Park.

This MDP has outlined that the proposal is consistent with:

- The provisions of the Airports Act 1996 (including Regulations)

- The Melbourne Airport Lease

- The Melbourne Airport Master Plan (2013)

- The provisions of the EPBC Act 1999 (including Regulations)

- State and local planning policy and provisions

- Melbourne Airport Ultimate Capacity Australian Noise Exposure Forecast

- Prescribed Airspace.

The MDP has also assessed the potential environmental impacts of the proposal, including flora and fauna,

heritage and traffic impacts. As outlined in the report, the impacts, if any, will be marginal and can be

appropriately managed through the CEMP and the OEMP. The environmental assessments have concluded that:

- The development will not affect any known sites of Aboriginal or non-Aboriginal heritage.

- The development will not have any implications under the EPBC Act relating to listed threatened flora, fauna

and ecological communities.

- The proposed warehouses can be incorporated into the business park without changes to the surrounding

road network. The surrounding infrastructure, including the road network, has been designed to support the

full development of the Melbourne Airport Business Park, including the proposed warehousing facilities. The

existing road network and infrastructure has been further enhanced by the opening of Airport Drive and the

realignment of Link Road. The majority of areas of the road network will be able to accommodate the

increased traffic associated with the proposed development. Some areas (such as the Sharps Road

intersections) may experience capacity issues in the future; however these areas are expected to have

capacity issues even without the introduction of traffic associated with the proposed development.

- The proposal will not result in adverse amenity impacts on any residential properties or other sensitive land

uses.

It is considered that with the implementation of the mitigation measures proposed within this MDP and the

development and implementation of a CEMP, the proposal will not result in any adverse environmental and social

impacts. The proposed development is entirely consistent with the Master Plan (2013) for Melbourne Airport and

will be a positive and compatible development within the Melbourne Airport Business Park.

AECOM




2

AECOM AECOM Australia Pty Ltd

Level 9

8 Exhibition Street

Melbourne VIC 3000

Australia

T +61 3 9653 1234

F +61 3 9654 7117

www.aecom.com

ABN 20 093 846 925

melbourne airport business park warehouse site 2 (airport ... … · document melbourne airport...

Documents