MELBOURNE AIRPORT HOTEL DEVELOPMENT: MAJOR DEVELOPMENT PLAN

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1 MELBOURNE AIRPORT HOTEL DEVELOPMENT: MAJOR DEVELOPMENT PLAN PRELIMINARY DRAFT PREPARED FOR AUSTRALIA PACIFIC AIRPORTS (MELBOURNE) PTY LTD

2 URBIS STAFF RESPONSIBLE FOR THIS REPORT WERE: Director Jane Kelly Associate Director Eleni Roussos Consultant Jamie Hough Project Code MA10279 Report Number MA10279_R0003_Premilinary Draft MDP December 2017 Urbis Pty Ltd ABN All Rights Reserved. No material may be reproduced without prior permission. You must read the important disclaimer appearing within the body of this report. urbis.com.au

3 CONTENTS TABLE OF CONTENTS Executive Summary... i Abbreviations... iii 1. Introduction Proponent Details Overview of the Proposal Objectives for the Development Need for the Project Structure of the Hotel MDP Major Development Plan Process Statutory Context Approval Process Strategy and Stakeholder Consultation Description of the Development Location Future Needs of Civil Aviation and Other Users of the Airport Proposed Hotel Development Assessment of Impacts Impact on Aviation Social and Economic Impacts Environmental/Operational Impacts Traffic Impacts Summary of Impacts Environmental Management Environment Policy Environment Strategy Proposed Environmental Management Measures Statutory and Policy Compliance Commonwealth Legislation Melbourne Airport Master Plan (2013) Melbourne Airport Environment Strategy (2013) Melbourne Airport Landside Planning and Urban Design Strategy (2015) State and Local Government Planning Other Approvals Airport Lease Pre-Existing Interests Conclusion Appendix A Compliance with Section 91 of the Airports Act 1996 Appendix B Detailed Architectural Plans Appendix C Traffic Impact Assessment Appendix D Noise Impact Assessment Appendix E Wind Assessment Appendix F Socio-Economic Impact Assessment Appendix G Cultural Heritage Report Appendix H Flora & Fauna Assessment URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017

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5 EXECUTIVE SUMMARY Melbourne Airport is seeking to construct a new hotel located in close proximity to Terminal 4. With over 35 million people travelling through Melbourne Airport each year, the development of a new hotel at Melbourne Airport will fulfil a current deficiency in convenient short-term accommodation for business and tourist commuters and visitors. With on-site accommodation regularly at capacity, the inclusion of a 464 room hotel will capture a significant number of commuters and visitors that are currently forced to seek short-term accommodation off-site in the surrounding area, or in Melbourne s CBD. The subject site, at 1 Grants Road, is well positioned in the Melbourne Airport environs to accommodate a hotel. The site is currently fully developed, and accommodates a café (Hanna s Café, established 2013) and older-style offices housing APAM staff and external consultants within five (5) separate single-storey buildings. Sealed and unsealed areas of car parking are provided on site. As construction for the proposed development of the hotel will exceed $20 million, Melbourne Airport is required to prepare a Major Development Plan (MDP) in relation to the proposal in accordance with the requirements of Section 91 of the Airports Act The objectives of the proposed hotel MDP project are to: Ensure consistency with the Airports Act 1996 and other applicable Commonwealth legislation Support the core aviation activities and flight operations of the airport through increased service provision Support and drive positive social and economic outcomes for civil aviation users and other users of the airport Diversify the range of land uses at the airport; important to continue to evolve and remain a world-class facility Capture an identified need for short-term accommodation available on site, and adjacent to Terminal 4 Improve the customer experience that benefits Melbourne Airport as well as the local and regional economy. The proposed hotel will directly support the ongoing operation, growth and viability of Melbourne Airport by: Providing further amenities to civil aviation users including aviation businesses and all other users of the airport. Providing greater accommodation choice and diversity for aviation businesses, staff on the airport and visitors to the airport including business, tourist international and domestic visitors. Providing significant employment opportunities for residents of the area. The development will turn an underutilised, accessible, and high quality urban site that will bring economic and social benefit to the region through improved accommodation choice, competitive pricing and significant employment opportunities. There is strong justification for the need of this project with passenger growth expected to continue. A doubling of visitors through the airport and rapid growth in the number of businesses and other users in close proximity to the airport will drive ongoing growth in demand for hotel accommodation in and around the airport precinct. Melbourne Airport is a significant employer of the local workforce. Development of airport land is expected to attribute to future business growth. The key quantifiable economic benefits of the proposed development are: In excess of 2,000 direct and indirect construction and operational jobs. Approximately $280 million in direct and indirect construction and operational Gross Value Added (GVA) to the Victorian economy. URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017 EXECUTIVE SUMMARY i

6 Other benefits from the development that may benefit the area economically and socially are: Improved choice and quality of accommodation, with competition benefiting consumers through encouraging improved service and reasonable pricing. Greater employment opportunities. Support for local business when guests stay and spend in the area. Contribution to local tourism infrastructure. All relevant impacts have been assessed including impact to aviation, environment, traffic, heritage and policy compliance. The MDP assessment finds a high level of compliance and where there are impacts, the MDP identifies appropriate measures to address those impacts. ii EXECUTIVE SUMMARY URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017

7 ABBREVIATIONS ANEF CASA CEMP CHMP EPA EPBC ESD MDP MSS OLS PANS OPS SPPF Australian Noise Exposure Forecast Civil Aviation Safety Authority Construction Environmental Management Plan Cultural Heritage Management Plan Environment Protection Authority (Victoria) Environment Protection and Biodiversity Conservation Act 1999 (Commonwealth) Ecologically Sustainable Design Major Development Plan Municipal Strategic Statement Obstacle Limitation Surfaces Procedures for Air Navigation Services Aircraft Operations State Planning Policy Framework T1 Terminal 1 T2 Terminal 2 T3 Terminal 3 T4 Terminal 4 The airport The Airports Act The Environment Strategy Melbourne Airport Airports Act 1996 (Commonwealth) Melbourne Airport Environment Strategy 2013 The Master Plan Melbourne Airport Master Plan 2013 The Planning Act Planning & Environment Act 1987 (Victoria) iii EXECUTIVE SUMMARY URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017

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9 1. INTRODUCTION Urbis have been engaged on behalf of Australia Pacific Airports (Melbourne) Pty Ltd (Melbourne Airport) to prepare a Major Development Plan (MDP) in relation to the development of a new hotel. With over 35 million people travelling through Melbourne Airport each year, the development of a new hotel at Melbourne Airport will fulfil a current deficiency in convenient short-term accommodation for business and tourist commuters and visitors. With on-site accommodation regularly at capacity, the inclusion of a 464 room hotel at Melbourne Airport will capture a significant number of commuters and visitors that are currently forced to seek short-term accommodation off-site in the surrounding area, or in Melbourne s CBD. With existing on site accommodation located near Terminals 1, 2 and 3, the proposed hotel s location adjacent to the new Terminal 4 facility also provides a more convenient option that will improve the experience for many travellers and commuters. As construction for the proposed development of the hotel will exceed $20 million, Melbourne Airport is required to prepare a MDP in relation to the proposal in accordance with the requirements of Section 91 of the Airports Act 1996 (the Airports Act). 1.1 PROPONENT DETAILS Melbourne Airport is managed by Australia Pacific Airports Melbourne (APAM) Pty Ltd, which is a subsidiary of Australia Pacific Airports Corporation (APAC) Limited. In this document, the term Melbourne Airport is used to refer to both the airport site and to APAM as manager of the site. The proposed development for a hotel 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. Below are the details of the proponent for this MDP: Australia Pacific Airports (Melbourne) Pty Ltd Contact: Melanie Hearne, Manager Statutory Planning and Standards Melbourne Airport Locked Bag 16 Tullamarine VIC 3043 Pursuant to the Airports Act, the Commonwealth Minister for Infrastructure and Transport, is responsible for all decisions in relation to a MDP for a major airport development. 1.2 OVERVIEW OF THE PROPOSAL The proposal is for two connected but distinct hotel brands in two separate accommodation wings. The development will comprise three (3) building masses being a part ten (10) storey development comprising 464 rooms supported by a range of complimentary facilities including a hotel bar/lounge and restaurant, spa facility, and health and fitness centre. Whilst APAM will own the asset, the hotel in whole is proposed to be operated by an experienced third party hotel operator. Melbourne Airport will engage an experienced and high quality operator to run the hotel. The proposed hotel development has been designed by Fender Katsalidis Architects and seeks to provide a new urban meeting space on the land side of T4 with the design and blend of uses encouraging pedestrian activation. It is proposed to be in part ten (10) storeys in height commensurate with the adjoining T4 multilevel car park which is nine (9) storeys. The detailed design philosophy has been to provide for two distinct hotel brands in two separate accommodation wings, though connected to provide greater operational efficiency and enable the built form to appear as a single element. The two hotel brands are housed within wings perpendicular to one another to direct views past each other and provide significant distance from the backdrop of the multi-storey ground transport hub. The consolidated hotel wings provide an arrival marker when approached from the west by vehicle and on foot from Terminal 4. Signage opportunities will be developed at a later date. URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017 INTRODUCTION 1

10 Figure 1 Perspective Source: Fender Katslidas Architects The slim hotel forms are located against the south/eastern boundaries to increase solar access to the public spaces. This results in the hotel service zones being located in the shadow of the building and accessed via an onsite rear lane. The aerofoil shaped hub is a totemic fragment expressing flight on the land-side of the terminals. The form defines the Grants Road edge to the site. The form encourages movement into the site interior through its curved underbelly. In regards to materials and finishes, the aerofoil-shaped hub is metal clad to further reference a wing and flight. The wing appears to hover above the ground floor through the use of visually clear glazing to encourage visual penetration into the serene landscaped courtyard. The hotel accommodation wing façades provide texture and scale through the use a vertical motif as a counterpoint. The hotel wings above the podium are predominantly refined finished concrete and glazing. The glazing will be chosen with reduced external reflectance. Metal cladding is sparingly used elsewhere to identify the hotel entry canopy, a lift core, and the fin expression along Service Road. 1.3 OBJECTIVES FOR THE DEVELOPMENT Melbourne Airport s vision as articulated in the 2013 Master Plan is to, strengthen its position as the gateway to Victoria, and as a major generator of employment and economic benefits for the local region and Victoria more broadly. The objectives of the proposed hotel MDP project are to: Ensure consistency with the Airports Act 1996 and other applicable Commonwealth legislation Support the core aviation activities and flight operations of the airport through increased service provision Support and drive positive social and economic outcomes for civil aviation users and other users of the airport Diversify the range of land uses at the airport; important to continue to evolve and remain a world-class facility Capture an identified need for short-term accommodation available on site, and adjacent to Terminal 4 Improve the customer experience that benefits Melbourne Airport as well as the local and regional economy. 2 INTRODUCTION URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017

11 1.4 NEED FOR THE PROJECT The privatisation of airports across Australia in the 1990s was accompanied by an expectation that privatised airports such as Melbourne Airport operate as self-sustaining entities, not subject to funding subsidisation by Commonwealth or State Government(s). In accordance with the approved Master Plan (2013), Melbourne Airport is committed to enhancing its primary role as the principle passenger and freight aviation hub for southern Australia. The proposed hotel will directly support the ongoing operation, growth and viability of Melbourne Airport by: Providing further amenities to civil aviation users including aviation businesses and all other users of the airport. Providing greater accommodation choice and diversity for aviation businesses, staff of the airport and visitors to the airport including business, tourist, international and domestic visitors. Providing significant employment opportunities for residents of the area including those seeking to return to work. Providing a stream of revenue to facilitate the future growth of aviation operations at the airport. In regards to supply and demand for accommodation in general terms: Existing accommodation supply is stretched with very high occupancy which means improvements to facilities are unable to occur given the general lack of vacancy. The gap between demand and supply has been narrowing in recent years. As demand has strengthened, increasing by 37% since 2011, supply has not kept up, increasing by only 12% over this same period. The supply of hotel accommodation has been outpaced by demand resulting in high occupancy rates reaching 94% in November 2016, compared to the average for Melbourne and Sydney CBD s which both sit around 80%. The development will turn an underutilised, accessible, and high quality urban site that will bring economic and social benefit to the region through improved accommodation choice, competitive pricing and significant employment opportunities. There is strong justification for the need of this project with passenger growth projections expected to continue to grow strongly. A doubling of visitors through the airport and rapid growth in the number of businesses and other users in close proximity to the airport will drive ongoing growth in demand for hotel accommodation in and around the airport precinct. This is further expanded on in Section 3.2 of this report. 1.5 STRUCTURE OF THE HOTEL MDP Section 91 of the Airports Act specifies the content required to be included within an MDP. Appendix A provides an assessment against these requirements and confirms where each requirement has been addressed within the MDP. Taking account of the requirements set out within the Airports Act, the specifics of the site and the nature of the proposed hotel development, this MDP is set out as follows: URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017 INTRODUCTION 3

12 Section 3 Description of the Development Description of the proposed hotel site and immediate context. Identifies how the proposal will meet the future needs of civil aviation and other users of the airport. Description of the proposed development in detail. Section 4 Statutory and Policy Compliance Identifies the statutory context for the development. Provides assessment of the proposal against relevant airport planning documents, state and local policy. Section 5 Assessment of Impacts Assessment of anticipated impacts of the proposal during construction and operation, including identification of any mitigation measures proposed to ameliorate or prevent environmental impacts. Section 6 Environmental Management Outlines the environmental management measures to manage, monitor and audit potential environmental impacts in accordance with Melbourne Airport s 2013 Environment Strategy (the Environment Strategy). Section 7 Conclusion including a summary of anticipated impacts and proposed mitigation measures. Appendix A Compliance with Section 91 of the Airports Act 1996 Various specialist reports and supporting information have been prepared to inform the preparation of the Draft MDP and are contained within the Appendices. Supporting information relevant to this proposal is as follows: Appendix B Detailed Architectural Plans Fender Katsalidis Architects Appendix C Traffic Impact Assessment GTA Consultants Appendix D Noise Impact Assessment Acoustic Logic Appendix E Wind Assessment CPP Appendix F Socio - Economic Impact Assessment Urbis Appendix G Cultural Heritage Report Biosis Appendix H Flora and Fauna Assessment Biosis 4 INTRODUCTION URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017

13 2. MAJOR DEVELOPMENT PLAN PROCESS 2.1 STATUTORY CONTEXT The site of the proposed hotel is located within the boundaries of Melbourne Airport which is subject to the Airports Act 1996 (the Airports Act). Among other things, the Airports Act establishes a planning assessment process that overrides the conventional planning framework in Victoria as established under the Planning & Environment Act 1987 (the Planning Act). The Airports Act regulates the operation and ongoing development of Melbourne Airport including the subject site. This MDP has been prepared as required by Section 89(1)(e) where: (1) For the purposes of this Act, a major airport development is a development that is carried out at an airport site and that consists of: (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; In this instance, the proposal is defined as major development as the construction cost of the proposed hotel is not a passenger terminal and exceeds $20 million. Therefore, a MDP is required to be prepared in relation to the proposed hotel development. In accordance with Section 90 of the Airports Act, a major airport development is required to be carried out in accordance an approved MDP. The key purpose of preparing a MDP is to clearly identify the details of a major development proposal and to ensure any such proposal is consistent with the airport lease and the 2013 Melbourne Airport Master Plan (the Master Plan). The Master Plan is the key document that sets out the strategic vision for Melbourne Airport for the next 20 years and includes development objectives, future use forecasts and environmental impacts. 2.2 APPROVAL PROCESS Sections 90 to 96 of the Airports Act set out the approval process for major airport development, specifically the preparation and approval a MDP. The following summarises the process as set out in the Airports Act: URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017 MAJOR DEVELOPMENT PLAN PROCESS 5

14 6 MAJOR DEVELOPMENT PLAN PROCESS URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017

15 2.3 STRATEGY AND STAKEHOLDER CONSULTATION Consultation Objectives 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 for community consultation. General objectives for consultation on the MDP will be 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 objections. Differentiate the proposed development from other infrastructure and planning projects being developed or proposed on airport land and 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 for Preliminary Draft MDP In accordance with the objectives for consultation as outlined above, the following consultation is proposed to be undertaken in relation to the future Preliminary Draft MDP. Stakeholder Consultation During the preparation and consultation period of the Preliminary Draft MDP, the following stakeholders will be notified of the project, in accordance with Section 92(1a) of the Airports Act: Federal government and their agencies State government and their agencies Hume City Council Community. In accordance with the requirements of Section 92(1) of the Airports Act, the following will be undertaken to publicly exhibit the Preliminary Draft MDP to the general public: Advertising in Herald Sun newspaper as well as on the airport s website and making copies of the Preliminary Draft MDP available throughout the public comment period at the Melbourne Airport office. Section 92(2A) of the Airports Act specifies the consultation period as: (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. URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017 MAJOR DEVELOPMENT PLAN PROCESS 7

16 3. DESCRIPTION OF THE DEVELOPMENT 3.1 LOCATION Melbourne Airport Melbourne Airport is Australia s second busiest passenger airport covering approximately 2,457 hectares, 22km north-west of Melbourne s central business district (CBD) (refer Figure 2). It is situated with fast and convenient access to and from the Tullamarine Freeway and the M80 Ring Road along with other key transport links such as the Hume, Calder, Western and Princes Freeways, and access to regional areas, Port of Melbourne and Port of Geelong. With these critical transport links, Melbourne Airport is positioned as the gateway to Victoria and is a significant contributor to the local and state economies. Suburbs surrounding the airport include Tullamarine, Westmeadows, Keilor, Gladstone Park, Bulla and Taylors Lakes. The airport accommodates five (5) land use precincts (refer to Figure 3 below): Airside Operations Precinct - accommodates airfield facilities, including two (2) runways, taxiways, aprons and associated navigation aids, and the airport s fire station. Airport Expansion Precinct - vacant land set aside for future airport operations. Terminals Precinct - T1, T2, T3 and T4 passenger terminals and contains land required to expand the passenger terminals in the future. Landside Main Precinct accommodates services and facilities that support the other precincts including freight, ground transport and car rental facilities, hotels and offices. Landside Business Precinct - majority of non-aviation activities including Melbourne Airport Business Park and Melbourne Airport Cargo Estate. From an economic perspective, the 2013 Master Plan identified the airport s indirect and induced activity added nearly $5.2 billion to the Victorian economy. The 7.9 million visitors (1.4 million foreign and 6.5 million interstate) that went through the airport spent approximately $8.3 billion in Victoria, nearly half the state s annual tourism expenditure. The number of passengers is forecast to be 38 million in 2018 growing to million by Approximately 30,000 international aircraft are expected to arrive at Melbourne Airport annually by 2033, bringing 3.2 million foreign visitors who are expected to spend up to $8.5 billion in the state. Total spending by foreign and interstate visitors is projected to reach $18.5 billion in Over the next five to 20 years, Melbourne Airport will contribute even more to Victoria and this growth will be clarified in the impending Master Plan update. 8 DESCRIPTION OF THE DEVELOPMENT URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017

17 Figure 2 Airport Location Plan Source: Urbis URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017 DESCRIPTION OF THE DEVELOPMENT 9

18 Figure 3 Existing Land Use Precincts Plan Source: Figure 5.1, Melbourne Airport Master Plan (2013) Subject Site The hotel is proposed to be located on a site included within the Landside Main Precinct on the corner of Grants Road and Service Road. It falls within an area comprising a mix of aviation and non-aviation land uses and is identified within the Master Plan as the Melbourne Office Park. Existing uses immediately adjacent to the site include: Offices of the Australian Federal Police adjoining to the south; Offices of Australian Customs and Border Protection Services adjoining to the east; The Melbourne freight terminal to the west (airside land); and The Terminal 4 multi-level ground transport hub including a raised vehicular overpass that runs eastwest parallel to Grants Road and provides access to the main entrance to the car park on the upper levels. The broader area comprises a mix of: Airport facilities (Terminal 4 and runway to the west); Airport-related services (fire station, freight distribution centres to the south); and Long-term public car parking, car rental and taxi services. Located further to the north and north-west are Terminals 1, 2 and 3, the Park Royal hotel, car rental services, and public car parking. 10 DESCRIPTION OF THE DEVELOPMENT URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017

19 The Park Royal hotel currently provides the most conveniently located accommodation at Melbourne Airport and comprises 276 rooms with ancillary facilities and services such as a business centre, gym and swimming pool. Direct pedestrian access is provided to Terminals 1, 2 and 3. The Holiday Inn in Gowrie Park and Ibis Hotel on the other side of Melbourne Drive are located in close-proximity to the Airport. Figure 3 Location of Subject Site The subject site itself is fully developed and currently accommodates a café (Hanna s Café, established 2013) and older-style offices housing APAM staff and external consultants within five (5) separate singlestorey buildings. Sealed and unsealed areas of car parking are provided on site. A notable feature of the site is the eastern car park which hosts two mature trees (Picture 4). Mature trees are also accommodated URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017 DESCRIPTION OF THE DEVELOPMENT 11

20 within a setback to Grants Road in the north-eastern corner of the site (Picture 5). Newly established, lowlevel landscaping is provided adjacent to the café with minimal landscaping provided in between the buildings. Subject Site Terminal 4 Multi Level Car Park Australian Federal Police Picture 1 View south-east from corner Grants Road and Service Road Terminal 4 Subject Site Picture 2 View east from Service Road Subject Site Customs House Picture 3 View south from Grants Road 12 DESCRIPTION OF THE DEVELOPMENT URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017

21 Picture 4 Eastern car park Picture 5 Frontage to Grants Road Access to the site is gained from Grants Road to the north via two, two-way vehicle crossings, and a single crossover from Service Road. A pedestrian crossover is provided to the corner of Grants Road and Service Road and a path is provided for the full length of the site s two frontages. Pedestrian access is provided from the site to Terminal 4 via a signalised crossing south of Grants Road. The subject site contains a mix of architectural styles accommodating the older, demountable-style office buildings and the newer, more modern and attractive café building. This single-storey building employs a combination of pre-fabricated concrete panels, timber screening, modern glazing and an outdoor dining area. Built form in the immediate surrounding area ranges from single-storey on the subject site, the three and four-storey Customs House and AFP office buildings, and the nine (9) level T4 car park. The design of existing buildings within the immediate area are reasonably modern and fit for purpose. The freight terminal located to the west is a large warehouse-style building and is considered to have minimal architectural quality. However, its design has been defined by its purpose and functionality. Likewise, the new T4 multi-level car park employs extensive use of light and dark grey concrete panels to the elevated access and façade. The structure is minimalist in design but is suited to its purpose as a car park. Customs House and the AFP office building employ more modern architectural design and are commercial in style with the use of extensive glazing, pre-fabricated concrete panels, metal screening and architectural features. 3.2 FUTURE NEEDS OF CIVIL AVIATION AND OTHER USERS OF THE AIRPORT Section 91(1)(b) of the Airports Act requires a MDP to include an 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 Master Plan 2013 The expansion of on-site short-term accommodation for visitors and travellers by developing a new hotel fulfils an objective of the Master Plan which seeks to provide for a range of airport support activities, services and facilities for use by airlines, passengers, government agencies, freight businesses and transport providers. Located within the Landside Main Precinct, a hotel use is supported as the primary purpose is to provide services and facilities relating to these adjoining precincts, including freight, ground transport and car rental facilities, hotels and offices. URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017 DESCRIPTION OF THE DEVELOPMENT 13

22 Further included within a Non-Aviation Development Area with the site identified as the Melbourne Airport Office Park (Figure 4). The precinct specifically refers to the provision of hotel accommodation for use by airline staff and passengers, which provides integral support to an airport. The Master Plan specifies that hotel accommodation can be integrated to directly support the airport locating hotels close to the airport to directly service passengers and airline staff as appropriate. Further identified in the ultimate Master Plan concept is an area set aside for Commercial/Mixed Use. Figure Airport Development Concept Plan Source: Figure 1.5, Melbourne Airport Master Plan, DESCRIPTION OF THE DEVELOPMENT URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017

23 Figure 5 - Non-Aviation Development Area Source: Melbourne Airport Master plan, Civil Aviation Users With the current approved Master Plan forecasting direct employment is to increase from 14,300 in 2013 to 23,000 in 2033 and passenger numbers to more than double in 20 years, from 30 million in 2013 to 64 million in 2033 a significant and proportionate increase in civil aviation users of Melbourne Airport is expected. Further to this, approval was granted on 11 September 2016 for a private jet base to be built at Melbourne Airport. Construction will comprise a new purpose built jet hangar and prestige passenger terminal that will URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017 DESCRIPTION OF THE DEVELOPMENT 15

24 be subleased from Australia Pacific Airports (APAM) by the Melbourne Aviation Precinct. The jet base will provide capacity for 17 private jets, display hangar for vintage aircraft, prestige passenger terminal, customs and security facilities, car parking and support office. The proposal will provide positively for the future needs of these civil aviation users by conveniently locating accommodation and supporting amenities such as restaurants and cafés in close proximity to Terminal 4. The proposal seeks to do this by better use of currently underutilised land in immediate proximity to existing and growing civil aviation functions on surplus aviation land. The proposed hotel provides for the needs of airline travellers, flight crews and maintenance staff as well as other civil aviation users of the airport Other Users of the Airport Since 1989, passenger volumes have increased by 311% to 2016, with total annual passengers currently at 33.9 million. In 2016, 73% or 24.6 million of all passengers were domestic. Over the last five years, passenger volumes have increased by 20%, with international passengers increasing by a significant 44% over this same period. Moving forward, total passenger volumes are expected to almost double from 2016 to Passenger volumes are expected to reach 55 million by 2028 and 64 million by This represents a 90% increase or average annual increase of 4% over the next 17 years. In line with the strong growth in passenger volumes forecast, demand for short term accommodation is expected to increase. The airport employs over 14,300 full-time and contract workers with 2 out of 3 employees residing within the surrounding municipalities. In addition to passengers using the airport and its facilities, there are over 150 businesses operating on airport land with the future development of Melbourne Airport Business Park and Cargo Estate anticipated to add to this. Many of the airport s tenants have business travel needs, particularly those companies with nation wide operations such as DHL, Toll IPEC, StarTrack, World Courier, DB Schenker and TNT. The proposed hotel will offer airport tenants and their staff convenient high quality accommodation which is in limited supply within the locality. The URBNSURF facility is proposed to have 45 FTE staff and a total patronage in the first year of 250,578. This is a significant tourist facility for the airport and for the state, being the first of its kind in Australia and is expected to generate significant demand for accommodation from users. The above demand generation does not take into account demand from off-airport business and residents in the local and wider region who would gain benefit from additional hotel accommodation in this location. The City of Hume is forecast to achieve population growth at 2.7% per annum from 2017 to 2027, with population to increase to over 260,000 by Population growth generates resident demand for accommodation. As more people reside in the local area, there will be a greater need for accommodation by those visiting family and friends who will often want to stay nearby. 16 DESCRIPTION OF THE DEVELOPMENT URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017

25 3.3 PROPOSED HOTEL DEVELOPMENT The proposed development is for a 464-room hotel and complimentary facilities contained within two tenstorey buildings arranged in an L-shape. The hotel has been designed by Fender Katsalidis Architects in conjunction with Melbourne Airport and prospective operators. The following provides a detailed description of the proposal Design Concept The design concept of the hotel is premised on an ability to provide a building which reads as a single built form and which can cater for two distinct hotel brands to operate as a single entity. This provides the opportunity for operational efficiencies in regards to a single back of house. The 2 distinct hotel brands are housed within wings perpendicular to one another to direct views past each other and provide significant distance from the backdrop of the multi-storey car park. The consolidated hotel wings provide an arrival marker when approached from the west by vehicle and on foot from terminal T4. The slim hotel forms are located against the south/eastern boundaries to increase solar access to the public spaces. This results in the hotel service zones being located in the shadow of the building and accessed via an onsite rear lane. The aerofoil shaped hub is a totemic fragment expressing flight on the land-side of the terminals. The form defines the Grants Road edge to the site. The form encourages movement into the site interior through its curved underbelly. The scheme provides a public benefit in the form of hospitality, health and well-being activities, and a hermetic sealed visually permeable public podium. The dynamic blend of programs ensures the ground floor is active throughout the day and evening providing a meeting point for travellers and the often over-looked Melbourne airport workers Hotel Specifications and Facilities The key areas of note regarding the hotel proposal include: The hotel is to be developed over two ten level L shaped buildings, including ground floor and mezzanine to provide guest facilities and services. Guest and service facilities include: Ground Level Hotel bar and lounge (developed around a courtyard) Restaurant (developed around a courtyard) Bar / café Combined reception area for the two brands Back of house areas such kitchen, storage. Mezzanine Public meeting room Back of house and staff amenities. Level 1 Pool and roof top garden space accessible only to guests Gym Hotel room levels URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017 DESCRIPTION OF THE DEVELOPMENT 17

26 Hotel room sizes generally range from 20 sqm to 26 sqm, with some suites at 52 sqm Level 2-10 Hotel room levels Hotel room sizes generally range from 20 sqm to 26 sqm, with some suites at 52 sqm. Outside of the hotel to the Grants and Service Road corner a small sport bar/café of 160 sqm is also proposed. This would service hotel guests, travellers and also nearby workers. The vehicle drop off point is located on Grants Road with entry to the hotel also at this frontage Building Envelope The built form has two ten storey elements reaching AHD and plant and lift overrun above to AHD. This overall height is lower than the adjacent multistorey carpark. The design of the building envelope has had regard to the existing built forms at Melbourne Airport including the T4 building and the multistorey ground transport hub. It is responsive to its surrounds and provides for visual interest Materials and Finishes The architectural vocabulary respects the terminal precinct but adopts a contemporary design approach and latest international accommodation trends. The aerofoil-shaped hub is metal clad to further reference a wing and flight. The wing appears to hover above the ground floor through the use of visually clear glazing to encourage visual penetration into the serene landscaped courtyard. The hotel accommodation wing façades provide texture and scale through the use a vertical motif as a counterpoint. The hotel wings above the podium are predominantly refined finished concrete to limit the amount of glazing facing the runway. The glazing will be chosen with reduced external reflectance. Metal cladding is sparingly used elsewhere to identify the hotel entry canopy, a lift core, and the fin expression along Service Road. All external material finishes will be non-glare as noted on the architectural plans consist of: Precast concrete Clear vision glazing Metal roof cladding Metal cladding (colours TBC) The proposal will be designed to adhere to the Building Code of Australia (BCA) and other relevant codes and standards. The selection of final external finishes on the building will be subject to consultation with Airservices Australia to ensure that there is no potential for reflected glare to affect aircraft movements or operations in the control tower Site Access and Car Parking As shown below, a pick-up/drop-off area (capable of accommodating three cars) is proposed to be provided on the sites northern boundary which will be accessed via Grants Road. It is anticipated that this area will service both hotel users. An on-site loading area is proposed to be located on the southern boundary of the site. Vehicle access to the loading is proposed via Grants Road (entry) and Service Road (exit). The loading area has been designed to cater for vehicles up to and including 8.8m long Medium Rigid Vehicles (MRV). 18 DESCRIPTION OF THE DEVELOPMENT URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017

27 Figure 6 Vehicle access Source: GTA No long-term car parking is proposed on the site, instead it is proposed that car parking associated with the development is absorbed within the greater parking supply associated with the airport precinct. Specifically, 100 spaces have been leased by the proposed hotel at the adjacent Terminal 4 car park for exclusive use by hotel visitors. This provision of spaces is confirmed for full 24 hours a day year round access. A dedicated staff car park is provided off Melrose Drive. This car park operates 24 hours a day with a staff shuttle bus operating between this car park and the airport terminals. The staff car park has 2250 spaces. The operational capacity of the car park is constantly monitored and managed by APAM. This will be monitored into the future to ensure suitable parking is available for staff that work at the airport. Staff of the hotel would utilise this car park, with the staff bus dropping off/picking up staff from Francis Briggs Road or T Landscaping Melbourne Airport is responsible for the design and maintenance of constructed landscaped areas for the whole airport site. The landscaping for the proposed hotel will be consistent with the high standards established on the airport site for other completed projects. The landscape shown on the architectural plans accompanying this MDP are for illustrative purposes only. A landscape plan in accordance with the Melbourne Airport Planting Guidelines which includes the description of vegetation to be planted, the surfaces to be constructed, site works specification and method of preparing, draining, watering and maintaining the landscape area will be provided as part of the overarching landscape concept Lighting External lighting is yet to be determined. A separate application is to be made for Planning and Design Approval from Melbourne Airport and a future lighting application will be in accordance with the application requirements of the Melbourne Airport Master Plan and the Melbourne Airport Planning and Design Guidelines. With separate building consent and building permits to be issued by the Airport Building Controller. All future external lighting will be carefully selected for the airport environment, located and aimed URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017 DESCRIPTION OF THE DEVELOPMENT 19

28 to strictly comply with aviation requirements to ensure that there is no glare interfering with aircraft movements. All external lighting in and around the hotel will be specified and installed in accordance with the Australian Standards and the CASA Regulations Signage As the brands of the hotels are yet to be determined signage is not proposed as part of the MDP. Signage will be complementary to other signage throughout the airport and will likely include identification and branding on the building, traffic signage and other wayfinding signage as deemed suitable. A separate application made for Planning and Design Approval from Melbourne Airport and will be in accordance with the application requirements of the Melbourne Airport Master Plan and the Melbourne Airport Planning and Design Guidelines and Signage and Wayfinding Guidelines. With separate building consent and building permits to be issued by the Airport Building Controller Construction Management A Construction Environment Management Plan (CEMP) will be prepared should the proposed Hotel MDP be approved by the Minister. Any future CEMP for this project will identify impacts from the construction phase and will include: Construction traffic Pedestrian movement Water quality Air quality and dust management Sediment and erosion control Airport operations (eg crane potentially penetrating OLS) Construction waste Hazardous material Cultural heritage. The CEMP will be: Pursuant to Part 4.01(1) of the Airports (Environment Protection) Regulations 1997, the operator of an undertaking at an airport must take all reasonable and practical measures: (a) to prevent the generation of pollution from the undertaking; or (b) if prevention is not reasonable or practicable to minimise the generation of pollution from the undertaking. The CEMP will contain procedures for the management of environmental issues for the site and will be consistent with the requirements of the Victorian EPA including Construction Techniques for Sediment Pollution Control (1991) and Environmental Guidelines for Major Construction Sites. The CEMP will be subject to approval by the Airport Environment Officer (AEO) prior to construction commencing. Any future variations to the CEMP as construction progresses must also be approved by the AEO. 20 DESCRIPTION OF THE DEVELOPMENT URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017

29 4. ASSESSMENT OF IMPACTS 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. 4.1 IMPACT ON AVIATION In accordance with the requirements of Section 91(ea) of the Airports Act, an assessment of the development s potential to affect flight paths at the airport is required to be undertaken. Should a development be identified as having the potential to affect flight paths, the Airports Act requires identification of the effect that the proposal is likely to have on flight paths. Melbourne Airport has had regard to PANS OPS surfaces, wind shear and navigational aids on the site to ensure there are no impacts on flight paths at the airport Prescribed Airspace Prescribed airspace is the airspace above any part of either the Obstacle Limitation Surface (OLS) or a Procedures for Air Navigational Services Aircraft Operations (PANS-OPS) surface. The OLS is usually the lowest of the two surfaces that make up Prescribed Airspace, and is designed to provide protection for visual flying, or VFR (when the pilot is flying by sight). The purpose of the OLS is to ensure both the safe operation of aircraft in the vicinity of the airport and the operational viability of all runways. Building heights on and around the Airport are limited by application of the OLS. At its highest point, the proposed building is AHD metres. This is lower than the neighbouring multilevel car park which is AHD The OLS at this location is AHD metres. The final design of the proposed building will again be checked with Airservices against the OLS to ensure the OLS is not exceeded at any point, including by any communications aerials or any other structures. The PANS OPS surface lies above the OLS. The PANS OPS at this location is meters. Should cranes be required during construction and penetrate prescribed airspace, clearances will be sought as required by the Airports (Protection of Airspace) Regulations Melbourne Airport will engage with the Department of Infrastructure and Regional Development, CASA and Airservices regarding these matters prior to construction commencing. The proponent will continue to interact with CASA and Airservices to ensure that the built form of the hotel meets the requirements of CASA and any relevant Airservices Regulations as appropriate. Regulation 6A of the Airports (Protection of Airspace) Regulations 1996 sets out that the maximum level of air turbulence for turbulence caused by an emission from a stack or vent is upward vertical velocity of 4.3 metres per second at the point of emission. Any relevant vertical exhaust plumes from the proposed development will be approved during future design phases according to the assessment processes outlined in the CASA Advisory Circular No AC 139 5(1) and will target that a plume rise of 4.3m/s at the OLS inner surface level is not exceeded. If required, the use of diffusion devices or other mitigating considerations will be used at the point of discharge to minimise velocity of the plume Wind Shear Melbourne Airport has taken into account wind shear from the proposed development and its effect on the wind conditions for aircraft operations. As the hotel site is inside the assessment zone, Melbourne Airport commissioned a Wind Assessment by Cormak Peterka Petersen (CPP) dated July The primary purpose of the investigation was to assess the effect of the proposed hotel on the wind conditions for aircraft operations. The assessment is based on a review of the architectural drawings combined with experience from previous qualitative wind assessments and quantitative wind-tunnel testing on the impact of structures on the wind conditions affecting aircraft operations. Guideline B of the National Airports Safeguarding Framework (NASF) has been used to assess the effect of the proposed building on wind shear and turbulence for aircraft. According to the guidelines, to be of URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017 ASSESSMENT OF IMPACTS 21

30 concern, a proposed building needs to be in a zone of influence extending 900 metres upstream, 500 metres downstream and 1200 metres laterally from the runway threshold. With reference to the zone of influence defined in the NASF guidelines, the proposed development only needs to be assessed for the proposed east-west parallel runway (Runway 27L). The proposed development does not exceed the NASF Guideline B criteria for building generated wind shear for the proposed runway, and will not exceed the criteria for either of the existing runways under normal operating conditions. The building would therefore not be expected to induce wind shear issues for landing aircraft. The proposed development is therefore unlikely to generate significant wind shear for any of the existing or proposed runways Navigational Aids and Radar The proposed hotel is located to the east of the airside component of the airport, with no navigation aids nearby. The proponent is in continuous discussions with Airservices with its assessment of the proposal to ensure there is no impact on navigational aids or radar as a result of the project Line of Sight Melbourne Airport is in continuous discussions with Airservices with its assessment of the proposal to ensure there is no impact on continuous line of sight for air traffic controllers National Airports Safeguarding Framework The National Airports Safeguarding Advisory Group (NASAG) was established in accord with the National Aviation Policy White Paper. The NASAG, which comprises Federal, State and Local Government representatives formed to develop the National Airports Safeguarding Framework (NASF). The purpose of the NASF is to enhance the current and future safety, viability and growth of aviation operations at Australian airports, by supporting and enabling: the implementation of best practice in relation to land use assessment and decision making near airports; assurance of community safety and amenity near airports; better understanding and recognition of aviation safety requirements and aircraft noise impacts in land use and related planning decisions; the provision of greater certainty and clarity for developers and land owners; improvements to regulatory certainty and efficiency; and the publication and distribution of information on best practice that supports the safe and efficient operation of airports. Whilst the Commonwealth Government is responsible for assessing development proposals for airports located on Commonwealth land, Melbourne Airport notes that the Victorian Government is a party to NASAG and has committed in Plan Melbourne to implementing the objectives of the NASF through the Victorian Planning Provisions and have done so by including NASF as a reference document in State Policy. 4.2 SOCIAL AND ECONOMIC IMPACTS In relation to social and economic impacts, Section 91(ga) of the Airports Act requires a MDP to assess the likely effect of the proposed development on: (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. An assessment of the economic and social impacts anticipated to be derived from the proposed hotel development, including the function, health and fitness centres and dining facilities at Melbourne Airport, has been undertaken by Urbis Pty Ltd. 22 ASSESSMENT OF IMPACTS URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017

31 By way of summary, the review undertaken confirms that even with future supply of additional commercial accommodation, the proposed development will not result in an oversupply of accommodation or result in the closure of existing establishments. This is primarily due to high occupancy levels currently experienced and a forecast growth in demand for commercial accommodation. Net economic benefits identified include: Providing additional supply to meet growing demand so that occupancy and room rates do not exceed healthy levels Creating new jobs during construction and operation Providing capacity to accommodate additional visitors that would generate expenditure to local businesses in the area Meeting an Anticipated Demand The key drivers of demand for hotel accommodation are tourists, local residents and nearby businesses. All three markets have been, and are expected to continue growing strongly. The key findings from this analysis include: Tourist Demand Domestic and international passenger volumes continue to see considerable growth. Over the last five years, passenger volumes through the airport have increased by 20%, with international passengers increasing by a significant 44% over this same period. In terms of visitor nights (the number of nights spent in Victoria by domestic and international visitors combined), this equated to million in When looking at the areas surrounding Melbourne Airport, this region accounted for 1.1 million visitor nights in 2016 with a higher proportion of this being international visitors (63%). Tourism Research Australia has forecast total visitor nights (domestic and international) in the ten years to 2025 to increase by a considerable 56 million to 179 million. Local Demand City of Hume is forecast to achieve strong population growth of 2.7% per annum from 2017 to 2027, with population to reach over 260,000. As more people reside in the local area, there will be a greater need for accommodation by those visiting family and friends who will often want to stay nearby. Business Demand Between the years of 2011 and 2015, the number of businesses within the City of Hume increased by 5% from 12,772 to 13,439. Development of airport land is expected to attribute to future business growth. A key market for hotels are business travellers. Theses guests travel to visit other outlets of their own business, or the business premises of clients or other contracts in the local area Existing and Future Accommodation Supply Existing and future supply and performance metrics of some major hotels operating nearby to the airport provide an understanding of the local environment. Key findings include: Demand for tourist accommodation (measured by nights stayed) has risen by 30% between January 2012 and December 2016, whereas supply has risen by 11% over the same period. High occupancy rates have been consistently experienced in this market for some time. From 2011 to 2016, an average monthly occupancy rate of 84% has been seen, peaking at 96% in October 2014 and more recently at 94% in November In fact, occupancy rates in the local Tullamarine area have remained above 80% since January The occupancy rate within the group of properties reviewed has been on average 6 to 13 percentage points higher than the occupancy rate achieved in Sydney, the highest of all major capital cities, in recent times. An occupancy rate which consistently exceeds 80% is an indication of the existing supply being stretched close to capacity, potentially leading to price increases and an inability to refurbish properties as hotels can t afford to have rooms vacant for long. URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017 ASSESSMENT OF IMPACTS 23

32 In total, an additional 200 rooms are planned to be added to this market (aside from the subject development), coming from the expansion of Hyatt Place. Taking into account existing and future supply (including the subject development), and applying an occupancy level of 80%, annual room supply is estimated at 486,000. Based on forecast demand, this level of room supply is expected to be met by demand in 2024/25. This additional supply will result in a short term drop in occupancy to more reasonable levels, short-term, however will not impact the longerterm sustainability of the local commercial accommodation market Employment, Economic and Other Benefits from the Investment Melbourne Airport is a significant employer of the local workforce. Development of airport land is expected to attribute to future business growth. The quantifiable economic benefits of the proposed development can be summarised as: Construction of the proposed development is estimated to generate 315 direct jobs for the equivalent of one year, and 797 jobs indirectly created elsewhere through the state economy. This is the equivalent to approximately $41 million in direct Gross Value Added (GVA) per year during the construction period, and $115 million in indirect GVA annually in constant 2017 dollar terms inclusive of GST. During the on-going operation, this development would have the capacity to generate an estimated 588 jobs in the hotel complex (full-time, part-time and casual) and induce a further 505 indirect jobs both within and beyond the municipality as a result of flow-on effects throughout the economy. There would be an estimated $125 million per annum in direct and indirect GVA contribution to the Victorian economy. Other benefits from the development that may benefit the area economically and socially are: Improved choice and quality of accommodation, with competition benefiting consumers through encouraging improved service and reasonable pricing. Greater employment opportunities. Support for local business when guests stay and spend in the area. Contribution to local tourism infrastructure. Support airline requirements. 4.3 ENVIRONMENTAL/OPERATIONAL IMPACTS Section 91(h) of the Airport Act requires a MDP to provide an assessment of the environmental impacts that might reasonably be expected to be associated with a proposed major development which may arise during the construction and operation phases. The following specialist investigations have informed this assessment, as discussed throughout this section: Flora and Fauna Assessment Wind Assessment Traffic Impact Assessment Cultural Heritage Assessment. In assessing the environmental impacts that might reasonably be expected to be associated with the proposed development, the following matters have been assessed: Site conditions Flora and fauna Heritage Noise Wind 24 ASSESSMENT OF IMPACTS URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017

33 Air quality ESD Phase 1 Environmental Site Assessment Known contaminated areas at Melbourne Airport are recorded on an Environmental Site Register. This register provides details of the contaminants and the remedial status of the site. The Environmental Site Register is reviewed on a regular basis. There is no known contamination on the site of the proposed hotel. The history of uses on the site are of a low risk nature. To ensure that the site does not contain contaminants in excess of lawful limits the proponent of the proposed development will undertake a Phase 1 Environmental Site Assessment in accordance with Melbourne Airport s Environmental Management System. If a contamination source is encountered, the AEO will be advised and a management plan created and implemented to satisfy all regulatory requirements. In regards to the construction phase the CEMP will articulate how any potential impacts to soil and groundwater are to be prevented and managed. In regards to impacts of the operation of the hotel use, it is not anticipated that it will have any adverse impacts to the soil. Should hazardous materials be stored or used for the operation of the hotel, these will be undertaken in accordance the Melbourne Airport Environment Strategy and other regulatory provisions Flora & Fauna A Flora and Fauna Assessment was undertaken by Biosis dated 1 December 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, ascertain whether the study area supports any threatened species or ecological communities listed under the Commonwealth Environment Protection and Biodiversity Act 1999 (EPBC Act), and advise of any Matters of National Environmental Significant (MNES) protected through the EPBC Act. The assessment method comprised a field survey of vegetation, and observation and recording of plant species. The surveying was carried out in May The study area has been heavily disturbed in the past through construction of Melbourne Airport and other commercial developments and consists predominately of buildings and a gravel car park. Vegetation present on the site is mainly in the form of introduced grasses along the road edges, planted garden bed vegetation, planted amenity trees and scattered native forbs. The assessment found that the study area is unlikely to provide any significant habitat value for local fauna populations. No MNES were recorded within the study area during the assessment. Biosis advise that it is possible that some threatened species and some migratory species may occasionally fly overhead and/or forage within the study area; however, the study area does not provide important habitat for these species so they are therefore unlikely to make significant or regular use of the area. The assessment found that the proposed development of the study area is unlikely to: Adversely impact upon the numbers, distribution, lifecycle, breeding, movement or recovery of an EPBC Act listed species. To require a permit to kill, injure, take, trade, keep or move a threatened species, migratory species or member of a threatened ecological community on Commonwealth Land due to the low likelihood of MNES occupying the study area. Result in a significant impact, whether direst (onsite) or indirect (offsite), on any MNES, following an assessment under the Significant Impact Guidelines 1.1 (Commonwealth of Australia 2013a). Constitute a significant impact on the environment on Commonwealth land, following an assessment under the Significant Impact Guidelines 1.2 (Commonwealth of Australia 2013b). The assessment found that the proposed development of the study area will not: Involve native vegetation clearance Cause a long-term decrease in native animal populations URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017 ASSESSMENT OF IMPACTS 25

34 Substantially limit the movement of native animal populations. Biosis consider that referral of the proposed development of the Commonwealth Minister for the Environment is not necessary because significant impacts on MNES or the environment are unlikely and the study area does not support any EPBC Act listed threatened species or ecological communities. Therefore, there are no implications under the EPBC Act for the current proposal to develop the site. Biosis consider no further flora or fauna assessments of the study area is required. It is noted that the proposed development will be required to offset planted trees and shrubs within the study area in accordance with APAM s Removal and Replacement of Trees on Airport Property Procedure Heritage As the Airport is located on Commonwealth land the Environment Protection and Biodiversity Conservation Act 1999 (EPBC Act) is the principle instrument used to manage impacts to heritage at Melbourne Airport. In noting this, it is common for impacts to Aboriginal or historical heritage to still be managed under the State processes outlined in the Victorian Aboriginal Heritage Act 2006 and Heritage Act 1995 to ensure that local industry best practices are complied with. A Cultural Heritage Assessment (CHA) has been prepared by Biosis dated 31 May 2017 and advises that no further heritage assessments or approvals are required for works to proceed for the following reasons: There are no impacts occurring to heritage values of national significance and there are no further requirements under the EPBC Act. There is no statutory requirement for a Cultural Heritage Management Plan (CHMP) under the Aboriginal Heritage Act The study area is not in an area of Cultural Heritage Sensitivity (CHS) under regulation 6 of the Aboriginal Heritage Regulations The study area has been subject to Significant Ground Disturbance (SGD) across its entire extent, and previous archaeological assessments within close proximity of the study area suggests a low likelihood of Aboriginal or historical places due to a history of land disturbance during periods of construction. Notwithstanding that the proposed development is located entirely within Commonwealth land, the requirements of the Heritage Act 1995 were considered. There is no statutory requirement for a permit under the Heritage Act 1995 as there are no registered places or objects in the study area. While no mandatory approval requirements are required for the proposed development, contingency plans should be in place in case of unexpected discovery of human remains or Aboriginal cultural materials Noise Section 91(e) of the Airports Act requires an MDP to identify if a proposed development has the potential to affect noise exposure levels at the airport, and the effect that the development would be likely to have on those levels. Pursuant to Section 5(1) (Definitions) of the Airports Act 1996, significant ANEF levels means a noise above 30 ANEF levels. The site of the proposed hotel is located between the ANEF 25 and ANEF 30 contours. Specific management of aircraft noise intrusion is therefore not required under the Act. However, the primary guidance with respect to appropriate internal amenity associated with aircraft operations is Australian Standard AS 2021:2015: Aircraft Noise Intrusion Building Siting and Construction. This standard provides assessment methodology, appropriate and inappropriate uses within ANEF areas and design internal aircraft noise levels for differing uses. According to the standard, development of a hotel on a site within a 25 to 30 ANEF zone is conditionally acceptable with appropriate aircraft noise reduction. The standard sets out the following indoor design sound levels applicable to a hotel: Relaxing, sleeping 55 db(a) Social activities 70 db(a) 26 ASSESSMENT OF IMPACTS URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017

35 Service activities 75 db(a). In developing its plans for the hotel, Melbourne Airport has had regard to AS 2021:2015, which is the fifth revision of the standard, updating and superseding the prevision edition (AS ) incorporating contemporary updates. The acoustic design parameters for the hotel also take into account traffic noise from roads surrounding the site as well at the T4 car park. An Acoustic Assessment was prepared by Acoustic Logic dated 30 May The assessment found that the predicted highest noise level at the subject site will be 74dB(A) produced by a Boeing and Airbus A (short/long haul) taking off to the south. The most noise generated by traffic is estimated to be between 67-69dB (A) at the top level of the T4 car park. The Acoustic Assessment found that internal noise levels will primarily be as a result of noise transfer through the external windows and doors as these are relatively light building elements that offer less resistance to the transmission of sound. Acoustic Logic recommends the following criteria for aircraft noise and airport operation are achieved based on Australian Standard AS/NZS2107:2016: Recommended Design Sound Levels and Reverberation Times for Building Interiors : Guest Room 35 db(a) Acoustic Logic recommends the following treatments: External walls are to be of concrete or masonry construction. Walls that are proposed to be heavy masonry elements will not require further upgrading acoustically. Lightweight external wall construction should be avoided wherever possible Guestrooms that are carpeted and furnished will require medium to Heavy-weight IGU glazing thicknesses to satisfy acoustic requirements. Roof/ceiling is constructed based on concrete slab construction with suspended plasterboard ceiling and all penetrations in the roof/ceiling are treated/sealed to maintain the rating of the roof/ceiling. In regards to noise during the construction phase, the CEMP will provide guidance on how all noise is managed to ensure limited disruption to civil aviation users and other users of the airport. The proponent commits to comply with all Airports (Environment Protection) Regulations 1997 noise limits, and Melbourne Airport Master Plan and noise management guidelines. In regards to the hotels operation, all recommended acoustic treatments will be implemented in the final detailed design to ensure the hotel operation complies with all regulatory requirements in respect to noise transfer into and out of the building Wind Melbourne Airport is not subject to any specific pedestrian comfort or safety wind criteria; however, a Wind Assessment was prepared by Arup dated 6 December 2017 to address the wind conditions around the proposed development. The report is an experienced-based impact assessment of the proposed Square Hotel, Melbourne Airport, on the pedestrian level wind conditions for comfort and safety in and around the site and on approaching aircraft. In addition, the report includes design wind loading on the building façade. The findings of the report note that the proposed development is expected to influence the wind conditions around the site, although on average it is expected to be similar to existing conditions. The report addresses the effect of the proposed hotel on pedestrian windshear and its impact on aircraft operations. Effect of proposed hotel on pedestrian windshear Winds from the north Prevailing winds mostly originate from the north. The existing 7-storey carparking structure to the north of the site will offer some shielding to the site from prevailing winds along the Grants Road frontage, but will provide relatively strong wind conditions along the western perimeter of the site, including the proposed retail café and public plaza due to the channelling of the wind past the carparking structure and along Service Road. To provide comfortable conditions to accommodate outdoor eating activities, Arup recommends various design solutions which will be tested in the future modelling. Winds from the south URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017 ASSESSMENT OF IMPACTS 27

36 The site is relatively exposed to winds from the south downwash from the main tower is expected to create strong wind conditions close to the southern corners of the site, and wind conditions here will be amplified by the size and proximity of the Australian Federal Police (AFP) headquarters building. The orientation of the development relative to the prevailing winds will provide protection to the retail area and central courtyard, though it is recommended that additional local amelioration is likely to be required for stationary activities. Winds from the west Wind from the west will arrive at the site relatively unobstructed over the airport.strong conditions are expected along the western corners of the site, which will carry over the podium roof, guided by the narrow face and long length of the southern wing of the proposed building, generating horizontal windshear that will form downwash flow into Grants Road. On the other side of the southern wing, wind between the proposed tower and the AFP HQ is expected to be strong. There are little prevailing winds originating from the east. The main entry is well-located, being away from these corners, under an awning and recessed from the façade, and will be further protected by the provision of the entrance airlock. Arup determined that the wind conditions generated from the proposed development are expected to be classified as suitable for transient activities such as walking from a comfort perspective at the majority of the locations around the site, except for the western tower corner, or exposed to strong prevailing winds, such as those along the western perimeter of the site, which may exceed the walking classification. The report found that all locations are expected to pass the distress criterion and depending on the intended use of the public spaces around the proposed development, local amelioration would likely be required at locations intended for long-term stationary activity or outdoor dining, such as for the outdoor seating/dining area around the retail pod on the north-west corner. The recommended wind amelioration measures will be considered during the design of the overall landscape and public realm works for this precinct to ensure that any measures are considered with the design of the overall precinct. This approach will ensure consistency is applied throughout the precinct. The wind amelioration elements recommended for the built form will be evaluated and appropriate measures will be incorporated in to the final detail design of the building. Impact of the proposed development on aircraft operations Arup conducted an analysis on the influence of the proposed development on the wind characteristics for landing aircraft based on the revised version of National Airports Safeguarding Framework (NASF) Guideline B (2012), updated in 2017 (in draft state as of November 2017), which focusses on the influence of windshear and turbulence generated by the proposed building on landing aircraft. The proposed development is outside the runway assessment envelope for the existing runway, but inside the threshold envelope for the proposed runway. The NASF provides 3 steps (the 2017 version introduced a third test) that are assessed to determine the level of risk posed by building-generated windshear and turbulence. Arup assessed the proposed development against these three tests and concluded: 1. The proposed development, rising to a maximum height of 30m exceeds the 16m maximum height plane requirement for the proposed runway. However, it is noted that the zone of increased turbulence generated by a 30m tall building would not extend to the approach flight path. Furthermore, the upwind terminal building and carparking structure would be expected to reduce the impact of the proposed building. 2. The proposed building as an isolated building would not cause any issues for landing aircraft during a cross-wind event from a wind-shear perspective. 3. The proposed building would only impact operations to the proposed Runway 27L for winds from the north-west quadrant. Strong winds coming in from the north (predominantly cross-winds) and northeast would likely push aircraft landing to Runway 16 and Runway 09R, respectively. Arup concluded that the proposed development is unlikely to generate significant windshear or mechanical turbulence above the existing conditions. Physical or numerical modelling in line with NASF (2017) will be 28 ASSESSMENT OF IMPACTS URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017

37 undertaken to quantify the impact of the proposed hotel on the wind conditions, and would take into account the existing built form with and without the proposed hotel Air Quality A process of air quality monitoring is already in place for the airport. Air quality is not expected to change in relation to the proposed development. The Melbourne Airport Master plan outlines emissions sources that have the potential to affect air quality at Section , and establishes measures to help manage air quality at Section and Table 11.21, particularly during construction. During construction works, there is the potential for air quality to be impacted through the generation of dust. The CEMP for the works will contain measures for minimising the potential for dust generation. Construction processes must comply with the Environment Strategy, and the proponent commits to comply with all Airports (Environment Protection) Regulations 1997 air quality limits, and Melbourne Airport Master Plan and air quality management requirements. In regards to the hotel operation any impacts to air quality are considered to be negligible Ecologically Sustainable Development The Ecologically Sustainable Development (ESD) team within Irwinconsult has been engaged as design team members to assess the ESD initiatives being implemented in accordance with Section of the Master Plan. Irwinconsult specifies energy reduction will be achieved through a number of initiatives: Passive solar design principles (shade design) Improved thermal envelope (insulation, glazing 25%+ over BCA minimum) Reduced glazed areas Mechanical controls Operational strategies The proposed development will achieve energy reduction through the provision of a high efficiency façade, coupled with building orientation and established operational strategies. The proposed development will contribute to energy production through the potential connection to the Airport s tri-generation. Connection to Tri-generation facility APAM is investigating the opportunity to connect the proposed hotel with the new Melbourne Airport Tri-Gen facility. The 8MW facility generates power by burning natural gas, producing steam which passes through a turbine to produce a continuous supply of electricity. The excess heat from this process is then used to produce chilled water and high temperature hot water to service the terminals heating and cooling systems. As well as providing a vital source of independent power to essential facilities in the event of the loss of mains power, the facility helps reduce energy consumption by generating in parallel with the grid supply during peak periods, and deliver an estimated saving of some 920,000 tonnes of CO2 over its 15 year life span, as Melbourne Airport progressively moves towards carbon neutrality. The facility comprises four, 200kW gas engine-generators with step-up transformers, each capable of independent or continuous group operation; three two-stage absorption chillers; an essential/generator auxiliary transformer and distribution board; cooling towers and master control system. It is designed for continuous operation. It is proposed to connect the development to the Airport chilled and hot water loops to produce chilled water and high temperature hot water to service the heating and cooling requirements of the hotel and its guests. Passive solar orientation The proposed development will incorporate passive solar design, including shade systems and thoughtful façade / vision glazing design. Energy reduction benefits arising from the orientation of the form primarily include reduction of heat gains in summer while assuring solar thermal gains during the colder months. This will be achievable through a thoughtful shade design strategy, glazing selection and sizing of vision glazing to balance heat gains/losses with internal daylight levels. URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017 ASSESSMENT OF IMPACTS 29

38 Although solar orientation for the north-south building orientation is not ideal, natural light needs are to be balanced against solar heat gains and thermal losses through glazed areas. Green Star Green Star is a performance rating tool that attributes a scale-rating to a building based on its commitment and performance in its design, construction and operation to significantly reduce or eliminate its negative impact on the environment and its occupants, and which promotes efficiency through its construction and ongoing performance costs. The Green Building Council of Australia (GBCA) Green Star rating ranges from 1 star (minimum practice) through to 6 star (world leadership). The proposed building will be designed and built to a 4-star Green Star level, equivalent to best practice standards. Current and future climate change risks Melbourne Airport is subject to potential climate change impacts in the short to medium term (Section 11.4 of the Master Plan), with the impacts likely to affect operations and assets. As a future asset, the proposed hotel will incorporate measures to prevent, control and reduce environmental impacts into the CEMP and OEMP. These measures include: Educating staff to improve their knowledge of energy efficient behaviour Implementing measures to minimise the need for air-conditioning Passive solar design Reduction in glazed areas resulting in improved thermal envelope Mechanical controls Utilisation of the tri-generation facility by connecting to the chilled and hot water loops to produce chilled water and high temperature hot water to service the hotels heating and cooling systems. 4.4 TRAFFIC IMPACTS A Traffic Impact Assessment was undertaken by GTA Consultants dated 23 June The purpose of the investigation was to provide an assessment of the impact of the hotel on the traffic conditions of the surrounding road network in the airport precinct. Specifically, the report reviewed the generation of traffic, its distribution and alignment following the proposed development. It is expected that guests of the hotel would be travelling to the airport irrespective of whether they were staying at the hotel or not; therefore, the hotel is not likely to contribute to a significant increase in new vehicle trips to the airport precinct. A shift in driver behaviours will have the greatest impact on the distribution and movement of traffic throughout the day. Patterns of checking in and checking out of the hotel will disperse the traffic impacts on roads surrounding the site across the AM and PM peak: Morning peak period Guests checking out of the hotel in the morning are expected to walk the short distance from the hotel to the terminals during the morning peak period Afternoon peak period Guests arriving to the hotel in the afternoon are expected to be spread out over the course of the afternoon/evening. Based on conservative traffic generation rates of 0.12 movements per room in the AM peak and 0.11 movements per room in the PM peak extracted from surveys of hotels located primarily within the Melbourne CBD the proposed hotel could generate up to 56 and 51 vehicle movements in the AM and PM peak hours respectively. It is considered likely that the rates would be lower and as outlined above the movements will be spread throughout the day and not necessarily be confirmed to traditional peak times. The report concludes that there is adequate capacity in the surrounding road network to cater for the traffic generated by the proposed development. Furthermore, the key intersections in the vicinity of the site will continue to operate satisfactorily following development of the site. 30 ASSESSMENT OF IMPACTS URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017

39 The report also looked at the anticipated car parking demand generated by the proposed development. A total of 172 car parking spaces are projected to be generated by the hotel, of which all car parking spaces can be accommodated for in the broader Melbourne Airport precinct, and specifically within the adjacent Terminal 4 (T4) car park. There is direct and immediate access to the multi-storey car park from the site and this provision is considered reasonable. Staff will park in the dedicated staff car park located off Melrose Drive. An assessment of the proposed pick-up-drop-off area confirmed the porte cochere layout is consistent with the dimensional requirements as set out in Clause of the Planning Scheme and/or Australia/New Zealand Standards for Off Street Car Parking (AS/NZS2890.1:2004 and AS/NZS2890.6:2009). The proposed layout can satisfactorily accommodate the anticipated 18 movements per porte-cochere space per hour. The provision of loading is considered satisfactory, noting that vehicles up to and including 8.8m vehicles will be able to satisfactorily access the site. URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017 ASSESSMENT OF IMPACTS 31

40 4.5 SUMMARY OF IMPACTS Table 1 Summary of Impacts IMPACT CONSIDERATION ASSESSMENT AND MITIGATION Aviation No detrimental impacts Proposed building is below OLS / Pans-Ops Continue to work in collaboration with CASA and AirServices to ensure compliance Does not exceed NASF Guideline B re: wind shear Does not exceed NASF Guideline E re: Lighting No impact on existing and future runway approach and departure paths Social & Economic Positive impacts Positive impact on employment in the local region and broader State. The proposal is expected to result in the creation of approximately 588 direct operational jobs (full-time, part-time and casual), approximately 315 direct jobs during construction, and induce a further 505 indirect jobs. Estimated $125 million per annum in direct and indirect GVA contribution to the Victorian economy. The proposal is expected to result in a range of broader social benefits: o o o o o Improved choice and quality of accommodation. Greater employment opportunities. Support for local business when guests stay and spend in the area. Contribution to local tourism infrastructure. Support airline requirements. Environmental/Operational No recorded site contamination. Construction and operational phases to be managed by CEMP and OEMP respectively. Significant impacts on MNES or the environment are unlikely. Development of a hotel on a site within a 25 to 30 ANEF zone is conditionally acceptable with appropriate aircraft noise reduction. Acoustic treatments can be designed into the building to ensure limited transfer of noise into and out of the building. Local amelioration for wind may be required and will be designed into the built form in final design. No Flora and Fauna impact. No mandatory CHMP requirement. 32 ASSESSMENT OF IMPACTS URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017

41 IMPACT CONSIDERATION ASSESSMENT AND MITIGATION Potential connection into Airport Tri-gen facility. Traffic No detrimental impact Visitor car parking in adjacent multi-storey car park. Staff car park in dedicated zone. Low proportionate increase in vehicle movements distributed throughout the day. URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017 ASSESSMENT OF IMPACTS 33

42 5. ENVIRONMENTAL MANAGEMENT 5.1 ENVIRONMENT POLICY Melbourne Airport has an Environment Policy which requires proactive communication and interaction with business partners and other stakeholders to implement defined environmental management principles. 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. 5.2 ENVIRONMENT STRATEGY The Melbourne Airport Environment Strategy (the Environment Strategy) which forms part of the 2013 Master Plan, outlines the key environmental issues and management strategies to which Melbourne Airport is committed, to mitigate its impact on the environment in which it operates. It provides an overview of its environmental policies, environmental management systems, and processes and practices in place at the airport including processes and procedures for the management monitoring and auditing of environmental impacts. Key matters identified include air quality, biodiversity and conservation, climate change, cultural heritage, ecologically sustainable development, noise, water consumption, and waste and resource management. All developments and activities within Melbourne Airport must comply with and meet the requirements under the Environment Strategy. The environmental assessment in this MDP addresses these requirements as applicable to the site and as relevant to the proposed development. 5.3 PROPOSED ENVIRONMENTAL MANAGEMENT MEASURES The following environmental management measures are proposed to be undertaken in relation to the proposed development 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 (AEO). A Construction Environment Management Plan (CEMP) will be prepared should the proposed Hotel MDP be approved by the Minister and prior to construction commencing. Any future CEMP will be submitted for endorsement by the Melbourne Airport Environment staff and will cover all aspects of the construction of the new Hotel and will include: Construction traffic Pedestrian movement Water quality Air quality and dust management Sediment and erosion control Airport operations (eg crane potentially penetrating OLS) Construction waste Hazardous material Cultural heritage Monitoring, auditing and reporting system to be used throughout the duration of the project. The CEMP will contain procedures for the management of environmental issues for the site and will be consistent with the requirements of the Victorian EPA including Construction Techniques for Sediment Pollution Control (1991) and Environmental Guidelines for Major Construction Sites. 34 ENVIRONMENTAL MANAGEMENT URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017

43 5.3.2 Operational Environmental Management Plan Operational Environmental Management Plans (OEMPs) are required to be prepared by all operators of significant facilities at Melbourne Airport. An OEMP will be required to be prepared by the operators of the new hotel. 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 Waste Management Waste Management Design In accordance with 11.5 of the Melbourne Airport Master plan, the waste design will incorporate best practice waste engineering technology and layout to reduce waste disposed to landfills. A Waste Management Plan (WMP) will document the waste design. The WMP will be based on Irwinconsult case study data for hotels or current City of Melbourne Guidelines (where case study data is not available). The WMP will include waste generation calculations, equipment selection, waste room layout drawings and collection requirements. Waste is to be separated into six (6) streams including: Commingled recycling; Glass; Cardboard; Hard waste; Food organics, and; Landfill. Waste design considers path of travel of waste (dirty), linen (clean and dirty) and food deliveries (clean). The design will avoid crossing clean and dirty paths of travel where possible. To reduce noise and vehicle movements, the WMP will recommend a sole waste contractor be engaged to collect waste from all tenancies. Waste Management Plan Delivery An Operational Waste Management Plan (OWMP) will be prepared including all bins, transfers and collections for daily operations. The OWMP will include targets for waste diversion from landfill. The Hotel target for diversion from landfill will be between 50% and 75% depending on tenancy usage and other hotel spaces provided. Green Star Credit 8 Operational Waste requires a waste professional specialist to prepare and implement an Operational Waste Management Plan (OWMP) for the project in accordance with best practice approaches. OWMP requirements are to be reflected in the building s design. Construction Waste Green Star Credit 22 Construction and Demolition Waste requires construction waste going to landfill to be reduced by either: Option A: Minimising the total amount of waste sent to landfill when compared against a typical building, or; Option B: Diverting a significant amount of waste from going to landfill as a proportion of waste generated (90% min). The proposed hotel is currently targeting option B. URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017 ENVIRONMENTAL MANAGEMENT 35

44 5.3.4 Water Management The proposal has been designed to comply with section 11.6 of the Melbourne Airport Master plan to reduce potable water consumption. In designing and building the proposed hotel as a 4 star green star building, Green Star Credit 18 Potable Water targets the following initiatives: B.1 Minimum WELS ratings (taps 5 Stars, toilets 4 Stars, urinals 5 Stars, Showers 3 Star (>6 litres/min) B.3 no water based heat rejection B.4 water efficient landscape planting and irrigation B.5 recycling of Fire System Test Water back into fire tanks Irwinconsult performed a music model of the available roof area for rainwater harvesting for reuse. The proposed development can provide: The available rainwater collection will be in the order of 887KL/annum Storage Capacity of Rainwater harvesting tank will be 20Kl Water captured will be used for: Toilet flushing within the bar and back of house areas, Pool make up, and; Landscape Irrigation The total water used in delivery of supply to these areas will be in the order of 515KL/annum Stormwater Management APAM will commit to the relevant activities outlined in Section and of the Melbourne Airport Master plan, including: Stormwater quantity reduce peak flows and flow velocities from developed areas to minimise impact on flows in downstream surface water and potential erosion. Stormwater conservation identify opportunities for stormwater or rainwater harvesting as an alternative water supply. Stormwater management requirements and procedures Sediment erosion and runoff reduction for both Melbourne Airport land and construction sites. The proponent will commit to comply with the relevant current State and Commonwealth containment management legislation and guidance, including PFAS management advice. The proponent commits to complying with Melbourne Airport and Department of Infrastructure & Regional Development guidance to protect stormwater from PFAS mobilisation. 36 ENVIRONMENTAL MANAGEMENT URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017

45 6. STATUTORY AND POLICY COMPLIANCE The site is located within the land-side services area of the Melbourne Airport. Melbourne Airport is leased from the Commonwealth, and accordingly is covered by Commonwealth legislation, not State legislation. The Airports Act 1996 (the Act) is the legislation which sets out how planning controls operate over these sites. The development of the site will trigger a Major Development Plan (MDP) under the Act because the total cost of the project is estimated to exceed $20 million. The MDP will need to be made to the Commonwealth Minister for Infrastructure and Transport (the Minister). The assessment below confirms the proposed hotel accommodation is suitable for the location given it broadly aligns with the various acts and plans 6.1 COMMONWEALTH LEGISLATION Airports Act 1996 Among other things, the Airports Act (the Act) establishes a planning assessment process that overrides the planning framework in Victoria as established under the Planning & Environment Act 1987 (the Planning Act). The Act regulates the operation and ongoing development of Melbourne Airport including the subject site. Therefore, the planning requirements for Melbourne Airport are provided within the Act, including the requirements for MDPs if a development proposal is triggered by a financial threshold or has potential for significant social and/or environmental impacts. Part 5 of the Act provides the legislative and regulatory framework for land use, planning and building at federally leased airports in Australia. Section 89 of the Act outlines the meaning of major airport development being amongst a number of items, cost of construction exceeding $20 million and a development of a kind that is likely to have a significant community impact on the local or regional community. Development that meets these triggers requires a Major Development Plan (MDP) to be approved prior to works commencing. Section 91 of the Act outlines the content of a MDP. This includes the extent (if any) of consistency with the planning schemes in force under a law of the state in which the airport is located and if the MDP is not consistent with those planning schemes the justification for the inconsistencies. Section 5.6 below provides an outline of the level of consistency the proposal has with the Victorian strategic and statutory planning framework as it affects the site and the proposal Environment Protection and Biodiversity Conservation Act 1999 The Environment Protection and Biodiversity Conservation Act 1999 (the EPBC Act) is the Commonwealth Government s central piece of environmental legislation. It provides a legal framework to protect and manage nationally and internationally important flora, fauna, ecological communities and heritage places defined in the EPBC Act as matters of national environmental significance. As the Airport is commonwealth land it is subject to the provisions of the EPBC Act and referral of the MDP to the Minister for Environment is required. 6.2 MELBOURNE AIRPORT MASTER PLAN (2013) The Melbourne Airport Master Plan 2013 (the Master Plan) outlines the visions and strategic intent for Melbourne Airport s future for the next 20 years. The plan details on-airport planning and off-airport development planning in order to meet the changing needs of airport users, local communities and businesses. Section 2.3 of the Master Plan found a high level of overall support for Melbourne Airport s expansion over time. According to the Master Plan, a portion of the expansion relates to supportive uses, such as a hotel development. It can be considered that the term expansion relates generally to the growth of the airport precinct including the Landside Main Precinct, and as such the subject site would be included in this area. Pursuant to Section 5.5 of the Master Plan, the landside area neighbouring the airport to the east and south is proposed to be within an Activity Centre Zone (ACZ). The purpose of the ACZ, as relevant to the proposed URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017 STATUTORY AND POLICY COMPLIANCE 37

46 hotel development is to encourage a mixture of uses and the intensive development of the activity centre, focussing on activities that support the operation of the airport, specifically including travellers accommodation. Under the land use and development objectives of the ACZ, the provision of flexible development opportunities for businesses that do not conflict with airport activities are stated, and hotels are permitted under Section 1 of the table of uses, which means the use of the land for the purpose of a Residential Hotel is effectively as-of-right. The proposed hotel site is in Precinct 2: Landside Main Precinct. The primary purpose of this precinct is to: Provide for a range of airport support activities, services and facilities for use by airlines, passengers, government agencies, freight businesses and transport providers. The objectives of the precinct in the Master Plan confirms that a range of airport support services are sought, and specifically refers to the provision of hotel accommodation for use by airline staff and passengers locating hotels close to the airport to directly service passengers and airline staff to provide integral support to the airport. The Master Plan specifies that hotel accommodation can be integrated to directly support the airport and Section 8 expands on this by outlining objectives to encourage development that complements the airport s key functions (among others), which positions hotel accommodation as a suitable use. The subject site is an ideal location for a hotel development due to the proximity to the airport, particularly the newest terminal (Terminal T4) and being within an area earmarked as a pedestrian priority zone under the Melbourne Airport Landside Planning and Urban Design Strategy, where the public realm will enhance pedestrian connectivity to the airport and enable convenient access to and from the proposed hotel. An alternative location for a potential future hotel was considered being Gowrie Park, however over the next five years there will be limited development in Gowrie Park while the design of the elevated road network is completed. Gowrie Park does not benefit from proximity to the terminals either it is separated from the airport terminals by the Melbourne Airport parking building. 6.3 MELBOURNE AIRPORT ENVIRONMENT STRATEGY (2013) The Melbourne Airport Environment Strategy 2013 (the Environment Strategy) sets out Melbourne Airport s areas of environmental focus over the next five-year period ( ). The strategy is incorporated into the Melbourne Airport Master Plan in compliance with amendments to the Airports Act Most of the initiatives in the Environment Strategy relate to airside or landside Melbourne Airport operated and managed facilities and businesses (such as those leased within the airport). However, an objective to increase the adoption of Ecologically Sustainable Development (ESD) principles in developments from the 2013 Environmental Strategy relate to airport developments more broadly. The Airport Environmental Plan (existing and future) positions the subject site within Business and industry use, which is consistent with nomination of the land within the overall Master Plan. Business developments, inclusive of land used for the purposes of hotel accommodation, could be subject to targets that build on existing requirements for 5-Star Green Star certification for major new developments to conform to ESD principles. 6.4 MELBOURNE AIRPORT LANDSIDE PLANNING AND URBAN DESIGN STRATEGY (2015) The Melbourne Airport Landside Planning and Urban Design Strategy 2015 (the Planning and Urban Design Strategy) provides strategic planning and design guidance for landside development at Melbourne Airport. The Planning and Urban Design Strategy build on the concepts identified in the Melbourne Airport Master Plan (2013) by providing an additional level of detail to each landside precinct. According to the Melbourne Airport Urban Design Precincts the subject site is positioned in Precinct 1: Terminal & Surrounds. Part B of the Planning and Urban Design Strategy provides the Vision and Strategies related to the precinct. The location of the site of the proposed hotel development is designated as a pedestrian priority area, where future development is to respond to the provision of public spaces and connections to the terminal (due to their proximity) with designs that contribute to the street interface and is appropriate to the needs of the visitors and staff. 38 STATUTORY AND POLICY COMPLIANCE URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017

47 Section 1.3 and 1.4 outlines the at-grade and elevated road network. Primary roads for travel in and out of the airport to the Tullamarine Freeway and Airport Drive are primarily provided to the north and east of the subject site. There is one primary road along Grant Road from Airport Drive that provides access to Terminal 4 via Service Road; however, south of Grant Road is largely reserved for the pedestrian network and public realm provisions. Section 1.5 identifies the street network surrounding the site as a key area for pedestrian paths that link to the terminal plaza a series of linked forecourts separated from vehicles that provide pedestrians with direct access to the terminals. The pathways are provided to accommodate large groups of people, including families, tour groups and travellers with luggage and connect the terminal to car parks, hotels and conference facilities. Section 1.6 outlines key areas for the provision and activation of the public realm. The area fronting the terminal building on the opposite side of the subject site is noted as a pedestrian priority zone, where under Strategy a landscape strategy for the areas in front of the terminals will be developed to provide an integrated plan for the development of a series of linked forecourts, which will require development proposals such as the hotel to demonstrate compliance with this strategy by ensuring the future development contributes to an integrated, cohesive and activated public realm and supports a superior customer experience. Principles for key built form and gateways are outlined in Section 1.7. The complementary Melbourne Airport Landside Key Built Form and Gateways Plan identifies the corner of Grants Road and Service Road as an area for high quality built form interfaces, where the built form: Provides high quality built form and landscape design in key areas to support a superior customer experience Expresses the use and internal function of the building Utilises innovative and contemporary design Supports activation at lower levels (where appropriate) Responds to its context (in the case of the subject site, its proximity to the airport terminal) Section 1.8 identifies potential rail access corridors into the terminal. The objective is to provide a train station within 500m of all major passenger terminals. There is an opportunity for a future train station to be placed close to the proposed hotel, which has the potential to capture short-stay airport guests due to its location between the terminal and train option 1C, D and E. 6.5 STATE AND LOCAL GOVERNMENT PLANNING 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 Planning and Environment Act 1987 are not directly applicable. However, the Airports Act 1996 specifies requirements for Master Plans, where possible, to 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 Victorian Planning Provisions (VPP). The relevant State and local planning provisions are discussed below Plan Melbourne Plan Melbourne is the State Government of Victoria s plan that outlines the vision for Melbourne s growth to the year A refresh of Plan Melbourne was released in March 2017, with revised growth figures and objectives. The plan identifies the infrastructure, services and major projects which need to be put in place to underpin the cities growth. Melbourne is expected to grow to a city of 7.9 million by 2051 (an increase of 3.4 million) based on its rapid growth over the past number of years and the projections of future population growth. URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017 STATUTORY AND POLICY COMPLIANCE 39

48 Plan Melbourne acknowledges the need for new employment opportunities and expects a demand for approximately 1.5 million new jobs. These employment opportunities will be required in the CBD as well as inner and outer suburbs. Plan Melbourne also acknowledges that existing, future and proposed transport corridors reinforce existing and proposed employment concentrations and the expansion of airports as key economic assets to the region are important. Melbourne Airport currently handles 35 million passengers a year, accounts for a third of Australia s air freight, and provides 14,300 direct jobs an employment figure that is expected to grow to 23,000 by Plan Melbourne classifies Melbourne Airport as a Place of state significant Transport gateway within the Northern Subregion, and a major economic gateway, acting as an employment anchor within the northern subregion of the city between three of Melbourne s major growth areas. The purpose of a Transport Gateway is: To secure adequate gateway capacity for moving passengers and freight in and out of Victoria and support future employment opportunities at major ports, airports and interstate terminals. They will be protected from incompatible land uses but adjacent complementary uses and employment-generating activity will be encouraged. Transport gateways are economic and employment centres and provide a significant economic and employment generating role, where complementary uses and employment-generating activity are encouraged to support their role. The plan identifies a future airport rail link connection to an existing rail line between Sunshine and Broadmeadows Tourism Almost all international travellers arrive by air, making Melbourne, and Melbourne Airport the gateway to the rest of Victoria. The airport and its surrounds provide the first point of entry for those travelling by plane from overseas. As such, the airport receives millions of passengers through its terminals each year. As recently as December 2016 Melbourne Airport recorded its highest number of international passengers (arrivals and departures) passing through its terminals in a single month, with 952,855 passengers (up 88,000 passengers from the previous record). It is expected that Melbourne Airport will be developing its fourth and final runway by 2050 (in addition to a planned third runway in ), which would increase the already burgeoning numbers of domestic and international passenger arrivals and departures - air passenger numbers are expected to double in the next 20 years and double again in 50 years following the investment into the new runways. Australia Pacific Airports (Melbourne) considers that Melbourne Airport landside is an ideal location for a hotel development in response to the projected growth of airport traffic and the development of the precinct. The proposed hotel development is considered to be consistent with the expected growth of the Melbourne Airport in terms of the numbers of people passing through the airport, and the development of supporting infrastructure, such as plans for additional runways and a rail connection to the central city SPPF The State Planning Policy Framework contains a number of provisions which are relevant to airport planning and this MDP. In particular, Clause relates to Activity Centres and identifies activity centres as areas which accommodate substantial change and economic activity. The proposed hotel is consistent with and will complement Melbourne Airport s role as a Specialised Activity Centre (Clause of the MSS). Clause 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 : Ensuring that in the planning or 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 to the state. Clause 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. 40 STATUTORY AND POLICY COMPLIANCE URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017

49 Strategies set out at Clause 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 of development does not prejudice the curfew-free operation of Melbourne Airport. Protect the curfew-free status of Melbourne Airport. The proposed hotel development will complement the operations of the airport by providing short-stay accommodation that captures the projected increase in passengers through the airport. A hotel will also contribute to the development of the landside precinct by retaining local visitation that can be absorbed by associated businesses that service airports, enabling more people to actively stay in the precinct, which is consistent with Clause of the SPPF Clause seeks to encourage tourism development to maximise the employment and long-term economic, social and cultural benefits of developing the State as a competitive domestic and international tourist destination. Tourism strategies encourage the development of a range of well-designed and sited tourist facilities, including (but not limited to) accommodation. The proposed hotel will provide a suitable addition to the airport precinct, encouraging short-term stay and associated activity in the precinct, which promotes the airport as a tourist gateway and is consistent with the development of tourism in Victoria Local Planning Provisions 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 Local Planning Policy Framework 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 Hume Planning Scheme 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 ). The MSS includes a Business objective at Clause with strategies that aim to: Support the development of a network of vibrant and economically viable activity centres throughout Hume for existing and future residents and businesses Encourage the establishment of new industries and businesses that will benefit from maximum accessibility to Melbourne Airport, among others. The hotel development complements these strategies by creating local jobs and establishing activity in the precinct that encourages further establishment of new industries and businesses that can lead to a more vibrant activity centre for prospective guests of the proposed hotel. Clause outlines the hierarchy of activity centres both existing and planned within Hume and establish general objectives and strategies to guide the development of these activity centres. Overall, it is considered that the proposal appropriately implements the local objectives of Hume City Council and will result in positive impacts on both Melbourne Airport and the wider activity centre. URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017 STATUTORY AND POLICY COMPLIANCE 41

50 6.6 OTHER APPROVALS Section 91(g) of the Airports Act requires an MDP to identify the approvals that the airport-lessee company has sought, is seeking, or proposes to seek under Division 5 or Part 12 associated with a Major Development. Further approvals are also required under the Airports Act including a Building Permit from the Airport Building Controller in consultation with the Airport Environment Officer. 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 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. The Airport Environment Officer (AEO). The AEO assesses the proposal against the environmental requirements of the Airports Act and the Airports (Environment Protection) Regulations and the environmental commitments in the Master Plan, and Environment Strategy. The AEO will also examine Construction and Operational Environmental Management Plans. Approvals will be consistent with the Master Plan, incorporating the Environment Strategy. No additional approvals are required for this proposal under Division 5 or Part 12 of the Airports Act with respect to capacity declarations or the protection of airspace. 6.7 AIRPORT LEASE The proposed hotel development is consistent with the airport lease. 6.8 PRE-EXISTING INTERESTS In preparing this MDP Melbourne Airport has considered all interests in the land and finds no conflicts or preexisting interests. 42 STATUTORY AND POLICY COMPLIANCE URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017

51 7. CONCLUSION Melbourne Airport is seeking to construct a new 464 hotel located in close proximity to Terminal 4. As the building is not wholly or principally for use as a passenger terminal and the cost of construction exceeds $20 million or such higher amount as is prescribed, Melbourne Airport is required to prepare a MDP in relation to the proposal in accordance with the requirements of Section 91 of the Airports Act This MDP is considered to comply with the requirements of the Airports Act 1996 and has outlined in detail the items of assessment, impact and mitigation measures. The proposal: Will implement the approved Master Plan (2013) Is consistent with local planning schemes Supports the core aviation activities and flight operations of the airport through increased service provision Supports and drives positive social and economic outcomes for civil aviation users and other users of the airport Diversifies the range of land uses at the airport; important to continue to evolve and remain a worldclass facility Improves the customer experience that benefits Melbourne Airport as well as the local and regional economy. URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017 CONCLUSION 43

52 DISCLAIMER This report is dated 14 March 2017 and incorporates information and events up to that date only and excludes any information arising, or event occurring, after that date which may affect the validity of Urbis Pty Ltd s (Urbis) opinion in this report. Urbis prepared this report on the instructions, and for the benefit only, of Australia Pacific Airports (Melbourne) Pty Ltd (Instructing Party) for the purpose of Major Development Plan Preliminary Draft for exhibition (Purpose) and not for any other purpose or use. To the extent permitted by applicable law, Urbis expressly disclaims all liability, whether direct or indirect, to the Instructing Party which relies or purports to rely on this report for any purpose other than the Purpose, and to any other person which relies or purports to rely on this report for any purpose whatsoever (including the Purpose). In preparing this report, Urbis was required to make judgements which may be affected by unforeseen future events, the likelihood and effects of which are not capable of precise assessment. All surveys, forecasts, projections and recommendations contained in or associated with this report are made in good faith and on the basis of information supplied to Urbis at the date of this report, and upon which Urbis relied. Achievement of the projections and budgets set out in this report will depend, among other things, on the actions of others over which Urbis has no control. In preparing this report, Urbis may rely on or refer to documents in a language other than English, which Urbis may arrange to be translated. Urbis is not responsible for the accuracy or completeness of such translations and disclaims any liability for any statement or opinion made in this report being inaccurate or incomplete arising from such translations. Whilst Urbis has made all reasonable inquiries it believes necessary in preparing this report, it is not responsible for determining the completeness or accuracy of information provided to it. Urbis (including its officers and personnel) is not liable for any errors or omissions, including in information provided by the Instructing Party or another person or upon which Urbis relies, provided that such errors or omissions are not made by Urbis recklessly or in bad faith. This report has been prepared with due care and diligence by Urbis and the statements and opinions given by Urbis in this report are given in good faith and in the reasonable belief that they are correct and not misleading, subject to the limitations above. 44 CONCLUSION URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017

53 URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017 DISCLAIMER 45

54 46 CONCLUSION URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017

55 APPENDIX A COMPLIANCE WITH SECTION 91 OF THE AIRPORTS ACT 1996 URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017 APPENDICES

56 APPENDICES URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017

57 SECTION 91 - CONTENTS OF MAJOR DEVELOPMENT PLAN SECTION OF MDP (1) A major development plan, or a draft of such a plan, must set out: (a) the airport-lessee company's objectives for the development; and 1.3 (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 3.2 (c) a detailed outline of the development; and 3.3 (ca) (d) (e) (ea) (f) (g) (ga) whether or not the development is consistent with the airport lease for the airport; and if a final master plan for the airport is in force--whether or not the development is consistent with the final master plan; an 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 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 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 Defence Department, for managing aircraft noise intrusion in areas forecast to be subject to exposure above the significant ANEF levels; and 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 (Building Control) or Part 12 (Protection of Airspace around airports) in respect of elements of the development; and 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: , 4, 5, 6.6 (i) traffic flows at the airport and surrounding the airport; and 4.4 (ii) employment levels at the airport; and (h) (j) (k) (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 the airport-lessee company's assessment of the environmental impacts that might reasonably be expected to be associated with the development; and 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 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 4.2, N/A (l) such other matters (if any) as are specified in the regulations , 6.8 (2) Paragraphs (1)(a) to (k) (inclusive) do not, by implication, limit paragraph (1)(l). (3) The regulations may provide that, in specifying a particular objective, assessment, outline or other N/A 4.1.2, 6.8 URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017 APPENDICES

58 SECTION 91 - CONTENTS OF MAJOR DEVELOPMENT PLAN SECTION OF MDP matter covered by subsection (1), a major development plan, or a draft of such a plan, must address such things as are specified in the regulations. (4) In specifying a particular objective or proposal covered by paragraph (1)(a), (c) or (ga), a major development plan, or a draft of a major development plan, must address: (a) (b) the extent (if any) of consistency with planning schemes in force under a law of the State in which the airport is located; and if the major development plan is not consistent with those planning schemes the justification for the inconsistencies. (5) Subsection (4) does not, by implication, limit subsection (3). (6) In developing plans referred to in paragraph (l)(f), an airport lessee company must have regard to Australian Standard AS ( Acoustics Aircraft noise intrusion Building siting and construction ) as in force or existing at that time. (7) Subsection (6) does not, by implication, limit the matters to which regard may be had N/A APPENDICES URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017

59 APPENDIX B DETAILED ARCHITECTURAL PLANS URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017 APPENDICES

60 MELBOURNE AIRPORT HOTEL CORNER GRANTS RD & SERVICE RD MELBOURNE AIRPORT 3045 PROJECT NO: TOWN PLANNING ISSUE D R A W I N G I N D E X TP COVER SHEET TOWN PLANNING TP DEVELOPMENT SUMMARY TOWN PLANNING TP PROPOSED SITE COORDINATES PLAN TOWN PLANNING TP099 - BASEMENT LEVEL FLOOR PLAN TOWN PLANNING TP GROUND LEVEL FLOOR PLAN TOWN PLANNING TP LEVEL 01 FLOOR PLAN TOWN PLANNING TP LEVEL 02 FLOOR PLAN TOWN PLANNING TP LEVEL FLOOR PLAN TOWN PLANNING F E N D E R K A T S A L I D I S A r c h i t e c t s FENDER KATSALIDIS (AUST) PTY LTD ACN ABN C I T Y R O A D S O U T H B A N K V I C T O R I A A U S T R A L I A T E L E P H O N E F A C S I M I L E TP110 - ROOF PLANT GA FLOOR PLAN TOWN PLANNING TP NORTH ELEVATION GRANTS ROAD ELEVATION TOWN PLANNING TP SOUTH ELEVATION TOWN PLANNING TP EAST ELEVATION TOWN PLANNING TP WEST ELEVATION SERVICE ROAD ELEVATION TOWN PLANNING TP250 - GA SECTIONS SHEET 01 TOWN PLANNING TP D VISUALISATIONSHEET 02 TOWN PLANNING DRAWINGS ISSUED ON:

61 SITE BOUNDARY (79.6m) MULTI -LEVEL CARPARK GRANTS ROAD AHD AHD AHD SITE BOUNDARY (16.4m) SITE BOUNDARY (81.3m) N E N E N E N E SITE BOUNDARY (74.3m) AHD N E SERVICE ROAD COURTYARD CUSTOMS HOUSE N E FUTURE T5 N E N E N E N E SITE BOUNDARY 70.5M AFP BIM Server: Bimserver9 - BIM Server 20/16117 Melbourne Airport Hotel/16117 General R E V I S I O N - MDP SUBMISSION PN REVISIONS TO CAR SPACES & LOADING BAY AS PER GTA M B-R ISSUED FOR MDP SUBMISSION CJ Q U A L I T Y A S S U R A N C E This project is subject to the FK Quality Assurance System Schematic Design Review for this project is complete. Date of Review: Design Development Review for this project is yet to be completed. N O T E S Check and verify all dimensions prior to commencement of work. This drawing shall be read in conjunction with all other contract documents including those by other consultants, and including specifications. Seek clarification of inconsistancies/ conflicts. Figured dimensions shall take precedence to scaled dimensions. This drawing is COPYRIGHT and shall remain the property of FENDER KATSALIDIS (AUST) PTY LTD S C A L E 1:500@A1 F E N D E R K A T S A L I D I S FENDER KATSALIDIS (AUST) PTY LTD ACN ABN F K A U S T R A L I A. C O M R I V E R S I D E Q U A Y S O U T H B A N K V I C T O R I A A U S T R A L I A T E L E P H O N E Tender Documentation Review for this project is yet to be completed. Construction Documentation Review for this drawing is yet to be completed. If this drawing is stamped 'UNCONTROLLED COPY' then it is to be considered a draft, subject to revision without notice NOT FOR CONSTRUCTION D R A W N PN/MBR D A T E C H E C K E D P L O T D A T E J O B N O CJ CONFIDENTIAL P R O J E C T MELBOURNE AIRPORT HOTEL CORNER GRANTS RD & SERVICE RD MELBOURNE AIRPORT VIC 3045 D R A W I N G T I T L E PROPOSED SITE COORDINATES PLAN R E V I S I O N / D R A W I N G N o. 02 TOWN PLANNING TP005

62 SITE BOUNDARY (79.6m) 7,100 6,800 5,000 6,880 6,880 6,880 6,880 6,880 6,880 6,880 N TP200 TP-B TP , ,100 8,100 8,100 8,100 8, SITE BOUNDARY (81.3m) L Y 9,200 SITE BOUNDARY (16.4m) K X SITE BOUNDARY (74.3m) LIFT PIT J H H G LIFT PIT G F F W TP203 E TP202 E E D D C LIFT PIT C TP-A TP250 LIFT PIT TP-A TP250 B B FIRE STAIR 04 A DIESEL TANK ROOM 27 m2 A SFL FIRE PUMP ROOM 29 m2 25 KL FIRE TANK FIRE TANK. 28 m2 25 KL FIRE TANK GREASE TRAP IN-GROUND HYDR TANK 10 SITE BOUNDARY 70.5M TP-B TP250 8,490 7,685 7,685 7,685 7,685 7,685 7,685 7,800 6,300 S TP BIM Server: Bimserver9 - BIM Server 20/16117 Melbourne Airport Hotel/16117 General R E V I S I O N - ISSUED FOR MDP SUBMISSION CJ Q U A L I T Y A S S U R A N C E This project is subject to the FK Quality Assurance System Schematic Design Review for this project is complete. Date of Review: Design Development Review for this project is yet to be completed. N O T E S Check and verify all dimensions prior to commencement of work. This drawing shall be read in conjunction with all other contract documents including those by other consultants, and including specifications. Seek clarification of inconsistancies/ conflicts. Figured dimensions shall take precedence to scaled dimensions. This drawing is COPYRIGHT and shall remain the property of FENDER KATSALIDIS (AUST) PTY LTD S C A L E 1:200@A1 F E N D E R K A T S A L I D I S FENDER KATSALIDIS (AUST) PTY LTD ACN ABN F K A U S T R A L I A. C O M R I V E R S I D E Q U A Y S O U T H B A N K V I C T O R I A A U S T R A L I A T E L E P H O N E Tender Documentation Review for this project is yet to be completed. Construction Documentation Review for this drawing is yet to be completed. If this drawing is stamped 'UNCONTROLLED COPY' then it is to be considered a draft, subject to revision without notice NOT FOR CONSTRUCTION D R A W N PN/MBR D A T E C H E C K E D P L O T D A T E J O B N O CJ CONFIDENTIAL P R O J E C T MELBOURNE AIRPORT HOTEL CORNER GRANTS RD & SERVICE RD MELBOURNE AIRPORT VIC 3045 D R A W I N G T I T L E BASEMENT LEVEL FLOOR PLAN R E V I S I O N / D R A W I N G N o. - TOWN PLANNING TP099

63 FHR SITE BOUNDARY (79.6m) 7,100 6,800 5,000 6,880 6,880 6,880 6,880 6,880 6,880 6,880 MK-8 GTA-VIC (c) 2017 Transoft Solutions, Inc. All rights reserved. 26 8,100 SITE BOUNDARY (81.3m) ,100 8,100 8,100 N TP200 8,100 TP-B TP250 VECHICLE DROP OFF GRANTS ROAD 8, REMOVE EXISTING VEHICLE CROSSOVER 01 NEW VEHICLE CROSSOVER L Y 9,200 SITE BOUNDARY (16.4m) SPORTS BAR/CAFE 160 m2 ENTRY AIR LOCK FIRE BRIGADE BOOSTER HYD WM CUPBD FIRE STAIR 01 K X SITE BOUNDARY (74.3m) ACCESS LIFT BAR & CAFE 335 m2 LIFT LOBBY 32 m2 CONCIERGE 33 m2 GRAB N GO / SHOP 33 m2 J H ENTRY AIR LOCK CIRCULATION 106 m2 FCR 12 m2 LUGGAGE STORE 21 m2 H LOBBY 566 m2 ADMIN FRONT OFFICE 78 m2 G RECEPTION 38 m2 LIFT GUEST LIFTS LIFT G RESTAURANT 486 m2 RESTAURANT CONSERVATORY 162 m2 COURTYARD GARDEN LIFT LOBBY F F W TP203 KIDS PLAY 35 m2 GUEST MALE 19 m2 ADMIN FRONT OFFICE 101 m2 E TP202 SERVICE ROAD GUEST FEMALE 19 m2 E STAFF MALE 5 m2 STAFF FEMALE 4 m2 DDA UNISEX 5 m2 GOODS RECEIVING 20 m2 E D C B TP-A TP250 LV SWB ELEC GENERATOR 35 m2 CORRIDOR 29 m2 NON-ESS TRANSFORMER SUBSTATION 73 m2 SWITCH ROOM 36 m2 KITCHEN 258 m2 FACILITIES MALE 40 m2 CLEAN BOH CORRIDOR 33 m2 DDA UNISEX 5 m2 FACILITIES FEMALE 31 m2 LIFT LIFT LIFT GUEST LIFTS 22 m2 LIFT LOBBY 187 m2 HOUSEKEEPING CLEAN LINEN 18 m2 LIFT BOH LIFTS 17 m2 LIFT DIRTY LINEN 16 m2 FH HOUSEKEEPING STORAGE 24 m2 WASTE 50 m2 FIRE STAIR 02 DIRTY LINEN 10 m2 D C B TP-A TP250 A HV SWITCH RM SPRINKLER CONTROL 9 m2 WATER MTR RM 14 m2 FIRE BOOSTER 5 m2 FIRE STAIR 03 FIRE STAIR 04 KITCHEN STORE 125 m2 CLEAN BOH CORRIDOR 20 m2 WASTE ROOM 45 m2 DIRTY BOH CORRIDOR 32 m2 GREASE TRAP GAS METER CONCEAL STORE 267 m2 CLEAN BOH CORRIDOR 142 m2 WATER TENANCY SUB-METERS IN-GROUND HYDR TANK TIME KEEPER 22 m2 A CLEAN DOCK LOADING 71 m2 WASTE COLLECTION AREA BIM Server: Bimserver9 - BIM Server 20/16117 Melbourne Airport Hotel/16117 General R E V I S I O N - ISSUED FOR REVIEW CJ ISSUED FOR MDP SUBMISSION CJ ISSUED FOR MDP SUBMISSION CJ MK-8 Panther GTA-VIC Q U A L I T Y A S S U R A N C E NEW VEHICLE CROSSOVER TILE FINISH 10 This project is subject to the FK Quality Assurance System Construction Documentation Review for this drawing is yet to be completed. SITE BOUNDARY 70.5M TP-B TP250 8,490 7,685 7,685 7,685 7,685 7,685 7,685 7,800 6, Schematic Design Review for this project is complete. Date of Review: Design Development Review for this project is yet to be completed. Tender Documentation Review for this project is yet to be completed. If this drawing is stamped 'UNCONTROLLED COPY' then it is to be considered a draft, subject to revision without notice NOT FOR CONSTRUCTION 08 N O T E S D R A W N PN/MBR CJ Check and verify all dimensions prior to commencement of work. This drawing shall be read in conjunction with all other contract documents including those by other consultants, and including specifications. Seek clarification of inconsistancies/ conflicts. Figured dimensions shall take precedence to scaled dimensions. This drawing is COPYRIGHT and shall remain the property of FENDER KATSALIDIS (AUST) PTY LTD D A T E C H E C K E D P L O T D A T E J O B N O. CONFIDENTIAL S TP201 S C A L E :200@A1 P R O J E C T MELBOURNE AIRPORT HOTEL CORNER GRANTS RD & SERVICE RD MELBOURNE AIRPORT VIC 3045 D R A W I N G T I T L E GROUND LEVEL FLOOR PLAN F E N D E R K A T S A L I D I S FENDER KATSALIDIS (AUST) PTY LTD ACN ABN R E V I S I O N / D R A W I N G N o. 02 TOWN PLANNING F K A U S T R A L I A. C O M R I V E R S I D E Q U A Y S O U T H B A N K V I C T O R I A A U S T R A L I A T E L E P H O N E TP100

64 SITE BOUNDARY (79.6m) 7,100 6,800 5,000 6,880 6,880 6,880 6,880 6,880 6,880 6,880 N TP200 TP-B TP , ,100 8,100 8,100 8,100 8, SITE BOUNDARY (81.3m) MEETING ROOM m2 MEETING ROOM m2 L Y 9,200 SITE BOUNDARY (16.4m) AHU-CAFE POOL ABOVE AHU-GYM CLEANERS STORE 12 m2 FEMALE 46 m2 MEETING STORE 19 m2 FH FIRE STAIR 01 MEETING ROOM m2 K X SITE BOUNDARY (74.3m) POOL PLANT AHU-LOUNGE AHU-POOL DDA 9 m2 ACCESS LIFT MALE 46 m2 RAMP 1:14 RAMP 1:14 PRE-FUNCTION 129 m2 KITCHENETTE 28 m2 MEETING ROOM m2 J RECEPTION 8 m2 H FEMALE TOILETS 16 m2 H DDA UNISEX 5 m2 CORRIDOR G MALE TOILETS 16 m2 MEETING ROOM m2 G LIFT GUEST LIFTS LIFT VOID VOID VOID VOID LIFT LOBBY F MEP F W TP203 MEETING STORE 26 m2 ADMIN 92 m2 E TP202 E E VOID HOUSEKEEPING 93 m2 D VOID GEN BELOW VOID STAFF KITCHEN & CANTEEN 63 m2 STAFF BREAKOUT ZONE 33 m2 STAFF FITNESS 39 m2 ADMIN CORRIDOR 29 m2 FH FIRE STAIR 02 D C MALE TOILETS & CHANGE 61 m2 LIFT LIFT LOBBY 25 m2 C B TP-A TP250 AHU-RES AHU-RES MECH PLANTROOM 157 m2 BOH CORRIDOR 159 m2 FEMALE TOILETS & CHANGE 61 m2 LIFT GUEST LIFTS LIFT MEP DDA UNISEX 5 m2 STAFF ADMIN & BRIEFING AREA 128 m2 LIFT BOH LIFTS LIFT ADMIN 77 m2 B TP-A TP250 AHU-O/A A AHU-KIT M/A FH FIRE STAIR 03 MECH PLANTROOM 193 m2 HOT WATER STORAGE_PLANT 32 m2 ENG. DEPARTMENT 83 m2 HOUSEKEEPING 57 m2 A 10 SITE BOUNDARY 70.5M TP-B TP250 8,490 7,685 7,685 7,685 7,685 7,685 7,685 7,800 6,300 S TP BIM Server: Bimserver9 - BIM Server 20/16117 Melbourne Airport Hotel/16117 General R E V I S I O N - ISSUED FOR REVIEW CJ ISSUED FOR MDP SUBMISSION CJ ISSUED FOR MDP SUBMISSION CJ Q U A L I T Y A S S U R A N C E This project is subject to the FK Quality Assurance System Schematic Design Review for this project is complete. Date of Review: Design Development Review for this project is yet to be completed. N O T E S Check and verify all dimensions prior to commencement of work. This drawing shall be read in conjunction with all other contract documents including those by other consultants, and including specifications. Seek clarification of inconsistancies/ conflicts. Figured dimensions shall take precedence to scaled dimensions. This drawing is COPYRIGHT and shall remain the property of FENDER KATSALIDIS (AUST) PTY LTD S C A L E 1:200@A1 F E N D E R K A T S A L I D I S FENDER KATSALIDIS (AUST) PTY LTD ACN ABN F K A U S T R A L I A. C O M R I V E R S I D E Q U A Y S O U T H B A N K V I C T O R I A A U S T R A L I A T E L E P H O N E Tender Documentation Review for this project is yet to be completed. Construction Documentation Review for this drawing is yet to be completed. If this drawing is stamped 'UNCONTROLLED COPY' then it is to be considered a draft, subject to revision without notice NOT FOR CONSTRUCTION D R A W N PN/MBR D A T E C H E C K E D P L O T D A T E J O B N O CJ CONFIDENTIAL P R O J E C T MELBOURNE AIRPORT HOTEL CORNER GRANTS RD & SERVICE RD MELBOURNE AIRPORT VIC 3045 D R A W I N G T I T L E LEVEL 01 FLOOR PLAN R E V I S I O N / D R A W I N G N o. 02 TOWN PLANNING TP101

65 3,800 3,800 SG SG SG SG SG SG SG SG SG SG SG SITE BOUNDARY (79.6m) CANOPY OVER CORRIDOR 89 m2 CANOPY OVER 7,100 6,800 5,000 6,880 6,880 6,880 6,880 6,880 6,880 6,880 3,200 TYP. 3,200 TYP. N TP200 TP-B TP , ,100 8,100 8,100 8,100 8, SITE BOUNDARY (81.3m) SG STD 20 m2 STD 20 m2 L X Y 9,200 SITE BOUNDARY (16.4m) SITE BOUNDARY (74.3m) POOL DECK 365 m2 POOL 25M 150 m2 6,000 GYM 308 m2 ACCESS LIFT VOID ROOF TO BELOW SG SG SG SG SG STD 20 m2 STD 20 m2 STD 20 m2 STD 20 m2 STD 20 m2 TYP. STD 20 m2 FH FIRE STAIR 01 FAMILY 24 m2 STD 20 m2 STD 20 m2 K J H VOID SG STD 20 m2 STD 20 m2 H STD 20 m2 STD 20 m2 G LANDSCAPED ROOF TERRACE 387 m2 VOID STD 20 m2 GUEST LIFTS LIFT LIFT LIFT LOBBY STD 20 m2 STD 20 m2 G F STD 20 m2 F W TP203 STD 20 m2 STD 20 m2 E TP202 E SG STD 20 m2 STD 20 m2 E D LANDSCAPED ROOF TERRACE 323 m2 SG SG STD 20 m2 FAMILY 24 m2 FH STD 20 m2 FAMILY 24 m2 D C B TP-A TP250 NON-STD 51 m2 CONNECT 26 m2 STD 26 m2 STD 26 m2 STD 26 m2 STD 26 m2 STD 26 m2 CORRIDOR 138 m2 STD 26 m2 SUITE 26 m2 SUITE 26 m2 LIFT LIFT GUEST LIFTS LIFT LIFT LOBBY FW DDA 35 m2 CONNECT 26 m2 LINEN ROOM 23 m2 LIFT BOH LIFTS LIFT LP BOH 31 m2 FIRE STAIR 02 STD 25 m2 STD 26 m2 C B TP-A TP250 A NON-STD 29 m2 CONNECT 26 m2 FIRE FH STAIR 03 DDA 35 m2 STD 26 m2 STD 26 m2 STD 26 m2 STD 26 m2 STD 26 m2 STD 26 m2 STD 26 m2 STD 26 m2 STD 26 m2 STD 26 m2 STD 26 m2 STD 26 m2 STD 26 m2 STD 26 m2 A 10 SITE BOUNDARY 70.5M TP-B TP250 8,490 7,685 7,685 7,685 7,685 7,685 7,685 7,800 6,300 S TP BIM Server: Bimserver9 - BIM Server 20/16117 Melbourne Airport Hotel/16117 General R E V I S I O N - ISSUED FOR REVIEW CJ ISSUED FOR MDP SUBMISSION CJ ISSUED FOR MDP SUBMISSION CJ Q U A L I T Y A S S U R A N C E This project is subject to the FK Quality Assurance System Schematic Design Review for this project is complete. Date of Review: Design Development Review for this project is yet to be completed. N O T E S Check and verify all dimensions prior to commencement of work. This drawing shall be read in conjunction with all other contract documents including those by other consultants, and including specifications. Seek clarification of inconsistancies/ conflicts. Figured dimensions shall take precedence to scaled dimensions. This drawing is COPYRIGHT and shall remain the property of FENDER KATSALIDIS (AUST) PTY LTD S C A L E 1:200@A1 F E N D E R K A T S A L I D I S FENDER KATSALIDIS (AUST) PTY LTD ACN ABN F K A U S T R A L I A. C O M R I V E R S I D E Q U A Y S O U T H B A N K V I C T O R I A A U S T R A L I A T E L E P H O N E Tender Documentation Review for this project is yet to be completed. Construction Documentation Review for this drawing is yet to be completed. If this drawing is stamped 'UNCONTROLLED COPY' then it is to be considered a draft, subject to revision without notice NOT FOR CONSTRUCTION D R A W N JG/MBR D A T E C H E C K E D P L O T D A T E J O B N O CJ CONFIDENTIAL P R O J E C T MELBOURNE AIRPORT HOTEL CORNER GRANTS RD & SERVICE RD MELBOURNE AIRPORT VIC 3045 D R A W I N G T I T L E LEVEL 02 FLOOR PLAN R E V I S I O N / D R A W I N G N o. 02 TOWN PLANNING TP102

66 SG SG SG SG SG SG SG SG SITE BOUNDARY (79.6m) CANOPY BELOW CORRIDOR 89 m2 7,100 6,800 5,000 6,880 6,880 6,880 6,880 6,880 6,880 6,880 N TP200 TP-B TP , ,100 8,100 8,100 8,100 8, SITE BOUNDARY (81.3m) SG STD 20 m2 STD 20 m2 L Y 9,200 SITE BOUNDARY (16.4m) SG SG SG STD 20 m2 STD 20 m2 STD 20 m2 STD 20 m2 FH FIRE STAIR 01 FAMILY 24 m2 K X SG STD 20 m2 STD 20 m2 J SITE BOUNDARY (74.3m) STD 20 m2 STD 20 m2 H STD 20 m2 STD 20 m2 H STD 20 m2 STD 20 m2 G STD 20 m2 GUEST LIFTS LIFT LIFT STD 20 m2 STD 20 m2 G LIFT LOBBY F STD 20 m2 F W TP203 STD 20 m2 STD 20 m2 E TP202 E SG STD 20 m2 STD 20 m2 E SG STD 20 m2 STD 20 m2 D SG FAMILY 24 m2 FH FAMILY 24 m2 D C B TP-A TP250 NON-STD 51 m2 CONNECT 26 m2 STD 26 m2 STD 26 m2 STD 26 m2 STD 26 m2 STD 26 m2 CORRIDOR 138 m2 STD 26 m2 SUITE 26 m2 SUITE 26 m2 LIFT LIFT GUEST LIFTS LIFT LIFT LOBBY FW SG DDA 35 m2 CONNECT 26 m2 LINEN ROOM 23 m2 LIFT BOH LIFTS LIFT LP BOH 31 m2 FIRE STAIR 02 STD 25 m2 STD 26 m2 C B TP-A TP250 A NON-STD 29 m2 CONNECT 26 m2 FIRE FH STAIR 03 FW DDA 35 m2 STD 26 m2 STD 26 m2 STD 26 m2 STD 26 m2 STD 26 m2 STD 26 m2 STD 26 m2 STD 26 m2 STD 26 m2 STD 26 m2 STD 26 m2 STD 26 m2 STD 26 m2 STD 26 m2 A 10 SITE BOUNDARY 70.5M TP-B TP250 8,490 7,685 7,685 7,685 7,685 7,685 7,685 7,800 6,300 S TP BIM Server: Bimserver9 - BIM Server 20/16117 Melbourne Airport Hotel/16117 General R E V I S I O N - ISSUED FOR REVIEW CJ ISSUED FOR MDP SUBMISSION CJ Q U A L I T Y A S S U R A N C E This project is subject to the FK Quality Assurance System Schematic Design Review for this project is complete. Date of Review: Design Development Review for this project is yet to be completed. N O T E S Check and verify all dimensions prior to commencement of work. This drawing shall be read in conjunction with all other contract documents including those by other consultants, and including specifications. Seek clarification of inconsistancies/ conflicts. Figured dimensions shall take precedence to scaled dimensions. This drawing is COPYRIGHT and shall remain the property of FENDER KATSALIDIS (AUST) PTY LTD S C A L E 1:200@A1 F E N D E R K A T S A L I D I S FENDER KATSALIDIS (AUST) PTY LTD ACN ABN F K A U S T R A L I A. C O M R I V E R S I D E Q U A Y S O U T H B A N K V I C T O R I A A U S T R A L I A T E L E P H O N E Tender Documentation Review for this project is yet to be completed. Construction Documentation Review for this drawing is yet to be completed. If this drawing is stamped 'UNCONTROLLED COPY' then it is to be considered a draft, subject to revision without notice NOT FOR CONSTRUCTION D R A W N PN/MBR D A T E C H E C K E D P L O T D A T E J O B N O CJ CONFIDENTIAL P R O J E C T MELBOURNE AIRPORT HOTEL CORNER GRANTS RD & SERVICE RD MELBOURNE AIRPORT VIC 3045 D R A W I N G T I T L E LEVEL FLOOR PLAN R E V I S I O N / D R A W I N G N o. 01 TOWN PLANNING TP103

67 SITE BOUNDARY (79.6m) 7,100 6,800 5,000 6,880 6,880 6,880 6,880 6,880 6,880 6,880 N TP200 TP-B TP SITE BOUNDARY (81.3m) L SITE BOUNDARY (16.4m) SOF RL SRO RL STAIR PRES K SITE BOUNDARY (74.3m) SOF RL SRO RL J H H SOF RL SRO RL G G LIFT OVER RUN F F W TP203 SOF RL SRO RL E TP202 E E D SOF RL SRO RL D C STAIR PRES C TP-A TP250 LIFT OVER RUN LIFT OVER RUN TP-A TP250 B SOF RL SRO RL SOF RL SRO RL SOF RL SRO RL SERVICES PLANT SOF RL SRO RL B STAIR PRESS A A SITE BOUNDARY 70.5M TP-B TP250 8,490 7,685 7,685 7,685 7,685 7,685 7,685 7,800 6,300 S TP LEVEL 10 - ROOF SCALE 1:200@A BIM Server: Bimserver9 - BIM Server 20/16117 Melbourne Airport Hotel/16117 General R E V I S I O N - ISSUED FOR MDP SUBMISSION JG 0 Q U A L I T Y A S S U R A N C E This project is subject to the FK Quality Assurance System Schematic Design Review for this project is complete. Date of Review: Design Development Review for this project is yet to be completed. N O T E S Check and verify all dimensions prior to commencement of work. This drawing shall be read in conjunction with all other contract documents including those by other consultants, and including specifications. Seek clarification of inconsistancies/ conflicts. Figured dimensions shall take precedence to scaled dimensions. This drawing is COPYRIGHT and shall remain the property of FENDER KATSALIDIS (AUST) PTY LTD S C A L E 1:200@A1 F E N D E R K A T S A L I D I S FENDER KATSALIDIS (AUST) PTY LTD ACN ABN F K A U S T R A L I A. C O M R I V E R S I D E Q U A Y S O U T H B A N K V I C T O R I A A U S T R A L I A T E L E P H O N E Tender Documentation Review for this project is yet to be completed. Construction Documentation Review for this drawing is yet to be completed. If this drawing is stamped 'UNCONTROLLED COPY' then it is to be considered a draft, subject to revision without notice NOT FOR CONSTRUCTION D R A W N PN/MBR D A T E C H E C K E D P L O T D A T E J O B N O. nil CJ CONFIDENTIAL P R O J E C T MELBOURNE AIRPORT HOTEL CORNER GRANTS RD & SERVICE RD MELBOURNE AIRPORT VIC 3045 D R A W I N G T I T L E ROOF PLANT GA FLOOR PLAN R E V I S I O N / D R A W I N G N o. - TOWN PLANNING TP110

68 EXTERNAL FINISHES - TP 3D - AHD AHD LEVEL 8 AHD LEVEL 7 AHD LEVEL 6 AHD LEVEL 5 AHD LEVEL 4 AHD LEVEL 3 SILVER GREY TINT SPANDREL GLAZING G3 CLEAR VISION GLAZING M1 METAL ROOF CLADDING COLOUR TBC M2 METAL CLADDING COLOUR TBC M3 METAL CLADDING COLOUR TBC M4 METAL CLADDING WHITE SILVER COLOUR M5 METAL CLADDING COLOUR TBC M6 METAL CLADDING COLOUR TBC Rn1 RENDER ILS HEIGHT BAND TOP ISL ZONE 01 AHD LIFT OVER RUN 05 AHD LIFT OVER RUN BOTTOM ISL ZONE M2 AHD PARAPET AHD AHD M2 G1 G1 N AHD CUSTOMS HOUSE M3 LEVEL 2 M3 M1 G3 G1 AHD AHD BOTTOM ISL ZONE M2 G3 AHD G2 SCALE 1:21.23@A1 M2 AHD AHD SILVER GREY TINT VISION GLAZING (TYPICAL HOTEL ROOM) NORTH BIRDS EYE PERSPECTIVE LEVEL 10 - ROOF LEVEL 9 G1 TOP ISL ZONE OLS AHD PRECAST CONCRETE OFF WHITE COLOUR (ACCEPTABLE PRODUCT BRIGHTON LITE TM) SCALE 1:29.23@A1 PANS-OPS AHD Cf2 NORTH PERSPECTIVE TITLE BOUNDARY AHD PRECAST CONCRETE TITLE BOUNDARY TP 3D Cf1 SERVICE ROAD LEVEL 1 Lv G3 GROUND FLOOR G3 NOTE: ALL LEVELS TO AUSTRALIAN HEIGHT DATUM REFERENCED TO FEATURE AND LEVEL SURVEY. DRAWING NUMBER CR18572 G3 BIM Server: Bimserver9 - BIM Server 20/16117 Melbourne Airport Hotel/16117 General QUALITY ASSURANCE REVISION - MDP SUBMISSION PN LIFT OVER RUN RL CLARIFIED PN ISSUED FOR MDP SUBMISSION CJ NOTES This project is subject to the FK Quality Assurance System Schematic Design Review for this project is complete. Date of Review: Design Development Review for this project is yet to be completed. Tender Documentation Review for this project is yet to be completed. Construction Documentation Review for this drawing is yet to be completed. If this drawing is stamped 'UNCONTROLLED COPY' then it is to be considered a draft, subject to revision without notice NOT FOR CONSTRUCTION FENDER SCALE Check and verify all dimensions prior to commencement of work. This drawing shall be read in conjunction with all other contract documents including those by other consultants, and including specifications. Seek clarification of inconsistancies/ conflicts. Figured dimensions shall take precedence to scaled dimensions. 1:200@A1 6 1 This drawing is COPYRIGHT and shall remain the property of FENDER KATSALIDIS (AUST) PTY LTD DRAWN DATE CHECKED PLOT DATE JOB NO. PROJECT DRAWING TITLE PN/MBR CJ MELBOURNE AIRPORT HOTEL CORNER GRANTS RD & SERVICE RD MELBOURNE AIRPORT VIC 3045 NORTH ELEVATION GRANTS ROAD ELEVATION CONFIDENTIAL KATSALIDIS FENDER KATSALIDIS (AUST) PTY LTD ACN ABN FKAUSTRALIA.COM RIVERSIDE QUAY SOUTHBANK VICTORIA AUSTRALIA TELEPHONE REVISION/ DRAWING No. 02 TOWN PLANNING TP200

69 EXTERNAL FINISHES AHD PANS-OPS AHD AHD TP 3D - SCALE 1:22.64@A AHD AHD LEVEL 9 AHD LEVEL 8 AHD LEVEL 7 AHD LEVEL 6 AHD LEVEL 5 AHD LEVEL 4 AHD LEVEL 3 G1 SILVER GREY TINT VISION GLAZING (TYPICAL HOTEL ROOM) G2 SILVER GREY TINT SPANDREL GLAZING G3 CLEAR VISION GLAZING M1 METAL ROOF CLADDING COLOUR TBC M2 METAL CLADDING COLOUR TBC M3 METAL CLADDING COLOUR TBC M4 METAL CLADDING WHITE SILVER COLOUR M5 METAL CLADDING COLOUR TBC M6 METAL CLADDING COLOUR TBC Rn1 RENDER AHD AHD LIFT OVER RUN PARAPET LEVEL 10 - ROOF AHD PRECAST CONCRETE OFF WHITE COLOUR (ACCEPTABLE PRODUCT BRIGHTON LITE TM) SCALE 1:23.33@A1 TOP ISL ZONE OLS Cf2 SOUTH EAST BIRDS EYE TOP ISL ZONE ILS HEIGHT BAND AHD SOUTH WEST PERSPECTIVE PRECAST CONCRETE TITLE BOUNDARY - TITLE BOUNDARY TP 3D Cf1 AHD BOTTOM ISL ZONE BOTTOM ISL ZONE AHD G1 M5 M6 M2 CUSTOMS HOUSE M1 AHD LEVEL 2 SERVICE ROAD AHD LEVEL 1 AHD GROUND FLOOR S Cf1 Cf1 NOTE: ALL LEVELS TO AUSTRALIAN HEIGHT DATUM REFERENCED TO FEATURE AND LEVEL SURVEY. DRAWING NUMBER CR18572 BIM Server: Bimserver9 - BIM Server 20/16117 Melbourne Airport Hotel/16117 General QUALITY ASSURANCE REVISION - MDP SUBMISSION PN LIFT OVER RUN RL CLARIFIED PN REVISION TO LOADING BAY AS PER GTA M B-R ISSUED FOR MDP SUBMISSION CJ NOTES This project is subject to the FK Quality Assurance System Schematic Design Review for this project is complete. Date of Review: Design Development Review for this project is yet to be completed. Tender Documentation Review for this project is yet to be completed. Construction Documentation Review for this drawing is yet to be completed. If this drawing is stamped 'UNCONTROLLED COPY' then it is to be considered a draft, subject to revision without notice NOT FOR CONSTRUCTION FENDER SCALE Check and verify all dimensions prior to commencement of work. This drawing shall be read in conjunction with all other contract documents including those by other consultants, and including specifications. Seek clarification of inconsistancies/ conflicts. Figured dimensions shall take precedence to scaled dimensions. 1:200@A1 6 1 This drawing is COPYRIGHT and shall remain the property of FENDER KATSALIDIS (AUST) PTY LTD DRAWN DATE CHECKED PLOT DATE JOB NO. PROJECT DRAWING TITLE PN/MBR CJ MELBOURNE AIRPORT HOTEL CORNER GRANTS RD & SERVICE RD MELBOURNE AIRPORT VIC 3045 SOUTH ELEVATION CONFIDENTIAL KATSALIDIS FENDER KATSALIDIS (AUST) PTY LTD ACN ABN FKAUSTRALIA.COM RIVERSIDE QUAY SOUTHBANK VICTORIA AUSTRALIA TELEPHONE REVISION/ DRAWING No. 03 TOWN PLANNING TP201

70 TITLE BOUNDARY ILS HEIGHT BAND TITLE BOUNDARY EXTERNAL FINISHES Cf1 PRECAST CONCRETE Cf2 PRECAST CONCRETE OFF WHITE COLOUR (ACCEPTABLE PRODUCT BRIGHTON LITE TM) G1 SILVER GREY TINT VISION GLAZING (TYPICAL HOTEL ROOM) G2 SILVER GREY TINT SPANDREL GLAZING G3 CLEAR VISION GLAZING M1 METAL ROOF CLADDING COLOUR TBC M2 METAL CLADDING COLOUR TBC M3 METAL CLADDING COLOUR TBC M4 METAL CLADDING WHITE SILVER COLOUR M5 METAL CLADDING COLOUR TBC M6 METAL CLADDING COLOUR TBC AHD PANS-OPS Rn1 RENDER AHD TOP ISL ZONE AHD OLS A B F G H J K L LIGHTING MAST AHD AHD AHD AHD LEVEL 10 - ROOF PARAPET AHD AHD LEVEL 9 AHD BOTTOM ISL ZONE AHD LEVEL 8 M2 G1 M2 AHD LEVEL 7 AHD LEVEL 6 AHD LEVEL 5 AHD LEVEL 4 G1 MULTI LEVEL CARPARK AHD LEVEL 3 AHD LEVEL 2 AFP HEADQUARTER G1 M1 AHD LEVEL 1 (ASSUMED AFP LEVELS ) Cf1 G2 G1 G1 M1 GRANTS ROAD AHD GROUND FLOOR Rn1 G1 E NOTE: ALL LEVELS TO AUSTRALIAN HEIGHT DATUM REFERENCED TO FEATURE AND LEVEL SURVEY. DRAWING NUMBER CR18572 BIM Server: Bimserver9 - BIM Server 20/16117 Melbourne Airport Hotel/16117 General R E V I S I O N - MDP SUBMISSION PN LIFT OVER RUN RL CLARIFIED PN INCLUSION OF ADJACENT CAR PARK IN ELEVATION M B-R ISSUED FOR MDP SUBMISSION CJ Q U A L I T Y A S S U R A N C E This project is subject to the FK Quality Assurance System Schematic Design Review for this project is complete. Date of Review: Design Development Review for this project is yet to be completed. Tender Documentation Review for this project is yet to be completed. Construction Documentation Review for this drawing is yet to be completed. If this drawing is stamped 'UNCONTROLLED COPY' then it is to be considered a draft, subject to revision without notice NOT FOR CONSTRUCTION N O T E S Check and verify all dimensions prior to commencement of work. This drawing shall be read in conjunction with all other contract documents including those by other consultants, and including specifications. Seek clarification of inconsistancies/ conflicts. Figured dimensions shall take precedence to scaled dimensions. This drawing is COPYRIGHT and shall remain the property of FENDER KATSALIDIS (AUST) PTY LTD D R A W N PN/MBR D A T E C H E C K E D P L O T D A T E J O B N O CJ CONFIDENTIAL S C A L E 1:200@A1 P R O J E C T MELBOURNE AIRPORT HOTEL CORNER GRANTS RD & SERVICE RD MELBOURNE AIRPORT VIC 3045 D R A W I N G T I T L E EAST ELEVATION F E N D E R K A T S A L I D I S FENDER KATSALIDIS (AUST) PTY LTD ACN ABN R E V I S I O N / D R A W I N G N o. 03 TOWN PLANNING F K A U S T R A L I A. C O M R I V E R S I D E Q U A Y S O U T H B A N K V I C T O R I A A U S T R A L I A T E L E P H O N E TP202

71 EXTERNAL FINISHES PERSPECTIVE NORTH WEST TP 3D - SCALE 1:26.09@A1 AHD AHD LEVEL 7 AHD LEVEL 6 AHD LEVEL 5 AHD LEVEL 4 AHD LEVEL 3 L K J H G F B AHD AHD AHD BOTTOM ISL ZONE A LIFT OVER RUN M2 G1 SILVER GREY TINT SPANDREL GLAZING G3 CLEAR VISION GLAZING M1 METAL ROOF CLADDING COLOUR TBC M2 METAL CLADDING COLOUR TBC M3 METAL CLADDING COLOUR TBC M4 METAL CLADDING WHITE SILVER COLOUR M5 METAL CLADDING COLOUR TBC M6 METAL CLADDING COLOUR TBC Rn1 RENDER TOP ISL ZONE AHD M2 BOTTOM ISL ZONE G1 M2 AHD M1 M3 LEVEL 2 M4 GRANTS ROAD LEVEL 1 AFP COMMERCIAL BUILDING M4 G3 M4 W Cf1 M2 G3 AHD G2 SCALE 1:26.09@A1 LEVEL 9 LEVEL 8 AHD SILVER GREY TINT VISION GLAZING (TYPICAL HOTEL ROOM) AHD PARAPET LEVEL 10 - ROOF AHD AHD G1 WESTERN PERSPECTIVE OLS AHD AHD PRECAST CONCRETE OFF WHITE COLOUR (ACCEPTABLE PRODUCT BRIGHTON LITE TM) TOP ISL ZONE TITLE BOUNDARY AHD Cf2 PANS-OPS AHD AHD PRECAST CONCRETE ILS HEIGHT BAND - TITLE BOUNDARY TP 3D Cf1 GROUND FLOOR G3 EXISTING BOUNDARY FENCE G3 NOTE: ALL LEVELS TO AUSTRALIAN HEIGHT DATUM REFERENCED TO FEATURE AND LEVEL SURVEY. DRAWING NUMBER CR18572 BIM Server: Bimserver9 - BIM Server 20/16117 Melbourne Airport Hotel/16117 General QUALITY ASSURANCE REVISION - MDP SUBMISSION PN LIFT OVER RUN RL CLARIFIED PN ISSUED FOR MDP SUBMISSION CJ NOTES This project is subject to the FK Quality Assurance System Schematic Design Review for this project is complete. Date of Review: Design Development Review for this project is yet to be completed. Tender Documentation Review for this project is yet to be completed. Construction Documentation Review for this drawing is yet to be completed. If this drawing is stamped 'UNCONTROLLED COPY' then it is to be considered a draft, subject to revision without notice NOT FOR CONSTRUCTION FENDER SCALE Check and verify all dimensions prior to commencement of work. This drawing shall be read in conjunction with all other contract documents including those by other consultants, and including specifications. Seek clarification of inconsistancies/ conflicts. Figured dimensions shall take precedence to scaled dimensions. 1:200@A1 6 1 This drawing is COPYRIGHT and shall remain the property of FENDER KATSALIDIS (AUST) PTY LTD DRAWN DATE CHECKED PLOT DATE JOB NO. PROJECT DRAWING TITLE PN/MBR CJ MELBOURNE AIRPORT HOTEL CORNER GRANTS RD & SERVICE RD MELBOURNE AIRPORT VIC 3045 WEST ELEVATION SERVICE ROAD ELEVATION CONFIDENTIAL KATSALIDIS FENDER KATSALIDIS (AUST) PTY LTD ACN ABN FKAUSTRALIA.COM RIVERSIDE QUAY SOUTHBANK VICTORIA AUSTRALIA TELEPHONE REVISION/ DRAWING No. 02 TOWN PLANNING TP203

72 3,000 3,000 3,000 3,000 3,000 3,000 3,000 3,000 3,000 3,000 3,300 3,000 3,000 3,000 3,000 3,000 3,000 3,000 3,000 3,000 3,000 3, ,490 7,685 7,685 7,685 7,685 7,685 7,685 7,800 6,300 AHD LEVEL 10 - ROOF ROOF PLANT AHD LEVEL 9 AHD LEVEL 8 AHD LEVEL 7 AHD LEVEL 6 AHD LEVEL 5 AHD LEVEL 4 AHD LEVEL 3 TYP GUEST LOBBY AHD LEVEL 2 TYP GUEST ROOM TYP GUEST ROOM AHD LEVEL 1 MECHANICAL PLANT LOBBY CORR HOUSEKEEPING AHD GROUND FLOOR SUB-STATION ESCAPE SWITCH ROOM KITCHEN CORR. CONCEAL STORE TUNNEL LOBBY BOH LOBBY WASTE AHD BASEMENT TP-A - SECTION A-A SCALE 1:200@A1 A B C D E F G H AHD LEVEL 10 - ROOF ROOF PLANT AHD LEVEL 9 AHD LEVEL 8 AHD LEVEL 7 AHD LEVEL 6 AHD LEVEL 5 AHD LEVEL 4 AHD LEVEL 3 GYM AHD LEVEL 2 TYPICAL HOTEL ROOM CORR. TYPICAL HOTEL ROOM AHD LEVEL 1 MECHANICAL PLANT BOH CORR. STAFF FACILITIES STAFF PREMISES AHD GROUND FLOOR BOH CORR. CONCEALED STORE LOBBY LANDSCAPED GARDEN BAR/CAFE PUBLIC FACILITIES TP-B - AHD BASEMENT SECTION B-B SCALE 1:200@A1 BIM Server: Bimserver9 - BIM Server 20/16117 Melbourne Airport Hotel/16117 General R E V I S I O N - ISSUED FOR MDP SUBMISSION JG Q U A L I T Y A S S U R A N C E This project is subject to the FK Quality Assurance System Schematic Design Review for this project is complete. Date of Review: Design Development Review for this project is yet to be completed. N O T E S Check and verify all dimensions prior to commencement of work. This drawing shall be read in conjunction with all other contract documents including those by other consultants, and including specifications. Seek clarification of inconsistancies/ conflicts. Figured dimensions shall take precedence to scaled dimensions. This drawing is COPYRIGHT and shall remain the property of FENDER KATSALIDIS (AUST) PTY LTD S C A L E 1:200@A1 F E N D E R K A T S A L I D I S FENDER KATSALIDIS (AUST) PTY LTD ACN ABN F K A U S T R A L I A. C O M R I V E R S I D E Q U A Y S O U T H B A N K V I C T O R I A A U S T R A L I A T E L E P H O N E Tender Documentation Review for this project is yet to be completed. Construction Documentation Review for this drawing is yet to be completed. If this drawing is stamped 'UNCONTROLLED COPY' then it is to be considered a draft, subject to revision without notice NOT FOR CONSTRUCTION D R A W N PN/MBR D A T E C H E C K E D P L O T D A T E J O B N O CJ CONFIDENTIAL P R O J E C T MELBOURNE AIRPORT HOTEL CORNER GRANTS RD & SERVICE RD MELBOURNE AIRPORT VIC 3045 D R A W I N G T I T L E GA SECTIONS SHEET 01 R E V I S I O N / D R A W I N G N o. - TOWN PLANNING TP250

73 APPENDIX C TRAFFIC IMPACT ASSESSMENT URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017 APPENDICES

74 APPENDICES URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017

75 APPENDIX D NOISE IMPACT ASSESSMENT URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017 APPENDICES

76 MANAGING DIRECTORS MATTHEW PALAVIDIS VICTOR FATTORETTO DIRECTORS MATTHEW SHIELDS BEN WHITE Proposed Melbourne Airport Hotel Acoustic Assessment MELBOURNE A: Montague Street South Melbourne VIC 3205 T: (03) F: (03) SYDNEY MELBOURNE BRISBANE CANBERRA LONDON DUBAI SINGAPORE GREECE ABN: The information in this document is the property of Acoustic Logic Consultancy Pty Ltd ABN and shall be returned on demand. It is issued on the condition that, except with our written permission, it must not be reproduced, copied or communicated to any other party nor be used for any purpose other than that stated in particular enquiry, order or contract with which it is issued. I:\Jobs\2017\ \ \ ETA_R1_Acoustic Assessment.docx 1

77 DOCUMENT CONTROL REGISTER Project Number Project Name Proposed Melbourne Airport Hotel Document Title Acoustic Assessment Document Reference /1505A/R1/ET Issue Type Attention To Australia Pacific Airports (Melbourne) Pty Limited Revision Date Document Reference Prepared By 0 15/05/ /1505A/R0/ET ET 1 30/05/ /1505A/R1/ET ET Checked By Approved By I:\Jobs\2017\ \ \ ETA_R1_Acoustic Assessment.docx 2

78 TABLE OF CONTENTS 1 INTRODUCTION PROPOSED DEVELOPMENT SITE NOISE DESCRIPTORS TERMINOLOGY 5 4 EXTERNAL NOISE INTRUSION CRITERIA AIRCRAFT NOISE TRAFFIC NOISE 7 5 NOISE INTRUSION ASSESSMENT AIRCRAFT NOISE AS2021: Measurements Measurement locations Time of measurements Measurement equipment Measured noise levels TRAFFIC NOISE Measurement locations Time of measurements Measurement equipment Measured noise levels EVALUATION OF NOISE INTRUSION Glazing Roof/ceiling External walls 12 6 CONCLUSION I:\Jobs\2017\ \ \ ETA_R1_Acoustic Assessment.docx 3

79 1 INTRODUCTION Acoustic Logic Consultancy has been engaged by Australia Pacific Airports (Melbourne) Pty Ltd to conduct a preliminary assessment of the proposed hotel located adjacent to Melbourne airport. This report details suitable internal noise level criteria and expected façade constructions for the development. The assessment has been based on the following documents: Document Prepared By Date Massing & Yield Study Drawings Airports Act 1996 Act No. 42 of 1996 as amended Fender Katsalidis Architects March 2017 Australian Government December 2011 AS2021:2015 Standards Australia March 2015 AS2107:2016 Standards Australia October PROPOSED DEVELOPMENT SITE The proposed development is an 8-storey hotel to be constructed approximately 150 metres to the east of Melbourne airport. Noise from airport operation including take-offs, landings, taxiing and freight/luggage movement is audible at the subject site. Grants Road and Service Road to the north and west of site respectively carry low volumes of traffic. Mechanical plant noise from adjacent rooftops is not audible at the subject site over noise from airport operation. Figure 1 below details the development site and surrounding area. Measurement Location 2 Un-attended monitor location Measurement Location 3 Measurement Location 5 Measurement Location 1 Adjacent rooftop plant Measurement Location 4 N Figure 1 Site Plan I:\Jobs\2017\ \ \ ETA_R1_Acoustic Assessment.docx 4

80 3 NOISE DESCRIPTORS In the case of environmental noise four principle measurement parameters are used, namely L max, L 10, L 90 and L eq. The L max level is the maximum RMS noise level during the measurement period. The level is integrated over the response time selected on the meter. Fast response corresponds to an integration period of 125 milliseconds, slow response corresponds to an integration period of 1 second. The L 10 and L 90 measurement parameters are statistical levels that represent the average maximum and average minimum noise levels respectively, over the measurement intervals. The L 10 parameter is commonly used to measure noise produced by a particular intrusive noise source since it represents the average of the loudest noise levels produced by the source. Conversely, the L 90 level (which is commonly referred to as the background noise level) represents the noise level heard in the quieter periods during a measurement interval. The L 90 parameter is used to set the allowable noise level for new, potentially intrusive noise sources since the disturbance caused by the new source will depend on how audible it is above the pre-existing noise environment, particularly during quiet periods, as represented by the L 90 level. The L eq parameter represents the average noise energy during a measurement period. This parameter is derived by integrating the noise levels measured over the measurement period. L eq is important in the assessment of traffic noise impact as it closely corresponds with human perception of a changing noise environment; such is the character of traffic noise. 3.1 TERMINOLOGY L eq - represents the average noise energy during a measurement period. L 10 is the noise level exceeded 10% of the measurement period L 90 is the noise level exceeded 90% of the measurement period (commonly referred to as the background noise level) L Max Maximum RMS noise level of the measurement period. L Aeq (1hr) - represents the average noise energy during a 1 hour period. L Aeq (9hr) - represents the average noise energy during the 9 hour night time period (10pm 7am). L Aeq (15hr) - represents the average noise energy during the 15 hour day time period (7am 10pm). I:\Jobs\2017\ \ \ ETA_R1_Acoustic Assessment.docx 5

81 4 EXTERNAL NOISE INTRUSION CRITERIA 4.1 AIRCRAFT NOISE Australian Standard AS "Aircraft Noise Intrusion - Building Siting and Construction" sets allowable internal noise levels of aircraft noise depending on the proposed land use for the site being assessed. The acceptability of a site in terms of aircraft noise exposure is assessed using the applicable Australian Noise Exposure Forecast System (ANEF). Three basic parameters influence perception of aircraft noise: the frequency of aircraft movements overhead, the noise level and duration of individual aircraft movements, and the time of the day in which they occur. ANEF was developed to provide a rating system that reflects actual human response to these factors so that the noise exposure of a particular location can be readily assessed. Based on the Melbourne Airport Master Plan Ultimate Capacity Australian Noise Exposure Forecast dated May 2013, the subject site is situated between contour 25 and 30, this is deemed conditionally acceptable for the siting of a hotel and must be assessed to ensure that internal noise levels do not exceed the recommended levels detailed in the standard. AS states that an evaluation of internal noise levels should be carried out for locations with an aircraft noise exposure between ANEF. This evaluation requires an examination of likely levels of internal noise from aircraft flyovers. Table 1 below details the internal noise levels recommended in AS for a Hotel. These levels will form the internal aircraft noise level criteria for this development. Table 1 Internal Noise Level Criteria for Aircraft Noise - L max LOCATION Relaxing, Sleeping Social activities Service activities INDOOR DESIGN SOUND LEVEL FROM AIRCRAFT (L max)) 55 db(a) 70 db(a) 75 db(a) AS does not nominate L eq criteria for aircraft noise, on that basis it is recommended that in addition to the criteria nominated above the following criteria for aircraft noise and airport operation are achieved based on Australian Standard AS/NZS2107:2016 Recommended Design Sound Levels and Reverberation Times for Building Interiors. Table 2 Internal Noise Level Criteria - L eq LOCATION INDOOR DESIGN SOUND LEVEL (L eq) Guest Room Assessment of noise would be assessed using a 1 hour descriptor. 35 db(a) I:\Jobs\2017\ \ \ ETA_R1_Acoustic Assessment.docx 6

82 4.2 TRAFFIC NOISE It is recommended that assessment of external noise intrusion from traffic be undertaken based on Australian Standard AS/NZS2107:2016 Recommended Design Sound Levels and Reverberation Times for Building Interiors. AS/NZS 2107:2016 sets out recommended design sound levels for hotel developments depending on locality to minor or major roads. Table 1 below presents criteria proposed for this development. Table 3 Internal Noise Level Criteria for Traffic LOCATION INDOOR DESIGN SOUND LEVEL FROM TRAFFIC (L eq) Guest Room Assessment of traffic noise would be assessed using a 1 hour descriptor. 35 db(a) I:\Jobs\2017\ \ \ ETA_R1_Acoustic Assessment.docx 7

83 5 NOISE INTRUSION ASSESSMENT 5.1 AIRCRAFT NOISE AS2021:2015 Aircraft noise levels at the site were determined using the method set out in AS The Standard gives expected aircraft noise levels for aircraft landing and taking off for locations near airports. The locations of the runways were obtained from the Melbourne Airport Master Plan ANEF dated May Based on the distance from the site to the runways, the flight path and site elevation, AS provides the following predicted noise levels from typical aircraft movement at the subject site: Table 4 Predicted Aircraft Noise Level db(a) L max Aircraft Type Aircraft Movement 1 Take-off to North (34R 2 ) Take-off to South (16L 2 ) Landing from South (34R 2 ) Landing from East (27L 3 ) Airbus A Airbus A Airbus A Airbus A Airbus A Airbus A (Short Haul) 74 (Short Haul) (Long Haul) 74 (Long Haul) BAE Boeing Boeing Boeing Boeing Boeing Boeing Boeing Boeing (Short Haul) 71 (Short Haul) (Long Haul) 65 (Long Haul) Bombardier CL Embraer ERJ Fokker I:\Jobs\2017\ \ \ ETA_R1_Acoustic Assessment.docx 8

84 Aircraft Type Aircraft Movement 1 Take-off to North (34R 2 ) Take-off to South (16L 2 ) Landing from South (34R 2 ) Landing from East (27L 3 ) Dash Dash Note 1: Typical loudest movements are presented. Landing from the north and use of the existing east-west runway result in lower predicted noise levels and have not been presented. It is noted that take-off to the east is not a typical movement based on Melbourne Airport Master Plan ANEF dated May 2013 and has not been assessed. Note 2: Existing north-south runway Note 3: Proposed east-west runway Based on the above the loudest typical aircraft movement will be from an Airbus A380 or Boeing 777 departing on runway (16L). The predicted highest noise level at the subject site as indicated by the standard is 74dB(A) Measurements Based on the proximity of site to the airport additional measurements were conducted to supplement the levels predicted by the standard Measurement locations Noise measurements locations are detailed in Figure 1 and below. Location 1 Top level of T4 carpark overlooking airport and runway in line with western site boundary and at the level of the top story of the proposed hotel. Location 2 Top level of T4 carpark overlooking airport and runway in line with western site boundary and at the level of the top story of the proposed hotel Time of measurements Attended and unattended noise measurements were conducted on 12/05/17 between 2.00pm and 4:00pm and 16/05/17 between 12.00pm and 3.00pm Measurement equipment Manned noise measurements were conducted using a Norsonic Nor140 Sound Level Meter which was calibrated at the beginning and the end of the measurement using a B&K 4231 calibrator; no significant drift was detected. All manned measurements of aircraft noise were taken on A- weighted slow response mode. Unattended noise monitoring was conducted using an ARL Ngara noise monitor which was calibrated at the beginning and the end of the measurement using a Rion NC-74 calibrator; no significant drift was detected. All unattended measurements were taken on A-weighted fast response mode. I:\Jobs\2017\ \ \ ETA_R1_Acoustic Assessment.docx 9

85 5.1.5 Measured noise levels The noise levels measured are presented in Tables 5 and 6 below. Table 5 Measured Levels Attended L max measurements Location Measurement Date Aircraft Movement Measured Level (L max)* Location 1 Top level of T4 carpark 12/05/17 Take-off on runway 34R 75 db(a) 16/05/17 Take-off on runway 34R 74 db(a) Landing on runway 34R 75 db(a) *Typical highest Lmax level based on aircraft movements during the measurement period (>10 movements on 12/05/17 and >30 movements on 16/05/17) The measured L max levels presented above have been used for the assessment of aircraft noise impact on the proposed hotel development. Table 6 Measured Levels Unattended L eq measurements Location Measurement Date Measured Level (L eq)* Location 2 Top level of T4 carpark *Typical highest L eq level during the measurement period 5.2 TRAFFIC NOISE 12/05/17 67 db(a) 16/05/17 69 db(a) Measurements were conducted on site to determine noise levels from traffic Measurement locations Noise measurements locations are detailed in Figure 1 and below. Location 3 Top level of T4 carpark, Eastern edge overlooking nearby road network at the level of the top story of the proposed hotel. Location 4 Ground Level Western site boundary facing Service Rd. 1.5 metres above local ground level. Location 5 Ground Level Northern site boundary facing Grants Rd. 1.5 metres above local ground level Time of measurements Attended noise measurements were conducted on 12/05/17 between 2.00pm and 4:00pm. I:\Jobs\2017\ \ \ ETA_R1_Acoustic Assessment.docx 10

86 5.2.3 Measurement equipment Manned noise measurements were conducted using a Norsonic Nor140 Sound Level Meter which was calibrated at the beginning and the end of the measurement using a B&K 4231 calibrator; no significant drift was detected. All manned measurements of traffic noise were taken on A-weighted fast response mode Measured noise levels The noise levels measured are presented in Table 7 below. Table 7 Measured Levels Unattended L eq measurements Location Location 3 Top level of T4 carpark Eastern Edge Location 4 Ground Level Western Site Boundary Location 5 Ground Level Northern Site Boundary Measured Level (L eq(15 min)) 58 db(a) 56 db(a) 63 db(a) 5.3 EVALUATION OF NOISE INTRUSION Evaluation on noise intrusion has been conducted in principle. Internal noise levels will primarily be as a result of noise transfer through the external windows and doors as these are relatively light building elements that offer less resistance to the transmission of sound. Walls that are proposed to be heavy masonry elements will not require further upgrading acoustically. The predicted noise levels have been based on the expected level and spectral characteristics of the external noise, the area of building elements exposed to external noise, the absorption characteristics of the rooms and the noise reduction performance of the building elements. Glazing/façade treatment was determined based on the following It was assumed that guestrooms were carpeted and furnished. In all cases, it is envisaged that the internal noise criteria will be achievable by the proposed treatments detailed below for the various space types of the development Glazing The recommended glazing assemblies are presented below. In all cases, the selected glazing type reduces noise to levels complying with the nominated criterion. The glazing thicknesses recommended are those needed to satisfy acoustic requirements and do not take into account other requirements such as structural, safety or other considerations. These additional considerations may require the glazing thickness to be increased beyond the acoustic requirement. The glazing proposed for this project is shown in the table below. It is noted that the final requirement will be dependent on window sizes, room dimensions, room elevation and direction room is facing. I:\Jobs\2017\ \ \ ETA_R1_Acoustic Assessment.docx 11

87 Table 8 - Recommended Glazing Constructions External Windows and Doors Rooms Glazing Thickness Acoustic Seals Guest Rooms Medium to Heavy-weight IGU (e.g. 6/12/6, 10.38/12/6 or 12.76/12/6) Yes Roof/ceiling It has been assumed that the roof/ceiling construction shall be constructed based on concrete slab construction with suspended plasterboard ceiling. All penetrations in the roof/ceiling are to be treated/sealed to maintain the rating of the roof/ceiling External walls External walls that are not glazed are assumed to be of concrete or masonry construction. It is recommended that lightweight external wall construction be avoided wherever possible. All penetrations in external walls are to be treated/sealed to maintain the rating of the wall. 6 CONCLUSION This report details our investigation into noise at the proposed hotel development site located adjacent to Melbourne Airport. The report details the suitable acoustic internal noise level criteria and recommends typical façade constructions to achieve these criteria. We trust this information is satisfactory. Please contact us should you have any further queries. Yours faithfully, Edward Thatcher I:\Jobs\2017\ \ \ ETA_R1_Acoustic Assessment.docx 12

88 APPENDICES URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017

89 APPENDIX E WIND ASSESSMENT URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017 APPENDICES

90 FINAL REPORT Wind Assessment for: MELBOURNE AIRPORT HOTEL Tullamarine, Melbourne, Australia CPP Project: July 2017 Prepared for: Australia Pacific Airports Melbourne Pty. Ltd. Tullamarine VIC 3043 Prepared by: Thomas Evans, Project Engineer Graeme Wood, Director

91 July 2017 Melbourne Airport Hotel CPP Project EXECUTIVE SUMMARY A qualitative opinion based wind assessment has been conducted to assess the effect of the proposed Melbourne Airport Hotel on the wind conditions for aircraft operations. This report follows on from a review of the architectural drawings, Figure 1, combined with experience from previous qualitative wind assessments and quantitative wind-tunnel testing on the impact of structures on the wind conditions affecting aircraft operations. For this assessment, it is important to appreciate the difference between wind shear and mechanical turbulence as well as the potential influence of convection, and therefore some discussion on these events is included in Appendix 1. This assessment has used Guideline B of the National Airports Safeguarding Framework (NASF). NASF includes a range of guidelines designed to improve community amenity and safety outcomes around Australian airports. An assessment which applies NASF Guideline B finds the proposed development does not generate wind shear on either the current or proposed runways. The NASF guidelines are conservative in their approach to estimating the wind shear behind complex geometric structures close to runways. In accordance with the NASF guidelines, a more detailed wind tunnel test or CFD study would be required to quantify the effect of the terminal and proposed buildings on the wind shear and mechanical building-induced turbulence experienced by landing aircraft. In this instance, however, application of the prescribed desktop methods with a significant safety margin has indicated further assessment is not necessary. The wind conditions around the proposed development are expected to be classified as suitable for transient activities such as walking. Local amelioration would likely be required at locations intended for long-term stationary activity or outdoor dining. Page 1

92 July 2017 Melbourne Airport Hotel CPP Project DOCUMENT VERIFICATION Prepared Checked Approved Date Revision by by by 11/05/17 Initial release for review TXE GSW GSW 29/05/17 Additional comments on proposed TXE GSW GSW runway 05/07/17 Minor amendments TXE TXE TXE TABLE OF CONTENTS EXECUTIVE SUMMARY... 1 DOCUMENT VERIFICATION... 2 TABLE OF CONTENTS... 2 TABLE OF FIGURES... 2 TABLE OF TABLES... 2 INTRODUCTION... 4 MELBOURNE AIRPORT WIND CLIMATE... 5 WIND SHEAR CRITERIA... 5 WIND FLOW MECHANISMS... 8 ENVIRONMENTAL WIND SPEED CRITERIA... 8 ENVIRONMENTAL WIND ASSESSMENT Winds from the north Winds from the south Winds from the west Private Areas Summary CONCLUSIONS REFERENCES APPENDIX 1: DISCUSSION ON WIND SHEAR, TURBULENCE, AND CONVECTION WINDSHEAR AND TURBULENCE CONVECTION TABLE OF FIGURES Figure 1: Location (L) and aerial view (R) of the proposed development site (Google Earth, 2016)... 4 Figure 2: Massing concept of proposed development... 4 Figure 3: Wind rose of direction and speed for Tullamarine Airport... 5 Figure 4: Envelope around runways within which buildings should be assessed (NASAG, 2012)... 6 Figure 5: Extract from NASF Guidelines Table Figure 6: Approximate distances from proposed development to existing and proposed runways... 7 Figure 7: Flow visualisation around a tall building... 8 Figure 9: Radar image of a thunderstorm downburst Figure 10: Sketch of the flow pattern over a structure Page 2

93 July 2017 Melbourne Airport Hotel CPP Project TABLE OF TABLES Table 1: Pedestrian comfort criteria for various activities... 9 Page 3

94 July 2017 Melbourne Airport Hotel CPP Project INTRODUCTION Cermak Peterka Petersen Pty. Ltd. (CPP) has been engaged by Australia Pacific Airports Melbourne (APAM) to provide an opinion based assessment of the impact of the proposed hotel development at Melbourne Airport, Tullamarine on the wind shear impact and pedestrian level local wind environment in and around the proposed development site. The site is located within the Melbourne Airport precinct, on the corner of Grants Road and Service Road, Figure 1. The proposed development comprises two adjoined 8 storey (plus ground floor) hotel blocks, a 2 storey health & fitness centre, and indoor and outdoor public areas on the ground floor, Figure 2. N Figure 1: Location (L) and aerial view (R) of the proposed development site (Google Earth, 2016) N N Figure 2: Massing concept of proposed development Page 4

95 July 2017 Melbourne Airport Hotel CPP Project MELBOURNE AIRPORT WIND CLIMATE To enable a qualitative assessment of the wind environment, the wind frequency and direction information measured by the Bureau of Meteorology at a standard height of 10 m at Melbourne (Tullamarine) Airport from 1970 to 2013 have been used in this analysis,. It is noted from that strong prevailing winds typically originate from the north, with strong winds from the south and west quadrants occurring less often. This wind assessment is focused on these prevailing strong wind directions. Figure 3: Wind rose of direction and speed for Tullamarine Airport WIND SHEAR CRITERIA The National Airports Safeguarding Framework (NASAG) Guideline B (2012) provides guidance on managing the risks posed by building-generated wind shear and turbulence at airports. This is based on an extensive study completed by the Dutch combining field studies, wind-tunnel testing, and flight simulator experiments described in Nieuwpoort (2010). Buildings require assessment if they are within the red zones indicated in relative to the runway thresholds. The wind shear criteria proposed in NASF (2012) state that the mean wind speed difference between two locations 100 m apart should be less than 3.6 m/s (7 knots) in the along-wind flight direction, however the examples and procedures in the Guideline relate to a cross-wind event. Additional criteria are described in Nieuwpoort (2010) limiting wind shear in the cross-wind flight direction to 3.1 m/s (6 knots), and defining a turbulence criterion where the standard deviation of the flow is limited to 2.1 m/s (4 knots). The turbulence criterion was based on flight-simulator testing of Page 5

96 July 2017 Melbourne Airport Hotel CPP Project pilots and the criterion was found to be appropriate for a range of plane sizes from a Fokker 100 to a Boeing 747. Figure 4: Envelope around runways within which buildings should be assessed (NASAG, 2012) With reference to the zone of influence defined in the NASF guidelines, the proposed development would only need to be assessed for the proposed east-west parallel runway, Figure 6. In the NASF guidelines, buildings are further classified depending on plan form shape and whether they are stand-alone or multiple. The primary massing of the proposed development consists of a single, 8- storey (plus ground level) tall stand-alone building of approximately L-shaped plan with an adjoining single storey building in the north-west corner, Figure 2. The distance of the proposed development from Runway 27L is less than 35 times the height of the building, hence in accordance with the NASF guidelines, the building requires further assessment. For comparison with the existing development, conservative values for building generated wind shear are estimated in accordance with NASF (2012). As stated in Figure 5, a qualitative study is deemed suitable under the guidelines for this shape building and surrounds. However, a very conservative safety margin is required because of the building form. Figure 5: Extract from NASF Guidelines Table 2 Page 6

97 July 2017 Melbourne Airport Hotel CPP Project The greatest effect of the proposed development on an aircraft would be when a strong wind was blowing from the north to north-east and aircraft were approaching Runway 27L, i.e. a significant cross-wind component for landing aircraft. Winds from this direction occur for about 25% of the year, Figure 3, but aircraft may use Runway 34 during strong wind conditions from this direction. For the proposed building configuration located 630 m from the centre of Runway 27L, the building wake deficit (BWD) is lower than the NASF wind shear criterion of 3.6 m/s (7 kt) at wind operational wind speed limits for cross-wind landings. The building would therefore not be expected to induce wind shear issues for landing aircraft. The proposed development is therefore unlikely to generate significant wind shear for any of the existing or proposed runways and further assessment is not considered to be necessary. Existing runways including proposed extensions N Location of proposed development Proposed new runway Figure 6: Approximate distances from proposed development to existing and proposed runways Page 7

98 July 2017 Melbourne Airport Hotel CPP Project WIND FLOW MECHANISMS When the wind hits a large isolated building, the wind is accelerated down and around the windward corners, Figure 7; this flow mechanism is called downwash and causes the windiest conditions at ground level on the windward and sides of the building. In Figure 7 smoke is being released into the wind flow to allow the wind speed, turbulence, and direction to be visualised. The image on the left shows smoke being released across the windward face, and the image on the right shows smoke being released into the flow at about third height in the centre of the face. Wind High Velocity zone Figure 7: Flow visualisation around a tall building Techniques to mitigate the effects of downwash winds on pedestrians include the provision of horizontal elements, the most effective being a podium to divert the flow away from pavements and building entrances. Awnings along street frontages perform a similar function and the deeper the horizontal element generally the more effective it will be in diverting the flow. Channelling occurs when the wind is accelerated between two buildings or along straight streets with buildings on either side. ENVIRONMENTAL WIND SPEED CRITERIA It is generally accepted that wind speed and the rate of change of wind velocity are the primary parameters that should be used in the assessment of how wind affects pedestrians. Over the years, a number of researchers have added to the knowledge of wind effects on pedestrians by suggesting criteria for comfort and safety. Because pedestrians will tolerate higher wind speeds for a smaller period of time than lower wind speeds, these criteria provide a means of evaluating the overall acceptability of a pedestrian location. A location can further be evaluated for its intended use, such as for an outdoor café or footpath. Melbourne airport is not subject to any specific pedestrian comfort or safety wind criteria. The wind assessment criteria used in the current study are based upon the research of Lawson (1990), Page 8

99 July 2017 Melbourne Airport Hotel CPP Project which are described in Table 1 for both pedestrian comfort and distress. The benefits of these criteria over many in the field are that they use both a mean and gust equivalent mean (GEM) wind speeds to assess the suitability of specific locations. The criteria based on the mean wind speeds define when the steady component of the wind causes discomfort, whereas the GEM wind speeds define when the wind gusts cause discomfort. The level and severity of these comfort categories can vary based on individual preference, so calibration to the local wind environment for all wind directions is recommend when evaluating with Lawson ratings. Table 1: Pedestrian comfort criteria for various activities Comfort (maximum of mean or gust equivalent mean (GEM. ) wind speed exceeded 5% of the time) < 2 m/s Outdoor Dining 2-4 m/s Pedestrian Sitting (considered to be of long duration) 4 6 m/s Pedestrian Standing (or sitting for a short time or exposure) 6 8 m/s Pedestrian Walking 8 10 m/s Business Walking (objective walking from A to B or for cycling) > 10 m/s Uncomfortable Distress (maximum of mean or GEM wind speed exceeded 0.022% of the time) <15 m/s not to be exceeded more than two times per year (or one time per season) for general access not to be exceeded more than two times per year (or one time per season) where only able <20 m/s bodied people would be expected; frail or cyclists would not be expected The wind speed is either a mean wind speed or a gust equivalent mean (GEM) wind speed. The GEM wind speed is equal to the 3 s gust wind speed divided by Page 9

100 July 2017 Melbourne Airport Hotel CPP Project ENVIRONMENTAL WIND ASSESSMENT The proposed development, rising to approximately 27 m above ground, is surrounded by a 7- storey carpark to the immediate north, a two-storey warehouse to the west, and isolated 5-storey buildings to the south and east. The surrounding region is relatively flat and open, with few obstructions. Areas of interest for pedestrian wind comfort include a public plaza/outdoor dining area at the north-west corner of the site, outdoor seating at the sports bar to the east, and public footpaths adjacent to Grants and Service Roads, Figure 2(L). The main entry is located on Grants Road to the north, and to the west of the hotel tower above. The proposed development also features internal elevated garden areas. Winds from the north The neighbouring carpark is of a similar height to the proposed development and will provide some shielding for winds from the north, particularly for locations along the Grants Road frontage. Winds from this direction will be channelled along Service Road and accelerated around the corner of the carpark, creating relatively strong wind conditions along the western perimeter of the site, including the retail café, and public plaza. The channelled flow is expected to be supplemented with downwash flow from the southern hotel generating windy conditions in front of the AFP HQ building. Providing a tower setback, or awning along the Service Road frontage would assist in improving the wind conditions at this location. The proposed outdoor retail café on the north-west corner of the site is located under the building above, which would be expected to accelerate the flow through this space Design options to improve the suitability of the area for the intended use of the space would include having an L-shaped café opening to a courtyard area to the south-east. It is understood additional landscaping is planned for this area to address pedestrian wind comfort. Amelioration in the form of vertical screening or fins perpendicular to the building façade to create calm local areas would also be suggested if this area is intended for long-term stationary activity and outdoor dining. Winds from the south The site is relatively exposed to winds from the south. Downwash from the main hotel buildings would be expected to create strong breezes close to the windward (south) corners of the site during winds from this direction. The orientation of the development relative to the prevailing winds will provide protection to the public plaza, though additional local amelioration is likely to be necessary for non-transient activity. The outdoor area attached to the sports bar is recessed from the façade and will therefore experience calm conditions although the vehicular accessway is likely to experience strong wind conditions. Page 10

101 July 2017 Melbourne Airport Hotel CPP Project Winds from the west Winds from the west approach over the open region of the runways and reach the subject site relatively unobstructed. Winds from this direction will be channelled along Grants Road, and strong conditions would be expected around the western corners of the site, particularly the south. The main entry is well-located from a wind perspective, being away from building corners, under an awning, and recessed from the façade. The airlock will also discourage internal wind and pressure effects from developing. Page 11

102 July 2017 Melbourne Airport Hotel CPP Project Private Areas The public rooftop garden, to the immediate north of the southern hotel, is likely to be affected by strong downwash flows from the main hotel buildings. Horizontal awnings would be suggested to provide local protection to locations close to the building facades. The sunken central courtyard garden is expected to experience calmer conditions. Summary Qualitatively, integrating the expected directional wind conditions around the site with the wind climate, it is considered that wind conditions at the majority of locations around the site would be classified as suitable for pedestrian walking from a comfort perspective. Locations close to building corners or exposed to strong prevailing winds, such as along the western perimeter of the site, may exceed the walking classification. All locations would be expected to pass the distress criterion. Depending on the intended use of the public spaces around the proposed development, local amelioration is likely to be required, particularly for the outdoor seating/dining area on the north-west corner. CONCLUSIONS Cermak Peterka Petersen Pty. Ltd. has provided an opinion based assessment of the impact of the proposed hotel development at Melbourne Airport, Tullamarine, on the local wind environment. The proposed development is not expected to cause any significant wind shear or turbulence issues for any of the existing or future runways. Wind conditions around the site are expected to be affected by the addition of the proposed building. On average, the wind conditions around the site would be expected to be similar to existing conditions, with the pedestrian level wind environment for the majority of locations being classified as suitable for pedestrian walking, and all locations passing the distress criterion. Wind amelioration measures, such as vertical temporary or permanent porous screens would be recommended for areas intended for non-transient activity. Wind tunnel testing for the proposed development would be required to quantify the advice provided herein. REFERENCES Lawson, T.V., (1990), The Determination of the wind environment of a building complex before construction, Department of Aerospace Engineering, University of Bristol, Report Number TVL NASAG (National Airports Safeguarding Advisory Group), 2012, Managing the risk of building generated wind shear and turbulence at airports, Guideline B. Page 12

103 July 2017 Melbourne Airport Hotel CPP Project APPENDIX 1: DISCUSSION ON WIND SHEAR, TURBULENCE, AND CONVECTION WINDSHEAR AND TURBULENCE Paragraph from ICAO (2005) states: In the explanation of wind shear given in Chapter 1, the changes in wind speed and/or direction concern changes in the mean (or prevailing) wind from one reference point in space to another. Short-term fluctuations of the wind about a mean direction and/or speed are normally referred to as variations from the prevailing wind. Such variations of the wind, individually at least, are temporary, like eddies; while eddies clearly involve wind shear; because they are on a much smaller scale than an aircraft, they tend to affect the aircraft as bumpiness or turbulence. The scale on which the wind shear operates, in relation to the overall size of the aircraft concerned, is therefore of fundamental importance. From the above, it can be appreciated that wind shear is based on a difference in mean wind speed between two locations, whereas turbulence is the natural variation in the wind speed and direction due to the flow over the ground. The variations mentioned above are generally called turbulence in the wind engineering community and will be used in this document. Turbulence intensity is a term used to quantify turbulence and is calculated as the standard deviation of wind speed divided by the mean wind speed. This does not give an indication of the size of, or energy level associated with the gusts. A spectral analysis would be required to extract the frequency structure of the gusts from which a measure of the size could be inferred. This is beyond the scope of the current discussion, and would be impractical to monitor full-scale. To emphasise the difference between wind shear and turbulence, a brief discussion on the driving mechanisms involved in generating turbulence and low level wind shear in the form of a thunderstorm downburst is included. Low level in wind engineering terms is defined as below about 500 m. The typical atmospheric boundary layer created by synoptic wind events is created by friction at the ground surface, and therefore changes from the ground up. The boundary layer typically extends about 500 to 1000 m above ground level. Increasing friction caused by ground objects causes a decrease in the near ground mean wind speed and an increase in turbulence intensity. The ratio of mean wind speed at 500 m to that at 10 m is typically about 1.6 for winds over open terrain (scattered trees and uncut grass), and 2.1 times for winds over suburbia. The mean wind speed at 500 m over open terrain is about 10% higher than that over suburbia. Turbulence intensity ratios between 500 m and 10 m are typically about 0.4, with winds over suburbia having about 1.3 times the turbulence intensity of those created over open country terrain. Page 13

104 July 2017 Melbourne Airport Hotel CPP Project To develop ICAO (2005) defined moderate and strong wind shear in open country terrain from 40 m to 10 m above ground level, the mean wind speed at 10 m would have to be in excess of 18 m/s (36 kt), and 33 m/s (66 kt) respectively. However, paragraph of ICAO (2005) indicates that an aircraft could withstand a wind shear of 1.67 m/s per s (3 kt/s); for an aircraft landing in open country terrain with a ground speed of 55 m/s on a 3 glide slope, this would relate to a mean wind speed at a height of 10 m of approximately 75 m/s (150 kt), which would evidently never occur. Turbulence intensity is wind speed dependent and the lower the mean wind speed the higher the turbulence intensity. However, once the mean wind speed exceeds about 10 m/s, (20 kt) the turbulence statistics become relatively less sensitive to wind speed. At the lower wind speeds turbulence intensity is not considered a significant issue to aircraft safety, as the change in relative air speed between the aircraft and the wind is negligible. Turbulence is also a function of the meteorological event; local pressure driven winds such as a summer onshore wind will contain much smoother flow than winds associated with a large frontal system, even if they come from the same direction. This report only deals with developed atmospheric boundary layer flows and does not deal with meteorological events such as frontal systems and thunderstorm events, which cannot be practically modelled. It is evident from the above, and an appreciation of the different surrounding terrain roughness that the existing wind conditions at Sydney Airport are diverse depending on wind speed and direction. Determining the cause of any turbulence related pilot complaints based on isolated Bureau of Meteorology data would be exceptionally difficult; especially if it could be proven there were a lack of complaints during similar wind event days. It would be considered necessary to investigate the number of similar meteorological events and determine whether similar complaints were received on those days. Discussions with pilots would also be considered important to determine the frequency and severity of turbulent events. The most likely cause of low level wind shear at Sydney Airport is caused by a frontal system, thunderstorm downdraft, or some form of temperature inversion. One mechanism for generating low level wind shear in thunderstorms is created by a descending column of generally cold air reaching the ground, then being turned by the ground plane, Figure 8. These events are called thunderstorm downbursts. Thunderstorm microbursts have a central diameter of between 400 m and 4 km. The dashed white line starting on the left of Figure 8 at an elevation 1 k ft (300 m) is a typical glide slope for a landing aircraft. The concern for aviation is that a landing aircraft initially experiences a significant headwind in excess of 20 m/s (40 kt), which changes into a tailwind after passing through the impingement point, at the centre of the descending column of air where the wind is coming vertically downward. The headwind causes the aircraft to rise, whereby the pilot will lower the Page 14

105 July 2017 Melbourne Airport Hotel CPP Project throttle causing the aircraft to descend back to the glide slope, but then tailwind causes a reduction in lift causing the aircraft to land short of the runway. Thunderstorm downburst events typically last for only a few minutes and therefore have the spatial and temporal size to create localised wind shear. Figure 8: Radar image of a thunderstorm downburst The wind flow patterns over a building Figure 9, are completely different in that there will be recirculation zones near the windward wall and roof edge, and in the immediate lee of the building. The typical extent of these recirculation zones relative to the height of the structure, h, is illustrated conservatively in Figure 9; for instance Peterka et al. (1985) describe the downstream recirculation zone extending 2 to 6 times the height of the structure. These regions are not fixed but fluctuate in time thereby increasing downstream turbulence, but wind shear would only be experienced in the recirculation zones. As the distance increases from the structure the flow pattern will resort to the undisturbed state. This distance is a function of the geometry of the building, and the roughness of the surrounding terrain, but the mean velocity and turbulence intensity at roof height would be expected to be within 10% of the free stream conditions at 10 times the height of the structure down wind from the building. The building will influence the wind pattern to a distance larger than this, but the magnitude of any change is expected to be slight. The frequency of turbulence shed from the building would be expected to be fairly high and the spatial extend of a similar size to a large aircraft, therefore any effect would be expected to be of short duration. Page 15

106 July 2017 Melbourne Airport Hotel CPP Project wind direction h h 3 Fluctuating shear layer at wake boundary h Wake 10 h Figure 9: Sketch of the flow pattern over a structure It is evident from the above that the wind shear situation for flow over a structure is completely different to that for a thunderstorm. Unless the aircraft were to fly directly through one of the small wake regions, which are probably smaller in spatial extent than the aircraft itself, it would not experience any wind shear. The only concern would be if a large building were constructed right next to the runway and there were no provisions for using another runway during strong cross-wind events. This discussion is in agreement with the ICAO Manual which in section states: This means that while the buildings are comparatively low, they present a wide and solid barrier to the prevailing surface wind flow. The wind flow is diverted around and over the buildings causing the surface wind to vary along the runway. Such horizontal wind shear, which is normally very localised, shallow and turbulent, is of particular concern to light aircraft operating into smaller aerodromes, but has also been known to affect larger aircraft. Before the discussion on the specific development site it should be appreciated that only strong wind events (gusting to over 10 m/s, 20 kt) are considered here, because wind events with a lower wind speed would not be expected to appreciably influence the lift characteristics of a landing aircraft moving at a minimum of 35 m/s (68 kt). CONVECTION Convection has the capability of altering the flow pattern around structures. Only a limited amount of research has been conducted on the flow around buildings, as convection is generally only an issue in light wind speeds. Ruck 1993, Carvalho and Borges, 1998, and Richards et al., 2006, all indicate that the flow pattern around a heated surface is governed by the Grashov and Reynolds number. Using the data contained in these papers, and assuming a 20 C temperature difference between the building surface and the surrounding air, the flow pattern around a typical building would only be influenced by convection effects in ambient wind speeds of up to 2.5 m/s (5 kt) to a distance of about 3 building heights downstream. This wind speed is considered insignificant for aircraft moving in the region of 30 m/s (58 kt) and therefore the fact that convection effects have been ignored in this study is irrelevant. Page 16

107 July 2017 Melbourne Airport Hotel CPP Project REFERENCES Carvalho, J.L., & A.R.J. Borges, 1998, Interaction of a surface mounted hot body with a turbulent boundary-layer, Journal of Wind Engineering and Industrial Aerodynamics, Vol , pp ICAO (International Civil Aviation Organization), 2005, Manual on low-level wind shear. Peterka, J.A., R.N. Meroney, & K.M. Kothari, 1985, Wind Flow Patterns About Buildings, Journal of Wind Engineering and Industrial Aerodynamics, Vol. 21, pp Richards, K., M. Schatzmann, & B. Leitl, 2006, Wind tunnel experiments modelling the thermal effects within the vicinity of a single block building with leeward wall heating, Journal of Wind Engineering and Industrial Aerodynamics, Vol. 94, pp Ruck, B., 1993, Wind-tunnel measurements of flow field characteristics around a heated model building, Journal of Wind Engineering and Industrial Aerodynamics, Vol. 50, pp Standards Australia, 2011, Structural design actions, Part 2: Wind actions, AS/NZS1170.2:2011. Page 17

108 Australia Pacific Airports (Melbourne) Square Hotel, Melbourne Airport Wind Assessment Square Hotel, Melbourne Airport - Wind report Rev December 2017 This report takes into account the particular instructions and requirements of our client. It is not intended for and should not be relied upon by any third party and no responsibility is undertaken to any third party. Job number Arup Arup Pty Ltd ABN Arup Level 7, 182 Victoria Square Adelaide, SA 5000 Australia

109 Document Verification Job title Square Hotel, Melbourne Airport Job number Document title Wind Assessment File reference Document ref Square Hotel, Melbourne Airport - Wind report Revision Date Filename Square Hotel Melbourne Airport_Wind report.docx Draft 20 Nov 2017 Description First draft Prepared by Checked by Approved by Name Graeme Wood Alex L Smith Graeme Wood Signature Revision 1 14 Dec 2017 Filename Description Square Hotel Melbourne Airport_Wind report_r01.docx Minor amendments Prepared by Checked by Approved by Name Graeme Wood Alex L Smith Graeme Wood Signature Filename Description Updated references to the Melbourne Planning Scheme Prepared by Checked by Approved by Name Signature Filename Description Prepared by Checked by Approved by Name Signature Issue Document Verification with Document Square Hotel, Melbourne Airport - Wind report Rev December 2017 Arup J:\254000\254552\81 SQUARE HOTEL MELBOURNE\WORK\INTERNAL\REPORTS\SQUARE HOTEL MELBOURNE AIRPORT_WIND REPORT_R01.DOCX

110 Australia Pacific Airports (Melbourne) Square Hotel, Melbourne Airport Wind Assessment Executive summary Arup have been commissioned to provide an experienced-based impact assessment of the proposed Square Hotel, Melbourne Airport, on the pedestrian level wind conditions for comfort and safety in and around the site and on approaching aircraft. In addition, the report includes design wind loading on the building façade. Being larger than the surroundings buildings, it is considered that the proposed development would have a significant impact on the wind conditions around the site, particularly along Service Road. The comfort wind conditions are expected to be suitable for pedestrian walking, and all locations would be expected to meet the safety criterion. Benefits of the design from a wind perspective include the podium and courtyard to the north. From the proposed parallel runway, the building exceeds the 1:35 height limit in NASF Guideline B requiring more detailed analysis. An isolated building of such a size and location would not be expected to impact aircraft operations for this runway. Operational procedures at the airport would be expected to reduce the potential for mechanical turbulence issues. For the size of the building, neighbouring structures, and distance from the proposed runway extension, it is considered that the building would have minimal impact on aircraft operations. The building is outside the assessment zone for the existing runways. The structural and cladding wind loads on the building are not code assessable, but estimates of the peak loads have been provided for the development based on published and proprietary information. Numerical modelling, or wind-tunnel testing would be required to quantify the qualitative advice provided in this report. Modelling will be undertaken to quantify the impact of the hotel on aircraft operations and a comparative analysis would be completed with and without the hotel. Square Hotel, Melbourne Airport - Wind report Rev December 2017 Arup J:\254000\254552\81 SQUARE HOTEL MELBOURNE\WORK\INTERNAL\REPORTS\SQUARE HOTEL MELBOURNE AIRPORT_WIND REPORT_R01.DOCX Page 1

111 Australia Pacific Airports (Melbourne) Square Hotel, Melbourne Airport Wind Assessment Contents 1 Introduction 3 2 Wind Assessment Site description Predicted wind conditions on ground plane Winds from the north Winds from the south Winds from the west Entrances and Private Areas Summary 6 3 Impact on aircraft operations 6 4 Wind loading Structural loads Cladding pressure 10 5 References 11 Page Disclaimer This assessment of the wind conditions is presented based on engineering judgement. In addition, experience from more detailed simulations have been used to refine recommendations. No detailed simulation, physical or computational study has been made to develop the recommendations presented in this report. Square Hotel, Melbourne Airport - Wind report Rev December 2017 Arup J:\254000\254552\81 SQUARE HOTEL MELBOURNE\WORK\INTERNAL\REPORTS\SQUARE HOTEL MELBOURNE AIRPORT_WIND REPORT_R01.DOCX Page 2

112 Australia Pacific Airports (Melbourne) Square Hotel, Melbourne Airport Wind Assessment 1 Introduction The site is located within the Melbourne Airport precinct, on the south-east corner of Grants Road and Service Road, Figure 1. Runway 27 N 980 m Runway m Car park AFP HQ Figure 1: Location (L) and aerial view (R) of the proposed development site (Google Earth, 2017) 2 Wind Assessment This qualitative wind assessment at pedestrian level in and around the site is focused on the strong prevailing wind directions described in Appendix 1. General description on flow patterns around buildings is given in Appendix 2. The Square Hotel, Melbourne Airport - Wind report Rev December 2017 Arup J:\254000\254552\81 SQUARE HOTEL MELBOURNE\WORK\INTERNAL\REPORTS\SQUARE HOTEL MELBOURNE AIRPORT_WIND REPORT_R01.DOCX Page 3

113 Australia Pacific Airports (Melbourne) Square Hotel, Melbourne Airport Wind Assessment expected wind conditions are compared with the pedestrian environmental wind criteria described in Appendix Site description The proposed Square Hotel, Melbourne Airport is located on the south-east corner of the intersection of Service and Grants Roads, Melbourne Airport, Figure 1. The proposed development comprises two 10 storey hotel blocks, a low-rise podium to the north, and indoor and outdoor public areas on the ground floor, Figure 2. Retail pod Main entry N Central courtyard N Figure 2: Ground (TL) and typical tower floor plan (TR) and Massing concept (B) The area surrounding the site is relatively open and flat from a wind perspective with some local lower-rise airport buildings. The 7-storey car parks to the immediate north will offer some shielding to the site from prevailing winds from the north quadrant. The intended use of the pedestrian spaces around the site would be primarily for walking between the hotels and the terminals to the north. Within the site there is a public plaza/outdoor dining area at the north-west corner of the site around the retail pod, internal central courtyard, and public footpaths adjacent to Grants and Service Roads, Figure 2(TL). Square Hotel, Melbourne Airport - Wind report Rev December 2017 Arup J:\254000\254552\81 SQUARE HOTEL MELBOURNE\WORK\INTERNAL\REPORTS\SQUARE HOTEL MELBOURNE AIRPORT_WIND REPORT_R01.DOCX Page 4

114 Australia Pacific Airports (Melbourne) Square Hotel, Melbourne Airport Wind Assessment 2.2 Predicted wind conditions on ground plane Winds from the north The car parks to the north are of a similar height to the proposed development and will provide some shielding for winds from the north quadrant, particularly along the Grants Road frontage. Winds from this direction will already be channelled along Service Road having been accelerated around the north corner of the car park. This is expected to create relatively strong wind conditions along the western perimeter of the site, including the retail café. The channelled flow is expected to be supplemented with downwash flow from the southern hotel. The Level 2 landscaped terraces will provide some protection to street level with the downwash flow being directed to the west side of Service Road creating slightly calmer conditions at the front of the AFP HQ building. The outdoor retail café on the north-west corner of the site is located under the building above. The continuous flow path around the retail pod would be expected to accelerate the flow through this laneway. This area would be suitable for pedestrian walking, but would be expected to require amelioration if it is proposed to rely on this area to be useable as an outdoor eating space. To achieve this level of amelioration from a serviceability perspective, blocking the link on one side would significantly improve the wind conditions in this space, Figure 3(L). Alternatively, amelioration in the form of vertical screening, or fins perpendicular to the building façade to create calm local areas would be suggested if this area is intended for outdoor eating, Figure 3(R). These solutions are for design advice only and are not required from a pedestrian safety perspective. Figure 3: Potential amelioration measures around retail pod Wind conditions in the central courtyard should be suitable for the intended use of the space for outdoor recreation Winds from the south The site is exposed to winds from the south. Downwash from the main tower would be expected to create strong wind conditions close to the southern corners. The size and proximity of the AFP HQ building is expected to augment the flow in this area. For such a wide building, mitigation is difficult as the flow around the corner will be horizontal requiring vertical screening elements. The orientation of the development relative to the prevailing winds will provide protection to the retail area and central courtyard, however additional local amelioration is likely to be required for stationary activities. Square Hotel, Melbourne Airport - Wind report Rev December 2017 Arup J:\254000\254552\81 SQUARE HOTEL MELBOURNE\WORK\INTERNAL\REPORTS\SQUARE HOTEL MELBOURNE AIRPORT_WIND REPORT_R01.DOCX Page 5

115 Australia Pacific Airports (Melbourne) Square Hotel, Melbourne Airport Wind Assessment Winds from the west Winds from the west are uninterrupted on reaching the site over the airport. The approaching flow would impinge on the narrow face of the tower passing horizontally around this wing of the tower and over the podium roof before striking the east wing, which would induce downwash flow into Grants Road. Strong wind conditions would be expected in the laneway between the proposed tower and the AFP HQ to the south, but this is not intended to be trafficable by pedestrians Entrances and Private Areas Being located away from the building corners, under an awning, and recessed from the façade, the main entry is considered to be well-located from a wind perspective. The entrance airlock would discourage internal wind and pressure issues from developing Summary Qualitatively, integrating the expected directional wind conditions around the site with the wind climate, it is considered that at the majority of locations around the site the wind conditions would be classified as suitable for pedestrian walking from a wind comfort perspective. Locations close to west tower corners, may be classified as uncomfortable. All locations would be expected to pass the distress criterion, but would be marginal close to the corners. Depending on the intended use of the public spaces around the perimeter of the site, local amelioration is likely to be required, particularly if outdoor seating is required around the retail pod to the north-west. 3 Impact on aircraft operations The primary aim of this section of the report is to determine the influence of the proposed development on the wind characteristics for landing aircraft using NASF (2012) and the amended NASF Guideline B (NASF 2017), which is still in draft format prior to ratification. Landing aircraft are decelerating and moving slower than departing aircraft, and are therefore more susceptible to changes in the relative wind speed between the aircraft and the wind. Departing aircraft generally ascend more rapidly than landing aircraft descend, further reducing their susceptance to changes in wind conditions. The point of most interest for aircraft operations is therefore on the immediate approach to the touchdown point and subsequent deceleration along the runway. The relative location of the proposed development to the relevant runways is shown in Figure 1. There are two mechanisms of concern for aircraft operations: wind shear and turbulence. Wind shear is the difference in mean wind speed between two locations, whereas turbulence is a measure of the temporal fluctuations in the wind at the same location. Square Hotel, Melbourne Airport - Wind report Rev December 2017 Arup J:\254000\254552\81 SQUARE HOTEL MELBOURNE\WORK\INTERNAL\REPORTS\SQUARE HOTEL MELBOURNE AIRPORT_WIND REPORT_R01.DOCX Page 6

116 Australia Pacific Airports (Melbourne) Square Hotel, Melbourne Airport Wind Assessment Wind flow patterns over an isolated building are complex generating recirculation zones near the windward wall and roof edge, and in the immediate lee of the building. The typical extent of these recirculation zones relative to the height of the structure, h, is illustrated in Figure 4; for instance, Peterka et al. (1985) describe the downstream recirculation zone extending 2 to 6 times the height of the structure. These regions are not fixed, but fluctuate in time thereby increasing downstream turbulence, but wind shear would only be experienced across the boundary of the recirculation zones. As the distance increases from the structure the flow pattern will resort to the undisturbed approach state. This distance is a function of the geometry of the building, and the roughness of the surrounding terrain, but the mean velocity and turbulence intensity at roof height would be expected to be within 10% of the free stream conditions at 10 times the height of the structure downwind from the building. The building will influence the wind pattern to a distance larger than this, but the magnitude of any change is expected to be slight. The frequency of turbulence shed from the building would be expected to be fairly high and the spatial extend of a similar size to a large aircraft, therefore any effect would be expected to be of short duration. wind direction h h 3 Fluctuating shear layer at wake boundary h Wake 10 h Figure 4: Sketch of the flow pattern over a structure The wind-shear criteria in NASF (2017) are that over a distance of 100 m the change in wind-speed should be less than 7 knots (3.6 m/s) in the along wind direction, and 6 knots (3.1 m/s) in the cross-wind direction. The turbulence criterion is that the standard deviation of wind speed should be less than 4 knots (2.1 m/s). These criteria do not give an indication of the size of, or energy level associated with the gusts. A spectral analysis would be required to extract the frequency structure of the gusts from which a measure of the size could be inferred. This is beyond the scope of the current discussion and current research. The National Airports Safeguarding Framework (NASF) Guideline B (NASF 2012, 2017) provides guidance on managing the risks posed by buildinggenerated wind shear and turbulence at airports. Buildings require assessment if they are within the red zones indicated in Figure 5 relative to the runway threshold. The proposed development is outside these areas for the existing runways, but would be inside for the proposed parallel runway, Figure 1. Square Hotel, Melbourne Airport - Wind report Rev December 2017 Arup J:\254000\254552\81 SQUARE HOTEL MELBOURNE\WORK\INTERNAL\REPORTS\SQUARE HOTEL MELBOURNE AIRPORT_WIND REPORT_R01.DOCX Page 7

117 Australia Pacific Airports (Melbourne) Square Hotel, Melbourne Airport Wind Assessment Figure 5: Runway assessment envelope (NASAG, 2012) The first check in both NASF (2012) and NASF (2017) is to assess the height of the structure relative to a height plane rising at a slope of 1:35. To pass this check the maximum height of a building on this site would have to be less than 16 m. At about 30 m tall, the building would fail the initial check and require further assessment. Using NASF (2012), the next step is to assess the impact of the building for a cross-wind event producing wind shear. Performing this assessment on an isolated building with a large safety factor indicates that the building would not cause any issues for landing aircraft from a wind-shear perspective. Using NASF (2017), the next step is to consider the airport operating procedures. Generally speaking, operating requirements in Australia limit landing operations to a gust cross-wind component of 10.3 m/s (20 knots) and a tail-wind component of 2.6 m/s (5 knots); these wind speeds are understood to be 3 s gust events measured at the airport anemometers. In certain circumstances, an additional 5 knot margin may be added to the cross-wind component at pilot discretion. The proposed building would only impact operations to the proposed Runway 27L for winds from the north-west quadrant: the building would be downwind for winds from the south, and for stronger winds from the north-east aircraft would be landing on Runway 09R. For strong cross-winds from the north, and based on the building wake deficit calculation conducted in accordance with NASF (2012), the building would not be expected to impact aircraft. For stronger winds from the north, aircraft would be landing on Runway 16. With reference to Figure 4, the zone of increased turbulence generated by a 30 m tall isolated structure would extend about 40 m high and 400 m long. This zone would not extend to the approach flight path even for a pure cross-wind. The upwind terminal buildings and car parks would be expected to reduce the impact of the proposed building. The proposed development is therefore unlikely to generate significant wind shear or mechanical turbulence above the existing conditions. Physical or numerical modelling in line with NASF (2017) will be undertaken to quantify the impact of the proposed hotel on the wind conditions, and would take into account the existing built form with and without the proposed hotel. Square Hotel, Melbourne Airport - Wind report Rev December 2017 Arup J:\254000\254552\81 SQUARE HOTEL MELBOURNE\WORK\INTERNAL\REPORTS\SQUARE HOTEL MELBOURNE AIRPORT_WIND REPORT_R01.DOCX Page 8

118 Australia Pacific Airports (Melbourne) Square Hotel, Melbourne Airport Wind Assessment 4 Wind loading Wind loading on an L-shaped building is not covered in Standards Australia (2011). This assessment has used published data and proprietary information based on previous studies. 4.1 Structural loads The estimated 500 year return period overall directional wind-induced base shear and overturning moment about ground level on the L-shaped tower are presented in Figure 6. The peak quasi-steady loads in the two orthogonal directions would not occur simultaneously and the peak in one direction could be applied with 0.75 times the value in the opposite direction. Figure 6: Directional base shear and overturning moment The structural wind loading on the roof of the podium roof to the north is difficult to predict, due to the curved shape and proximity to the tower. The estimate peak Square Hotel, Melbourne Airport - Wind report Rev December 2017 Arup J:\254000\254552\81 SQUARE HOTEL MELBOURNE\WORK\INTERNAL\REPORTS\SQUARE HOTEL MELBOURNE AIRPORT_WIND REPORT_R01.DOCX Page 9

119 Australia Pacific Airports (Melbourne) Square Hotel, Melbourne Airport Wind Assessment nett structural wind loads on the roof (external and internal) are estimated at +0.5 and -0.9 kpa respectively over the entire roof. 4.2 Cladding pressure The 500 year return period peak nett cladding pressure (external and internal combined) on the tower glazing are estimated at +1.8 (inwards) and -2.4 kpa (outwards) on the vertical façade elements. The positive pressures would be expected over a large extent of the façade, whereas the negative pressures would be localised close to the corners discontinuities. The peak 500 year return period nett cladding pressure on the roof of the podium would be expected to be +1.5 (downwards) and -2.0 kpa (upwards) on the main sections of the roof with an internal pressure acting on the element. The local differential pressure on the edge cantilever sections of the roof are estimated to be +1.5 and -2.3 kpa. For different design return periods of R years, the pressure values presented in this report can be multiplied by: ( V 2 R ) V 500 where VR is the basic wind speed at return period R, and V500 is the 500 year return period regional wind speed, for which the values are taken from Standards Australia (2011) Table 3.1. To quantify the design pressures in this report, physical wind-tunnel testing would be required. Square Hotel, Melbourne Airport - Wind report Rev December 2017 Arup J:\254000\254552\81 SQUARE HOTEL MELBOURNE\WORK\INTERNAL\REPORTS\SQUARE HOTEL MELBOURNE AIRPORT_WIND REPORT_R01.DOCX Page 10

120 Australia Pacific Airports (Melbourne) Square Hotel, Melbourne Airport Wind Assessment 5 References City of Auckland, (2016), Auckland Unitary Plan Operative. City of Sydney (2016), Central Sydney Planning Strategy City of Melbourne (2017), Melbourne Planning Scheme. Hunt, J.C.R., Poulton, E.C., and Mumford, J.C., (1976), The effects of wind on people; new criteria based on wind tunnel experiments, Building and Environment, Vol.11. Isyumov, N. and Davenport, A.G., (1975), The ground level wind environment in built-up areas, Proc. 4th Int. Conf. on Wind Effects on Buildings, Cambridge University Press, U.K. Lawson, T.V., and Penwarden, A.D., (1975), The effects of wind on people in the vicinity of buildings, Proc. 4th Int. Conf. on Wind Effects on Buildings, Cambridge University Press, U.K. Lawson, T.V., (1990), The Determination of the wind environment of a building complex before construction, Department of Aerospace Engineering, University of Bristol, Report Number TVL Melbourne, W.H., (1978), Criteria for environmental wind conditions, J. Wind Engineering and Industrial Aerodynamics, Vol.3, No.2-3, pp NASF (National Airports Safety Framework), 2012, Managing the risk of building generated windshear and turbulence at airports, Guideline B. NASF (National Airports Safety Framework), 2017, Managing the risk of building generated windshear and turbulence at airports, Draft Guideline B. Netherlands Standardization Institute, NEN, (2006). Wind comfort and wind danger in the built environment, NEN 8100 (in Dutch) Dutch Standard. Penwarden, A.D. and Wise, A.F.E. (1975), Wind environment around buildings, Building Research Establishment Report, HMSO. Peterka, J.A., R.N. Meroney, & K.M. Kothari, 1985, Wind Flow Patterns About Buildings, Journal of Wind Engineering and Industrial Aerodynamics, Vol. 21, pp San Francisco Planning Department, (2015) San Francisco Planning Code Section 148. Standards Australia (2011), Structural Design Actions Part 2: Wind actions, AS/NZS1170.2:2011. The State of Victoria Department of Environment, Land, Water and Planning, (2017), Urban Design Guidelines for Victoria. Square Hotel, Melbourne Airport - Wind report Rev December 2017 Arup J:\254000\254552\81 SQUARE HOTEL MELBOURNE\WORK\INTERNAL\REPORTS\SQUARE HOTEL MELBOURNE AIRPORT_WIND REPORT_R01.DOCX Page 11

121 Australia Pacific Airports (Melbourne) Square Hotel, Melbourne Airport Wind Assessment Appendix 1: Wind climate The wind frequency and direction information measured by the Bureau of Meteorology anemometer at a standard height of 10 m at Melbourne Airport have been used in this analysis, Figure 7. The arms of the wind rose point in the direction from where the wind is coming from. The anemometer is located about 2 km from the site and therefore the directional wind speeds measured here are considered representative of the wind conditions at the site. It is evident from Figure 7 that strong prevailing winds are predominantly from the north quadrant, with less frequent milder wind from the south and west. Melbourne Airport (BoM ) Corrected, annual, all hours, , calm 7.3% Figure 7 Wind rose showing probability of time of wind direction and speed Square Hotel, Melbourne Airport - Wind report Rev December 2017 Arup J:\254000\254552\81 SQUARE HOTEL MELBOURNE\WORK\INTERNAL\REPORTS\SQUARE HOTEL MELBOURNE AIRPORT_WIND REPORT_R01.DOCX Page 12

122 Australia Pacific Airports (Melbourne) Square Hotel, Melbourne Airport Wind Assessment Appendix 2: Wind flow mechanisms An urban environment generates a complex wind flow pattern around closely spaced structures, hence it is exceptionally difficult to generalise the flow mechanisms and impact of specific buildings as the flow is generated by the entire surrounds. However, it is best to start with an understanding of the basic flow mechanisms around an isolated structure. Isolated building When the wind hits an isolated building, the wind is decelerated on the windward face generating an area of high pressure, Figure 8, with the highest pressure at the stagnation point at about two thirds of the height of the building. The higher pressure bubble extends a distance from the building face of about half the building height or width, whichever is lower. The flow is then accelerated down and around the windward corners to areas of lower pressure, Figure 8. This flow mechanism is called downwash and causes the windiest conditions at ground level on the windward corners and along the sides of the building. Rounding the building corners or chamfering the edges reduces downwash by encouraging the flow to go around the building at higher levels. However, concave curving of the windward face can increase the amount of downwash. Depending on the orientation and isolation of the building, uncomfortable downwash can be experienced on buildings of greater than about 6 storeys. Flow separates from windward edges Flow radiates from stagnation point Positive pressure on windward wall + Negative pressure in wake region, downwind of flow separation - High wind speed around corners and in passageway due to flow into wake region Figure 8 Schematic wind flow around tall isolated building Square Hotel, Melbourne Airport - Wind report Rev December 2017 Arup J:\254000\254552\81 SQUARE HOTEL MELBOURNE\WORK\INTERNAL\REPORTS\SQUARE HOTEL MELBOURNE AIRPORT_WIND REPORT_R01.DOCX Page 13

123 Australia Pacific Airports (Melbourne) Square Hotel, Melbourne Airport Wind Assessment Techniques to mitigate the effects of downwash winds at ground level include the provision of horizontal elements, the most effective being a podium to divert the downward flow away from pavements and building entrances, but this will generate windy conditions on the podium roof, Figure 11. Generally, the lower the podium roof and deeper the setback from the podium edge to the tower improves the ground level wind conditions. The provision of an 8 m setback on an isolated building is generally sufficient to improve ground level conditions, but is highly dependent on the building isolation, orientation to prevailing wind directions, shape and width of the building, and any plan form changes at higher level. Podium highly beneficial to ground plane, but windy on podium roof. Figure 9 Schematic flow pattern around building with podium Awnings along street frontages perform a similar function as a podium, and generally the larger the horizontal projection from the façade, the more effective it will be in diverting downwash flow, Figure 10. Awnings become less effective if they are not continuous along the entire façade, or on wide buildings as the positive pressure bubble extends beyond the awning resulting in horizontal flow under the awning. Awning less effective unless continuous. Figure 10 Schematic flow pattern around building with awning It should be noted that colonnades at the base of a building with no podium generally create augmented windy conditions at the corners due to an increase in the pressure differential, Figure 11. Similarly, open through-site links through a building cause wind issues as the environment tries to equilibrate the pressure generated at the entrances to the link, Figure 8. If the link is blocked, wind Square Hotel, Melbourne Airport - Wind report Rev December 2017 Arup J:\254000\254552\81 SQUARE HOTEL MELBOURNE\WORK\INTERNAL\REPORTS\SQUARE HOTEL MELBOURNE AIRPORT_WIND REPORT_R01.DOCX Page 14

124 Australia Pacific Airports (Melbourne) Square Hotel, Melbourne Airport Wind Assessment conditions will be calm unless there is a flow path through the building, Figure 12. This area is in a region of high pressure and therefore the is the potential for internal flow issues. A ground level recessed corner has a similar effect as an undercroft, resulting in windier conditions, Figure 12. Undercroft all round a building typically increases wind speed at ground level, but depends on height and depth of undercroft. Figure 11 Schematic of flow patterns around isolated building with undercroft Recessed entry provides low wind speed at door location, but high pressure and potential internal flow issues. Corner entry in high wind zone at building corner. Recess side typically windier than sheer side. Figure 12 Schematic of flow patterns around isolated building with ground articulation Multiple buildings When a building is located in a city environment, depending on upwind buildings, the interference effects may be positive or negative, Figure 13. If the building is taller, more of the wind impacting on the exposed section of the building is likely to be drawn to ground level by the increase in height of the stagnation point, and the additional negative pressure induced at the base. If the upwind buildings are of similar height then the pressure around the building will be more uniform hence downwash is typically reduced with the flow passing over the buildings. Stagnation point increases in height resulting in more downwash Figure 13 Schematic of flow pattern interference from surrounding buildings Square Hotel, Melbourne Airport - Wind report Rev December 2017 Arup J:\254000\254552\81 SQUARE HOTEL MELBOURNE\WORK\INTERNAL\REPORTS\SQUARE HOTEL MELBOURNE AIRPORT_WIND REPORT_R01.DOCX Page 15

125 Australia Pacific Airports (Melbourne) Square Hotel, Melbourne Airport Wind Assessment The above discussion becomes more complex when three-dimensional effects are considered, both with orientation and staggering of buildings, and incident wind direction, Figure 14. Figure 14 Schematic of flow patterns through a grid and random street layout Channelling occurs when the wind is accelerated between two buildings, or along straight streets with buildings on either side, Figure 14(L), particularly on the edge of built-up areas where the approaching flow is diverted around the city massing and channelled along the fringe by a relatively continuous wall of building facades. This is generally the primary mechanism driving the wind conditions for this perimeter of a built-up area, particularly on corners, which are exposed to multiple wind directions. The perimeter edge zone in a built-up area is typically about two blocks deep. Downwash is more important flow mechanism for the edge zone of a built-up area with buildings of similar height. As the city expands, the central section of the city typically becomes calmer, particularly if the grid pattern of the streets is discontinued, Figure 14(R). When buildings are located on the corner of a central city block, the geometry becomes slightly more important with respect to the local wind environment. Square Hotel, Melbourne Airport - Wind report Rev December 2017 Arup J:\254000\254552\81 SQUARE HOTEL MELBOURNE\WORK\INTERNAL\REPORTS\SQUARE HOTEL MELBOURNE AIRPORT_WIND REPORT_R01.DOCX Page 16

126 Australia Pacific Airports (Melbourne) Square Hotel, Melbourne Airport Wind Assessment Appendix 3: Wind speed criteria General discussion Primary controls that are used in the assessment of how wind affects pedestrians are the wind speed, and rate of change of wind speed. A description of the effect of a specific wind speed on pedestrians is provided in Table 1. It should be noted that the turbulence, or rate of change of wind speed, will affect human response to wind and the descriptions are more associated with response to mean wind speed. Table 1 Summary of wind effects on pedestrians Description Calm, light air Speed (m/s) 0 2 Light breeze 2 3 Gentle breeze Moderate breeze Fresh breeze Strong breeze Near gale Gale Strong gale Effects Human perception to wind speed at about 0.2 m/s. Napkins blown away and newspapers flutter at about 1 m/s. Wind felt on face. Light clothing disturbed. Cappuccino froth blown off at about 2.5 m/s. 3 5 Wind extends light flag. Hair is disturbed. Clothing flaps Raises dust, dry soil. Hair disarranged. Sand on beach saltates at about 5 m/s. Full paper coffee cup blown over at about 5.5 m/s. Force felt on body. Limit of agreeable wind on land. Umbrellas used with difficulty. Wind sock fully extended at about 8 m/s. Hair blown straight. Difficult to walk steadily. Wind noise on ears unpleasant. Windborne snow above head height (blizzard) Inconvenience felt when walking Generally impedes progress. Difficulty with balance in gusts People blown over by gusts. Local wind effects can be assessed with respect to a number of environmental wind speed criteria established by various researchers. These have all generally been developed around a 3 s gust, or 1 hour mean wind speed. During strong events, a pedestrian would react to a significantly shorter duration gust than a 3 s, and historic weather data is normally presented as a 10 minute mean. Despite the apparent differences in numerical values and assumptions made in their development, it has been found that when these are compared on a probabilistic basis, there is some agreement between the various criteria. However, a number of studies have shown that over a wider range of flow conditions, such as smooth flow across water bodies, to turbulent flow in city centres, there is less general agreement among. The downside of these criteria is that they have seldom been benchmarked, or confirmed through long-term Square Hotel, Melbourne Airport - Wind report Rev December 2017 Arup J:\254000\254552\81 SQUARE HOTEL MELBOURNE\WORK\INTERNAL\REPORTS\SQUARE HOTEL MELBOURNE AIRPORT_WIND REPORT_R01.DOCX Page 17

127 Australia Pacific Airports (Melbourne) Square Hotel, Melbourne Airport Wind Assessment measurements in the field, particularly for comfort conditions. The wind criteria were all developed in temperate climates and are unfortunately not the only environmental factor that affects pedestrian comfort. For assessing the effects of wind on pedestrians, neither the random peak gust wind speed (3 s or otherwise), nor the mean wind speed in isolation are adequate. The gust wind speed gives a measure of the extreme nature of the wind, but the mean wind speed indicates the longer duration impact on pedestrians. The extreme gust wind speed is considered to be suitable for safety considerations, but not necessarily for serviceability comfort issues such as outdoor dining. This is because the instantaneous gust velocity does not always correlate well with mean wind speed, and is not necessarily representative of the parent distribution. Hence, the perceived windiness of a location can either be dictated by strong steady flows, or gusty turbulent flow with a smaller mean wind speed. To measure the effect of turbulent wind conditions on pedestrians, a statistical procedure is required to combine the effects of both mean and gust. This has been conducted by various researchers to develop an equivalent mean wind speed to represent the perceived effect of a gust event. This is called the gust equivalent mean or effective wind speed and the relationship between the mean and 3 s gust wind speed is defined within the criteria, but two typical conversions are: U GEM = U peak = U mean+3.0 σ u and U GEM = 1.3 (U mean+2 σ u ) 1.85 It is evident that a standard description of the relationship between the mean and impact of the gust would vary considerably depending on the approach turbulence, and use of the space. A comparison between the mean and 3 s gust wind speed criteria from a probabilistic basis are presented in Figure 15 and Figure 17. The grey lines are typical results from modelling and show how the various criteria would classify a single location. City of Auckland has control mechanisms for accessing usability of spaces from a wind perspective as illustrated in Figure 15 with definitions of the intended use of the space categories defined in Figure 16. Square Hotel, Melbourne Airport - Wind report Rev December 2017 Arup J:\254000\254552\81 SQUARE HOTEL MELBOURNE\WORK\INTERNAL\REPORTS\SQUARE HOTEL MELBOURNE AIRPORT_WIND REPORT_R01.DOCX Page 18

128 Pass Limited Fail Probability of exceeding wind speed /% Sit Stand Walk Australia Pacific Airports (Melbourne) Square Hotel, Melbourne Airport Wind Assessment 100 Davenport (1972) Lawson (1990) 10 1 No remedial Remedial Sit St. Wa Uncomfortable Sit Comfort Uncomfortable Dine Sit Stand Walk Bus Uncomfortable Long ShortStroll Walk Uncomfortable Sit Stand Walk Uncomfortable Pass Fail Sit Stand Walk Bus Uncomfortable Pass Fail Penwarden and Wise (1975) Isyumov and Davenport (1975) Lawson and Penwarden (1975) Hunt et al. (1976) Dutch (2006) Auckland City Melbourne Planning Scheme (2016) San Francisco Typical results Sit Stand Walk Bus Uncomfortable 0.1 A B C D E Pass Able Fail Pass Fail 0.01 Pass Fail Mean wind speed / m/s Figure 15 Probabilistic comparison between wind criteria based on mean wind speed Figure 16: Auckland Utility Plan (2016) wind categories Square Hotel, Melbourne Airport - Wind report Rev December 2017 Arup J:\254000\254552\81 SQUARE HOTEL MELBOURNE\WORK\INTERNAL\REPORTS\SQUARE HOTEL MELBOURNE AIRPORT_WIND REPORT_R01.DOCX Page 19

129 Pass Limited Fail Probability of exceeding wind speed /% Australia Pacific Airports (Melbourne) Square Hotel, Melbourne Airport Wind Assessment 100 Penwarden and Wise (1975) Lawson and Penwarden (1975) Hunt et al. (1976) Melbourne (1978) 10 Pass Remedial Sit Sit Stand Walk Dine Sit Stand Walk Bus Walk Uncomfortable Sit Stand Walk Uncomfortable Lawson (1990) (GEM to gust) Dutch (2006) (Mean to gust) Lawson (1990) (GEM to gust) Auckland City Wellington and Melbourne Mongolia Pass Fail AWES Typical results 1 Stand 0.1 Pass Fail Pass Fail Sit Stand Walk Uncomfort Walk Danger Pass Able bodied Fail Pass Fail Gust wind speed /m/s Figure 17 Probabilistic comparison between wind criteria based on 3 s gust wind speed Specific controls There are no specific wind controls for Melbourne Airport. The wind controls used in this wind assessment are based on the Melbourne Planning Scheme as described in Figure 15 and Table 2. Table 2 Pedestrian comfort criteria for various activities Comfort (max. of mean or GEM wind speed exceeded 20% of the time) <3 m/s Sitting 3-4 m/s Standing 4-5 m/s Walking >5 m/s Uncomfortable Safety (3 s gust wind speed exceeded 0.1% of the time) <20 m/s General access >20 m/s Able-bodied people (less mobile or cyclists not expected) Square Hotel, Melbourne Airport - Wind report Rev December 2017 Arup J:\254000\254552\81 SQUARE HOTEL MELBOURNE\WORK\INTERNAL\REPORTS\SQUARE HOTEL MELBOURNE AIRPORT_WIND REPORT_R01.DOCX Page 20

130 Australia Pacific Airports (Melbourne) Square Hotel, Melbourne Airport Wind Assessment Appendix 4: Reference documents In preparing the assessment, the architectural drawings dated 16 June 2017 were referenced to understand the building massing and features. Square Hotel, Melbourne Airport - Wind report Rev December 2017 Arup J:\254000\254552\81 SQUARE HOTEL MELBOURNE\WORK\INTERNAL\REPORTS\SQUARE HOTEL MELBOURNE AIRPORT_WIND REPORT_R01.DOCX Page 21

131 APPENDIX F SOCIO-ECONOMIC IMPACT ASSESSMENT URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017 APPENDICES

132 MELBOURNE AIRPORT HOTEL ECONOMIC IMPACT ASSESSMENT 2 JUNE 2017 PREPARED FOR MELBOURNE AIRPORT

133 URBIS STAFF RESPONSIBLE FOR THIS REPORT WERE: Director Associate Director Analyst Project Code Report Number Rhys Quick Nisha Rawal Jeffrey Zhao PER0183 Final Urbis Pty Ltd ABN All Rights Reserved. No material may be reproduced without prior permission. You must read the important disclaimer appearing within the body of this report. urbis.com.au

134 CONTENTS TABLE OF CONTENTS Executive Summary... i Introduction Development Context Local Context Proposed Hotel Development Melbourne Airport Overview Melbourne Airport Master Plan Key Developments Relevant Policies and Strategies Airport - Major Development Plan Requirements City of Hume Development Policies Commercial Accommodation Demand Tourist Demand Airport Passenger Volumes Domestic and International Visitor Nights Projected Visitor Nights Origin of Visitors Purpose of Visit Local Resident Demand Population Business Demand Demand Summary Commercial Accommodation Supply Existing Supply Establishments and Room Numbers Room Supply and Demand Occupancy Rates Revenue Future Supply Future Supply vs Demand Need for Hotel Development Employment and Economic Contribution Methodology Construction Phase Operation Phase Other Benefits from Investment Conclusion Disclaimer URBIS REPORT_MELBOURNE AIRPORT HOTEL EIA_JUNE2017

135

136 EXECUTIVE SUMMARY Study Background This report provides an assessment of the economic impact associated with the development of a new 464 room, dual operator hotel within the Melbourne Airport master planned area. Melbourne Airport is located on Commonwealth land and is subject to Commonwealth planning approvals which are set out under the Airports Act Under the Airports Act, developments valued at more than $20 million, or which have significant impact on the environment or local community, require a Major Development Plan (MDP). The proposed hotel development is estimated to have a project value of $95 million and as such requires an MDP. The purpose of this report is to review the economic and social benefits anticipated to be derived from the proposed hotel development including function, health and fitness centre and dining facilities at Melbourne Airport. Melbourne Airport Overview Melbourne Airport plays an integral role as the major transport infrastructure hub and gateway to Victoria. The airport facilitates local, regional and international tourism, business and significant economic investment. Melbourne Airport is the second busiest airport in Australia with over 33 million passengers passing through the gates annually and over 234,000 aircraft movements. The Melbourne Airport Master Plan (2013) forecasts passenger numbers to increase to 64 million by 2033, with direct employment forecast to increase to 23,000 by this time. Melbourne Airport is a significant employer of the local workforce. Development of airport land is expected to attribute to future business growth. Further development of the Airport Business Park and Cargo Estate and the future development of the Jet Base and URBNSURF will contribute to growing business numbers, the creation of jobs for the local employment base, and generate demand for more onsite accommodation. Commercial Accommodation Demand The key drivers of demand for hotel accommodation are tourists, local residents and nearby businesses. All three markets have been, and are expected to continue growing strongly. The key findings from this analysis include: Tourist Demand Domestic and international passenger volumes continue to see considerable growth. Over the last five years, passenger volumes through the airport have increased by 20%, with international passengers increasing by a significant 44% over this same period. In terms of visitor nights (the number of nights spent in Victoria by domestic and international visitors combined), this equated to million in When looking at the areas surrounding Melbourne Airport, this region accounted for 1.1 million visitor nights in 2016 with a higher proportion of this being international visitors (63%). Tourism Research Australia has forecast total visitor nights (domestic and international) in the ten years to 2025 to increase by a considerable 56 million to 179 million. Local Demand City of Hume is forecast to achieve strong population growth of 2.7% per annum from 2017 to 2027, with population to reach over 260,000. As more people reside in the local area, there will be a greater need for accommodation by those visiting family and friends who will often want to stay nearby. Business Demand Between the years of 2011 and 2015, the number of businesses within the City of Hume increased by 5% from 12,772 to 13,439. Development of airport land is expected to attribute to future business growth. A key market for hotels are business travellers. Theses guests travel to visit other outlets of their own business, or the business premises of clients or other contracts in the local area. URBIS REPORT_MELBOURNE AIRPORT HOTEL EIA_JUNE2017 EXECUTIVE SUMMARY i

137 Commercial Accommodation Supply Existing and future supply and performance metrics of some major hotels operating nearby to the Airport provide an understanding of the local environment. Key findings include: Demand for tourist accommodation (measured by nights stayed) has risen by 30% between January 2012 and December 2016, whereas supply has risen by 11% over the same period. High occupancy rates have been consistently experienced in this market for some time. From 2011 to 2016, an average monthly occupancy rate of 84% has been seen, peaking at 96% in October 2014 and more recently at 94% in November In fact, occupancy rates in the local Tullamarine area have remained above 80% since January The occupancy rate within the group of properties reviewed has been on average 6 to 13 percentage points higher than the occupancy rate achieved in Sydney, the highest of all major capital cities, in recent times. An occupancy rate which consistently exceeds 80% is an indication of the existing supply being stretched close to capacity, potentially leading to price increases and an inability to refurbish properties as hotels can t afford to have rooms vacant for long. In total, an additional 200 rooms are approved to be added to this market (aside from the subject development) through further expansion of the recently completed Hyatt Place. Taking into account existing and future supply (including the subject development), and applying an occupancy level of 80%, annual room supply is estimated at 486,000. Based on forecast demand, this level of room supply is expected to be met by demand in 2024/25. This additional supply will result in a short term drop in occupancy to more reasonable levels, short-term, however will not impact the longerterm sustainability of the local commercial accommodation market. Employment, Economic and Other Benefits from the Investment The quantifiable economic benefits of the development can be summarised as: Construction of the proposed development is estimated to generate 315 direct jobs for the equivalent of one year, and 797 jobs indirectly created elsewhere through the state economy. This is the equivalent to approximately $41 million in direct Gross Value Added (GVA) per year during the construction period, and $115 million in indirect GVA annually in constant 2017 dollar terms inclusive of GST. During the on-going operation, this development would have the capacity to generate an estimated 588 jobs in the hotel complex (full-time, part-time and casual) and induce a further 505 indirect jobs both within and beyond the municipality as a result of flow-on effects throughout the economy. There would be an estimated $125 million per annum in direct and indirect GVA contribution to the Victorian economy. Other benefits from the development that may benefit the area economically and socially are: Improved choice and quality of accommodation, with competition benefiting consumers through encouraging improved service and reasonable pricing. Greater employment opportunities Support for local business when guests stay and spend in the area Contribution to local tourism infrastructure Support airline requirements. Summary Given the high occupancy levels and growth in demand, even with future supply additions, the development will not result in an oversupply of accommodation or result in the closure of existing establishments. Specifically, net economic benefits include: Providing additional supply to meet growing demand so that occupancy and room rates do not exceed healthy levels Creating new jobs during construction and operation Providing capacity to accommodate additional visitors that would generate expenditure to local businesses in the area. ii EXECUTIVE SUMMARY URBIS REPORT_MELBOURNE AIRPORT HOTEL EIA_JUNE2017

138 INTRODUCTION This report provides an assessment of the economic impact associated with the development of a new 464 room hotel within the Melbourne Airport master planned area. The analysis presented includes an overview of the need for additional accommodation supply at Melbourne Airport to support tourist, local resident and business demand and also to reduce the capacity constraints on existing supply. The local accommodation market is characterised by high occupancy levels, considerably above Melbourne and other capital cities, with growth in demand having outpaced supply in recent years. This report will also summarise the economic benefits anticipated to be derived from the proposed hotel development including function, health and fitness centre and dining facilities. The report contains the following sections: Section 1 presents a summary of the local context and the components of the proposed development. Section 2 provides an overview of the Melbourne Airport Masterplan and other employing uses on airport land as well as relevant development policies noted in the local planning scheme for the City of Hume. Section 3 details the size and growth of the three key areas of market demand: tourists, local residents and business demand. Section 4 provides an overview of current and future accommodation supply and the performance of selected major accommodation facilities within the Tullamarine area. Section 5 summarises the findings in Sections 3 and 4 to understand the need for additional hotel supply within Melbourne Airport. Section 6 presents an introduction to the methodology for estimating the economic benefits, and quantifies the direct and indirect benefits anticipated from the development during construction and on an ongoing basis at capacity, at the state level. Section 7 presents the other benefits that the proposed development is expected to deliver. Section 8 provides the key conclusions from the analysis undertaken in this report. URBIS MELBOURNE AIRPORT HOTEL INTRODUCTION 1

139 1. DEVELOPMENT CONTEXT This section provides an overview of the local area and also details the components of the proposed hotel development LOCAL CONTEXT The subject site is located on Melbourne Airport land, approximately 23 km north west of the Melbourne CBD. Specifically, the site is located on the north-western corner of Service and Grants Road and is adjacent to Customs House and the Australian Federal Police with the Terminal 4 car park located on the northern side of Grants Road (refer Map 1.1). Primary access to the Airport is gained from the Tullamarine Freeway (M2) which links to the Calder Freeway and the Western Ring Road to the south east and Sunbury Road from the north (refer Map 1.2). The airport is well located vis-à-vis access to the CBD, major transport corridors, Port of Melbourne and Port of Geelong with a number of major activity centres and employment hubs located within 5 km of the Airport. Other activity centres surrounding the airport include: Gladstone Park Major Activity Centre 1.2 km east Airport West Principal Activity Centre 1.9 km south east Broadmeadows Activities Area 4 km east Sydenham Principal Activity Centre 5 km west Keilor Downs Major Activity Centre 5.1 km south-west 2 DEVELOPMENT CONTEXT URBIS REPORT_MELBOURNE AIRPORT HOTEL EIA_JUNE2017

140 Site Context Map 1.1 URBIS REPORT_MELBOURNE AIRPORT HOTEL EIA_JUNE2017 DEVELOPMENT CONTEXT 3

141 Regional Context Map DEVELOPMENT CONTEXT URBIS REPORT_MELBOURNE AIRPORT HOTEL EIA_JUNE2017

142 1.2. PROPOSED HOTEL DEVELOPMENT Melbourne Airport are proposing to develop a star dual operator (Novotel and Ibis) hotel on the subject site. This report reviews the need and demand for a 464-room hotel at Melbourne Airport. The key areas of note regarding the hotel proposal include: The hotel is to be developed over eight levels, with ground floor and mezzanine to provide guest facilities and services and level 9 containing plant only. Guest and service facilities include: Ground Level Hotel bar and lounge sq.m (developed around a courtyard) Restaurant sq.m (developed around a courtyard) Sports Bar sq.m Combined reception area for the two operators Mezzanine Wellness/Spa 225 sq.m Level 1 Pool Health & Fitness Centre 716 sq.m Hotel room levels have an NLA of 2,100 sq.m Hotel room sizes generally range from 20 sq.m to 26 sq.m, with some suites at 50 sq.m A small amount of short term visitor parking is to be provided on site. Outside of the hotel to the Grants and Service Road corner a small café of 160 sq.m is also proposed. This would service hotel guests and also nearby workers. The vehicle drop off point is located on Grants Road with entry to the hotel also at this frontage. Given the proximity and accessibility from the airport, the proposed hotel is well positioned to accommodate visitors through the airport. This report is predicated on the basis of developing a 464-room hotel of a high quality (4-4.5 star) standard to be operated by a major brand (s). URBIS REPORT_MELBOURNE AIRPORT HOTEL EIA_JUNE2017 DEVELOPMENT CONTEXT 5

143 2. MELBOURNE AIRPORT 2.1. OVERVIEW Melbourne Airport plays an integral role as the major transport infrastructure hub and gateway to Victoria. The airport facilitates local, regional and international tourism, business and significant economic investment. Melbourne Airport and its surrounding environs sit on 2,457 hectares of freehold and leasehold land (refer Figure 5). The site for Melbourne Airport was selected in 1959, subsequently developed, with international flights commencing in 1970 and domestic flights the following year in Today, Melbourne Airport is the second busiest airport in Australia with over 33 million passengers passing through the gates annually and over 234,000 aircraft movements. International passenger growth has been at a faster pace to domestic passenger growth and has outperformed both Brisbane and Sydney. Victoria now has a 25% market share of Australia s international passenger market, and is set to experience further growth. The airport has four terminals all servicing domestic flights with terminal 1 providing regional services and terminal 2 international flights. Melbourne to Sydney represents the busiest domestic passenger route with Melbourne-Singapore the busiest international passenger route. There are over 150 businesses operating on airport land with the future development of Melbourne Airport Business Park and Cargo Estate to add to this. The airport employs over 14,300 full-time and contract workers with 2 out of 3 employees residing within the surrounding municipalities MELBOURNE AIRPORT MASTER PLAN Regulated under the Commonwealth Airports Act 1996, Melbourne Airport has prepared a 20-year Master Plan for the airport which is required to be revisited every five years. The Melbourne Airport Master Plan 2013 sets out the strategic vision for the airport to ensure continued and efficient improvement including future proofing the airport to boost terminal capacity and overcoming any potential environmental impacts from development. Section 70 (2) of the Airports Act states that the Master Plan s purpose is to: (a) Establish the strategic direction for efficient and economic development at the airport over the planning period of the plan (b) Provide for the development of additional uses of the airport site (c) Indicate to the public the intended uses of the airport site (d) Reduce potential conflicts between users of the airport site, and to ensure that use of the airport site is compatible with the areas surrounding the airport (e) Ensure that all operations at the airport are undertaken in accordance with relevant environmental legislation and standards (f) Establish a framework for assessing compliance with relevant environmental legislation and standards (g) Promote the continual improvement of environmental management at the airport. The Master Plan 2013 looks at the current situation and forecasts the future contribution to the State and Local Economies. Specifically, the Master Plan forecasts: Passenger numbers to more than double in 20 years, from 30 million in 2013 to 64 million in 2033 Direct employment to increase from 14,300 in 2013 to 23,000 in 2033 Yearly visitor spending to increase from $8.3 billion in 2013 to $18.5 billion in : Melbourne Airport Masterplan 2013: Section 2.2.1, Page 38 6 MELBOURNE AIRPORT URBIS REPORT_MELBOURNE AIRPORT HOTEL EIA_JUNE2017

144 Melbourne Airport is a significant employer of the local workforce. In addition to the primary use, being a passenger terminal, Melbourne Airport has a considerable property development arm which pursues commercial and industrial uses aligned with the airport and developed on airport land. This includes Melbourne Airport Business Park and the developing Melbourne Cargo Estate Key Developments Runway Development Program (RDP) One of the biggest projects for Melbourne Airport is the development of a third runway (east-west runway) to meet the growing demand for air traffic. This will assist in meeting and managing the forecast passenger growth numbers for the airport. Approval for the RDP is required from the Commonwealth Government via a Major Development Plan (MDP). Melbourne Airport Business Park Melbourne Airport Business Park is located to the south of the airport and extends off Airport Drive. The precinct has easy and direct access to the airport, Tullamarine Freeway, Western Ring Road, Calder Freeway and the City Link. The Melbourne Airport Masterplan 2013 identified a plan to develop the balance of airport land for major industrial uses including logistics and distribution centres. The Melbourne Airport Business Park extends over 220 hectares of land zoned for industrial and business uses. Current major distribution tenants within the precinct include DHL, Toll IPEC, StarTrack, World Courier, DB Schenker and TNT. Being located at the airport, tenants benefit from 24-hour operation with curfew-free status and access to major vehicle transport nodes, Port of Melbourne, and offers large parcels of land of up to 150,000 sq.m required by major distribution companies. There is growing demand for logistics and distribution space, particularly large scale operations, which can be facilitated within the Airport Business Park. The most recent approval received within the Airport Business Park was granted to the Airport on 31 December The approved development encompasses a 40,000 sq.m warehouse to be located on Airport Drive. Melbourne Airport Cargo Estate Melbourne Airport Cargo Estate is located on Link Drive which can be accessed from Melrose Drive. The Melbourne Airport Cargo Estate is a 30-hectare freight hub to be developed over three stages. Some buildings have been completed to date with the estate offering tenancies ranging in size from 2,500 sq.m to 7,000 sq.m. With airside access and the ability to connect to major arterials linking to the Port of Melbourne, this is a favourable location. Melbourne Private Jet Base Approval was granted on 11 September 2016 for a private jet base to be built at Melbourne Airport. Construction will be of a new purpose built jet hangar and prestige passenger terminal that will be subleased from Australia Pacific Airports (APAM) to Melbourne Airport. The jet base will provide capacity for 17 private jets, display hangar for vintage aircrafts, prestige passenger terminal, customs and security facilities, car parking and support office. URBNSURF Melbourne URBNSURF Melbourne will be the first surf park in Australia and a major attraction for local, interstate and international visitors. The surf park will provide a surf lagoon incorporating wave generating technology with the lagoon to cater for up to 90 surfers at any one time. In addition, the park will provide a surf academy with community and tailored programs, café, function centre, plunge and splash pools, playground and artificial beach area. The surf park has been leased to Wave Park Group with construction anticipated to commence in 2017 for a summer 2018 opening. The site is located along the Airport Drive Exit and Melrose Drive, opposite the Essendon Football Club. Being the only facility of this kind in Australia with tailored training programs being offered, the park will be visited in some instances, by guests for multiple days. For example, the surf academy will attract surfers from across the country. Accordingly, it is expected that these visitors will generate demand for accommodation close to the park. URBIS REPORT_MELBOURNE AIRPORT HOTEL EIA_JUNE2017 MELBOURNE AIRPORT 7

145 Summary Growth in passenger movements, increased employment in the airport itself as well as within employing uses on airport land, and the proposed URBNSURF park will generate additional demand for hotel accommodation around the airport. This report will review the market demand and supply of accommodation to understand the existing environment for short term accommodation and whether there is support for additional hotel rooms in the future. 8 MELBOURNE AIRPORT URBIS REPORT_MELBOURNE AIRPORT HOTEL EIA_JUNE2017

146 Figure 1 Melbourne Airport Uses URBIS REPORT_MELBOURNE AIRPORT HOTEL EIA_JUNE2017 MELBOURNE AIRPORT 9

147 2.3. RELEVANT POLICIES AND STRATEGIES Airport - Major Development Plan Requirements Melbourne Airport is situated on Commonwealth land and is therefore subject to Commonwealth planning approvals as per the Airports Act 1996 (the Airports Act). More particularly, developments at Melbourne Airport valued at over $20 million, or those which have a significant impact on the environment or local community, require a Major Development Plan (MDP). Through a formal MDP process this gives the ability for public comment to be provided and incorporated into the final submission to the Commonwealth Government. Given the significance of the proposed hotel development, under the MDP, economic justification for the development is required. Under the Airports Act, this sets out the need to consider the impact of the proposed development on employment levels and the local and regional economy and community. This report addresses these requirements City of Hume Development Policies In addition to the requirements as stipulated in the MDP under The Airports Act, a development such as the proposed is required to align with the relevant provisions under the local planning scheme for development/uses located in the adjacent area. In this instance, the proposed development should have regard to the development policies stipulated within the City of Hume. The objective for tourism under Section of the City of Hume Planning Scheme states: To encourage tourism development to maximise the employment and long-term economic, social and cultural benefits of developing the State as a competitive domestic and international tourist destination. [Emphasis added] Under the Planning Scheme this seeks to encourage the development of a range of well-designed tourist facilities including integrated resorts, motel accommodation and smaller scale operations etc. Importantly this strategy seeks to ensure that tourism facilities have access to suitable transport and build upon the assets and qualities of surrounding urban or rural activities and cultural and natural attractions. On this basis, the development of a hotel aligns with the need to maximise employment and long-term economic opportunities. Furthermore, this development will build upon the surrounding uses and help facilitate increased passenger loads and transit numbers moving through Melbourne Airport in the future. The City of Hume s Economic Development Department help facilitate opportunities for sustainable economic development. One of the key areas of importance for the Department is the visitor economy, which incorporates tourism development and visitor support. The Department is integral in facilitating the development of new tourism business while supporting the growth and resilience of existing operators. 10 MELBOURNE AIRPORT URBIS REPORT_MELBOURNE AIRPORT HOTEL EIA_JUNE2017

148 No. of Passengers (000's) 3. COMMERCIAL ACCOMMODATION DEMAND This section provides an overview of the key drivers of demand for hotel accommodation including tourists, local and business demand TOURIST DEMAND Airport Passenger Volumes Urbis was provided with historic and forecast passenger volumes for Melbourne Airport from 1989 to 2033 for international and domestic passengers (Refer Chart 3.1). Total passenger forecasts based on Melbourne Airport s Masterplan, have been provided at five year intervals from 2018 to The breakdown between domestic and international passengers has been generated by analysing historical data and applying this trend over the forecast period. In recent years, international passenger numbers have been growing at a faster pace which has been considered in our distribution of domestic vs international passenger volumes moving forward. Since 1989, passenger volumes have increased by 311% to 2016, with total passengers currently at 33.9 million. In 2016, 73% or 24.6 million of all passengers were domestic. Over the last five years, passenger volumes have increased by 20%, with international passengers increasing by a significant 44% over this same period. Moving forward, total passenger volumes are expected to almost double from 2016 to Passenger volumes are expected to reach 55 million by 2028 and 64 million by This represents a 90% increase or average annual increase of 4% over the next 17 years. In line with the strong growth in passenger volumes forecast, demand for short term accommodation is expected to increase. Actual and Forecast Melbourne Airport Passenger Volumes No. of Passengers Chart ,000 Actual Forecast 60,000 50,000 40,000 30,000 20,000 10,000 - Source: Melbourne Airport, Urbis Domestic International Domestic and International Visitor Nights The following sections are based on the tourism market in Victoria and have regard to the Tourism Research Australia national and international visitor surveys. Tourism Research Australia (TRA) is a branch of the Department of Resources, Energy and Tourism (RET) that provides statistics, research and analysis to support industry development, policy development and marketing for the Australian tourism industry. In terms of domestic overnight visitors to Victoria, this includes persons travelling over 40 km from their place of residence. Total visitor nights (the number of nights spent in Victoria by domestic and international visitors combined), equated to million in Whilst domestic overnight visitors accounted for a slightly higher proportion (52%), international visitor nights grew at a faster pace (7.2% p.a ). URBIS REPORT_MELBOURNE AIRPORT HOTEL EIA_JUNE2017 COMMERCIAL ACCOMMODATION DEMAND 11

149 When looking at the areas surrounding Melbourne Airport (Tullamarine, Gladstone Park, Essendon, Keilor, Airport West), this region accounted for 1.1 million visitor nights in 2016 with a higher proportion of this being international visitors (63%). Relative to Victoria, the areas surrounding Melbourne Airport have had higher growth in domestic visitors at 4.9% per annum. This is expected to include persons visiting friends and family in the surrounding suburbs and also business travellers and domestic and international flight crews. Visitor Nights (millions) Victoria and Melbourne Airport Surrounds Table 3.1 Visitor Nights (000's) Projected Visitor Nights Avg. Annual Growth Total Growth Victoria (Domestic) 51,552 53,181 54,075 54,973 61,714 62,812 64, % 24% Victoria (International) 39,554 42,132 44,316 47,502 48,628 57,702 59, % 52% Total Visitor Nights - Victoria 91,106 95,313 98, , , , , % 36% Melbourne Airport Surrounds (Domestic) % 33% Melbourne Airport Surrounds (International) % 24% Total Visitor Nights - Melbourne Airport Surrounds 853 1, , ,306 1, % 64% 1. Domestic overnight visitors includes residents from Victoria travelling over 40 km from their place of residence Source: Tourism Research Australia; Urbis One of the activities that TRA undertakes is preparing visitor forecasts for individual tourism regions. These provide a basis for understanding hotel demand and the future need for additional rooms in the region. Forecast visitor nights for the Victorian tourism region are presented in Chart 3.2. The forecasts are broken down by purpose of visit for domestic overnight and international visitors. TRA has projected modest growth in domestic visitor nights of around 2.5% on average per annum over the ten-year period to Whilst holiday makers make up the largest component, visitors travelling for business purposes are forecast to experience the highest amount of growth from 2015 to 2025 (45%). The international market is forecast to grow at a higher rate of 5.1% on average per annum to Of this growth, visiting friends and family as the purpose of visit is expected to see the largest amount of growth, reflecting 6.6% per annum. In terms of total visitor nights (domestic and international), this is forecast to increase from 123 million in 2015 to 179 million by 2025, an increase of a considerable 56 million visitor nights over the next ten years. The increase in projected visitor nights will see demand for short term accommodation in Victoria, a proportion of which will be sourced in proximity to the airport given growth in visitor nights in the surrounding areas (as shown in Table 3.1, previous section). Growth in businesses within and surrounding the airport, along with more people coming through the airport, will generate demand for further accommodation proximate to the airport COMMERCIAL ACCOMMODATION DEMAND URBIS REPORT_MELBOURNE AIRPORT HOTEL EIA_JUNE2017

150 Visitor NIghts Visitor NIghts Visitor NIghts Forecast Visitor Nights (millions) Domestic, International and Total Visitors Victorian Tourism Region Chart 3.2 Domestic Visitor Nights 90,000 Other Business VFR Holiday 80,000 70,000 60,000 50,000 40,000 30,000 20,000 10, International Visitor Nights 100,000 Other Business VFR Holiday 90,000 80,000 70,000 60,000 50,000 40,000 30,000 20,000 10, Total Visitor Nights 200,000 Other Business VFR Holiday 180, , , , ,000 80,000 60,000 40,000 20, Source : Tourism Research Australia; Urbis Origin of Visitors Of the domestic overnight visitors to the Victoria Tourism Region in 2016, the majority (69%) were from within Victoria (remembering a domestic overnight visitor is defined as one staying more than 40 km from their place of residence). The next largest shares were from NSW at 15% followed by QLD at 6%. As expected, international visitors to Melbourne come from a broad range of countries and regions. The most prominent market is visitors from Asia at 51%. Second to this is Europe at 15% and New Zealand at 12%. URBIS REPORT_MELBOURNE AIRPORT HOTEL EIA_JUNE2017 COMMERCIAL ACCOMMODATION DEMAND 13

151 Origin of Visitors Domestic & International Visitors (2016) Chart 3.3 QLD 6% SA 4% WA 2% Domestic Other 4% NSW 15% Europe 15% International Other 4% New Zealand 12% VIC 69% United Kingdom 8% Canada 2% United States of America 8% Asia 51% Source : Tourism Research Australia; Urbis Purpose of Visit The primary reason for travelling to Victoria for domestic visitors is for holidays at 44% followed by visiting friends and families at 34%. Business represents 16% of domestic visitation. Similarly, for international visitors, holidays at 53%, represents the primary reason followed by visiting friends and family at 23%. It is envisaged that business travellers seeking convenient accommodation close to the airport and surrounding employment precincts, as well as flight personnel and passenger stopovers, will be the primary market for the proposed hotel. Purpose of Visit Domestic and International Visitors (2016) Chart 3.4 Other reason 6% Business 16% Domestic Holiday 44% Business 10% Other reason 14% International Visiting friends and relatives 34% Visiting friends and relatives 23% Holiday 53% Note: Domestic trips relates to visitors undertaking overnight trips Source : Tourism Research Australia; Urbis 14 COMMERCIAL ACCOMMODATION DEMAND URBIS REPORT_MELBOURNE AIRPORT HOTEL EIA_JUNE2017

152 3.2. LOCAL RESIDENT DEMAND Combined growth in the number of residents in the local area can be another driver of demand for commercial accommodation Population Table 3.2 details the historic and forecast population within the City of Hume and the three adjoining LGAs. Population forecasts are based on the official Government forecasts, Victoria in Future 2016 (VIF 2016). From 2012 to 2017, the City of Hume achieved strong population growth of 2.8% per annum (compared with 1.9% for Victoria over the same time). This represented a total increase of 25,710 over this period. Compared to the surrounding LGAs, growth within the City of Hume has historically been at higher rates. Looking forward, the City of Hume is forecast to achieve population growth at similar levels to that previously seen (2.7% per annum from 2017 to 2027) with population to increase to over 260,000 by Moreland, Moonee Valley and Brimbank LGAs are all expected to grow at lower rates compared to Hume. Population growth generates resident demand for accommodation. As more people reside in the local area, there will be a greater need for accommodation by those visiting family and friends who will often want to stay nearby. As shown earlier in this section, 34% and 23% of domestic and international visitors, respectively, listed their main purpose of visit as visiting family and friends. With strong population growth forecast for the City of Hume, a level of demand from this segment of the market is expected to be created. Trade Area Population Table 3.2 Local Government Area Hume 176, , , ,540 5,142 5,726 6, % 2.7% 2.6% Moreland 155, , , ,000 3,266 3,158 2, % 1.8% 1.5% Moonee Valley 112, , , ,850 1,910 1,624 1, % 1.3% 1.2% Brimbank 192, , , ,160 1,996 1,778 1, % 0.9% 0.7% 1. As at December 31 Source: ABS; Victoria In Future (VIF2016); Urbis 3.3. BUSINESS DEMAND Population Annual Population Growth (no.) Annual Population Growth (%) A key market for hotels are business travellers. These guests travel to visit other outlets of their own business, or the business premises of clients or other contracts. In suburban markets, such as this, business travellers tend to stay nearby rather than within the CBD, which is a considerable distance away. Consequently, as the number of businesses in an area grows, so too does the demand for commercial accommodation nearby. Chart 3.6 shows the total number of businesses that were operating within the City of Hume between 2011 to 2015, based on the Australian Bureau of Statistics (ABS) Business Register. Note more recent data for 2016 has not been made available by the ABS. Between the years of 2011 and 2015, the number of businesses within the City of Hume increased by 5% from 12,772 to 13,439. Accommodation and food services based businesses represent only 3% of total businesses within the City of Hume with this proportion having remained unchanged over this period. The lack of supply additions (discussed further in Section 4) is largely the reason for the lack of business growth within the accommodation and food services sector. Development of airport land is expected to attribute to future business growth. Further development of the Airport Business Park and Cargo Estate and the future development of the Jet Base and URBNSURF will contribute to growing business numbers and therefore demand for commercial accommodation. Given the number of businesses and continued growth, demand is expected to continue for accommodation and also use of other facilities (i.e. conferences, meetings etc.). URBIS REPORT_MELBOURNE AIRPORT HOTEL EIA_JUNE2017 COMMERCIAL ACCOMMODATION DEMAND 15

153 Total Number of Businesses City of Hume Chart ,750 13,500 13,250 13,000 12,750 12,500 12,250 12, Source: ABS: Urbis 3.4. DEMAND SUMMARY All three key markets (tourists, residents, business) have been, and are expected to continue growing strongly. A doubling of visitors through the airport and rapid growth in the number of businesses and uses in close proximity to the airport will drive ongoing growth in demand for hotel accommodation in and around the airport precinct. 16 COMMERCIAL ACCOMMODATION DEMAND URBIS REPORT_MELBOURNE AIRPORT HOTEL EIA_JUNE2017

154 4. COMMERCIAL ACCOMMODATION SUPPLY This section provides an overview of the supply side characteristics of the commercial accommodation market. Specifically, this section will review the existing and future supply and performance metrics of some major hotels operating within the Tullamarine area EXISTING SUPPLY Establishments and Room Numbers Table 4.1 shows the existing supply within the surrounding area of Melbourne Airport. There is just over 1,500 hotel rooms across 13 establishments, with an average star rating of 3.6. The five largest hotels (>100 rooms) are all major brands and provide a 3 to 4.5-star offer. Hyatt Place is the most recent addition to this market. Located at Essendon Fields, 8 km from Melbourne Airport, the hotel comprises 166 rooms and provides a 3-star offer. Accommodation Establishments Melbourne Airport and Surrounding Suburbs Table 4.1 Hotel Name Location No. of Rooms Star Rating Mantra Tullamarine Hotel 2 Trade Park Drive, Tullamarine Parkroyal Melbourne Airport Melbourne Airport, Arrive Drive, Tullamarine Holiday Inn Centre Road, Melbourne Airport Hyatt Place 1 English Street, Essendon Fields Best Western Airport Motel 33 Ardlie Street, Attwood Quest Melbourne Airport 20 Annandale Road, Melbourne Airport Ciloms Airport Lodge 398 Melrose Drive, Tullamarine Ibis Budget Caldwell Drive, Tullamarine 73 2 Quality Hotel 265 Mickleham Road, Tullamarine Airport Tourist Village 37 Ardlie Street, Attwood Punthill Essendon 1142 Mt Alexander Road, Essendon 55 4 Gladstone Park 196 Mickleham Road, Gladstone Park 13 unknown Skyways Hotel 113 Matthews Avenue, Airport West 18 3 Total Rooms 1,507 Source: Various Hotel websites; Urbis URBIS REPORT_MELBOURNE AIRPORT HOTEL EIA_JUNE2017 COMMERCIAL ACCOMMODATION SUPPLY 17

155 Existing and Proposed Supply, Melbourne Airport and Surrounds Map COMMERCIAL ACCOMMODATION SUPPLY URBIS REPORT_MELBOURNE AIRPORT HOTEL EIA_JUNE2017

156 Room Supply and Demand Chart 4.1 shows the total demand (room nights occupied) and supply (room nights available) for tourist accommodation for selected major properties in the Tullamarine area based on the STR Trend Report provided by Melbourne Airport. All venues are within 6 km of the airport. This data is shown on a moving annual basis from 2012 to The data indicates that demand for tourist accommodation has risen at a faster pace than supply. As shown in Chart 4.1, the gap between demand and supply for hotel rooms has narrowed in recent years. Demand for tourist accommodation has risen by 30% between January 2012 and December 2016, whereas supply has risen by 11% over the same period. As a result, high occupancy rates have been experienced in this market. The monthly occupancy rate reached a high in November 2016, resulting in 94% of all available accommodation being filled. With supply only increasing at half the pace of demand, the market is reaching a high capacity scenario which limits the ability for existing accommodation and facilities to be upgraded/renovated given the lack of vacancy. There is a need for additional tourist accommodation within the next few years to avoid demand reaching an unhealthy level whereby it outstrips supply or results in the quality of existing facilities declining. Room Nights Supply vs. Demand Selected Major Properties Near Melbourne Airport Chart 4.1 Moving Annual Room Nights 400, , , , , , , , , , ,000 Jan 12 Mar May Jul Sep 12 Nov 12 Jan 13 Mar May Jul Sep 13 Nov 13 Supply Jan 14 96% Occupancy Mar May Jul Sep 14 Demand Nov 14 Jan 15 Mar May Jul Sep 15 Nov 15 Jan 16 94% Occupancy Mar May Jul Sep Nov Source: The STR Trend Report, Melbourne Airport, Urbis Occupancy Rates Reflecting the demand to supply balance, Chart 4.2 shows occupancy rates on average for the selected major hotel properties based on the STR Trend Report provided by Melbourne Airport. This data is shown on a monthly basis from 2011 to High occupancy rates have been consistently experienced in this market for some time. Over the study period, an average monthly occupancy rate of 84% has been seen, peaking at 96% in October 2014 and more recently at 94% in November In fact, occupancy rates in the local Tullamarine area have remained above 80% since January This reflects continued growth in demand for tourist accommodation in this market, and highlights the lack of supply additions in response. As a comparison, we have identified the current occupancy levels for the major capital cities based on ABS Small Room Tourist Accommodation data. This data is as at June 2013/14 and 2015/16. From this we note: Occupancy rates for Melbourne over these two periods increased from 74% to 79%. Occupancy rates in Sydney over these two periods increased from 77% to 81%. Occupancy rates in Brisbane showed a decrease over these two periods from 70% to 67%. Occupancy rates in Perth have also been declining given changing economic conditions, decreasing from 72% to 70% over these two periods. URBIS REPORT_MELBOURNE AIRPORT HOTEL EIA_JUNE2017 COMMERCIAL ACCOMMODATION SUPPLY 19

157 When comparing the above occupancy levels of the major capital cities, the local Tullamarine area has been operating within a stretched market for an extended period of time with occupancy rates of well over 80% and at times reaching levels over 90%. The occupancy rate within the selected major hotel properties has been on average 6 to 13 percentage points higher than the occupancy rate achieved in Sydney, the highest of all major capital cities, in recent times. Monthly Hotel Occupancy Selected Major Properties Near Melbourne Airport, Chart % 95% 90% 85% 80% 75% 70% 65% Source: The STR Trend Report, Melbourne Airport, Urbis Drilling down further, Table 4.2 shows the occupancy rate for the 12 months to January 2017, by day of the week. Generally, a higher occupancy level and therefore demand, is seen on weekdays compared to weekends. This is considered to reflect, to an extent, the large amount of visitation for business purposes given the considerable employing uses within the City of Hume and the growth in business travellers coming through the airport. As businesses in the region continue to grow, these already high occupancy levels are expected to be strained further. Occupancy by Day of Week (%) Selected Major Properties Near Melbourne Airport, 12 Months to January 2017 Table 4.2 Sun Mon Tue Wed Thu Fri Sat Total Month Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Jan Total Year Source: The STR Trend Report, Melbourne Airport, Urbis Revenue Chart 4.3 shows total revenue from the selected major hotel facilities as at January 2012 to 2017 based on the STR Trend Report provided by Melbourne Airport. The largest increase in revenue was experienced in the 12 months to January 2015, reflecting an increase of 10.8%. As at January 2017, annual revenue for this group of properties is estimated at $54.3 million, which shows an increase of 37% over the last six years. 20 COMMERCIAL ACCOMMODATION SUPPLY URBIS REPORT_MELBOURNE AIRPORT HOTEL EIA_JUNE2017

158 Gains in revenue are the result of increasing demand and also room rates for the region. This shows there is positive growth in revenue, unlikely to be hampered by additional supply. As demand continues to outpace supply there is potential for room rates to increase to offset the capacity limits. Accommodation Revenue Selected Major Properties Near Melbourne Airport, Year Ending January Chart ,000,000 37% Growth 50,000,000 40,000,000 30,000,000 20,000,000 10,000, Source: The STR Trend Report, Melbourne Airport, Urbis 4.2. FUTURE SUPPLY Table 4.3 details the future supply of tourist accommodation within the City of Hume and the immediate areas around Melbourne Airport. The key recent development proposals include: Hyatt Place, Essendon Fields - this has recently completed and provides a 4.5 star offer with 166 rooms. An additional 200 rooms are proposed to be developed in the next 12 months. Parkroyal, Melbourne Airport Preliminary revised scheme of 40 rooms with conferencing proposed. This is a reduction from the previous proposal of 150 additional rooms that is not supported by Melbourne Airport. This scheme has not been submitted and is therefore not approved Western Avenue, Westmeadows This proposes 214 rooms plus 21 basic sleeping pods. This proposal was rejected by council and is now going to VCAT and is therefore not approved. Humex Development Craigieburn A 4 star, 256 room, 12 storey hotel is proposed as part of this major $1.7 billion entertainment, retail and commercial development. Construction on the mixed used development has commenced with completion estimated in Based on the above proposals, there are 200 rooms (Hyatt Place) approved within the Melbourne Airport Precinct. Whilst the Humex development is also approved, this is located beyond the Melbourne Airport/Tullamarine precinct and has therefore been excluded from the calculations in the following section. URBIS REPORT_MELBOURNE AIRPORT HOTEL EIA_JUNE2017 COMMERCIAL ACCOMMODATION SUPPLY 21

159 Forecast Annual Demand 4.3. FUTURE SUPPLY VS DEMAND Taking into account the approved supply discussed in the previous section and the level of existing demand and supply discussed in Section 4.1.2, this section seeks to understand at what point in the future demand will match future supply. In order to assess this, demand has been projected forward assuming average annual growth over the last five years is maintained. The level of annual supply considers the existing establishments and the proposed addition of the 200 rooms (Hyatt Place) and the 464 rooms as part of the subject development. Chart 4.4 shows the timing of when forecast demand would match the amount of supply when applying an average occupancy rate of 80%. More specifically, this analysis shows: Applying an average occupancy rate of 80% to the total rooms (existing and future), this equates to an annual room supply of around 486,000. Based on projected demand, this level of annual room supply is expected to be met by around 2024/25, assuming that demand grows in line with historical levels. Given however, projected visitor numbers and growth in local residents and business numbers, it is possible demand will grow at higher levels to this. High occupancy rates currently indicate excess demand relative to available supply. The proposed 200 rooms to enter the market in 2018/19 will assist with some of this growing demand in the short-term. As shown in Chart 4.4 additional supply will be needed beyond this to meet growing room demand with the proposed increase of 464 rooms to immediately address some of this imbalance when it enters the market around Whilst the addition of the subject development will result in a short term drop in average occupancy, to more reasonable levels, by around 2024/25 the occupancy level will return to an average of 80%, which is still at the upper end of the capital city benchmarks (Refer Section 4.1.3). Existing establishments are expected to still be sustainable even with a short term drop in occupancy levels. Given the above average occupancy levels this market is currently operating in, a slight decline is not expected to result in the closure of any major commercial accommodation establishments. Taking into consideration the subject proposal of 464 rooms, the additional rooms are expected to add the sufficient level of supply needed to support the considerable growth in demand from the key markets longer term. Forecast Demand Melbourne Airport Area Chart , , , , , , , , ,000 Demand = occupancy Supply Source: Urbis 22 COMMERCIAL ACCOMMODATION SUPPLY URBIS REPORT_MELBOURNE AIRPORT HOTEL EIA_JUNE2017

160 5. NEED FOR HOTEL DEVELOPMENT The analysis in the preceding sections identify a need for hotel accommodation around Melbourne Airport. From a demand perspective, growth in passenger volumes, local residents and businesses shows a need for additional accommodation. From a supply perspective, the existing accommodation offer is currently stretched seen through high occupancy levels relative to Melbourne and other Capital Cities. Specifically, the need for additional hotel rooms is seen through the following key areas: Currently 33.9 million passengers move through the airport annually, of which 73% are domestic visitors. This is forecast to almost double to 64 million by Domestic visitors have a higher tendency to travel for business and visiting family or friends. Population growth within the City of Hume is forecast to grow by 2.7% per annum over the next ten years resulting in greater demand for accommodation by those visiting friends and family in the area. There are 13,500 businesses in the City of Hume which is expected to grow with a large area of land designated for employing uses on the airport precinct. The last five years has seen the number of businesses grow by 5%. Existing accommodation supply is stretched with very high occupancy which means improvements to facilities are unable to occur given the general lack of vacancy. The gap between demand and supply has been narrowing in recent years. As demand has strengthened, increasing by 37% since 2011, supply has not kept up, increasing by only 12% over this same period. The supply of hotel accommodation has been outpaced by demand resulting in high occupancy rates reaching 94% in November 2016, compared to the average for Melbourne and Sydney which both sit around 80%. Hotel revenue has increased by 30% over the last six years, reflecting strong demand for hotel accommodation and growth in average daily room rates and the depth in this market to support additional supply. Taking into account existing and future supply additions (including the subject development), and applying an average occupancy rate of 80%, annual room supply is estimated at 486,000. Based on forecast demand, this amount of supply is expected to be matched in 2024/25. This additional supply will result in a short-term drop in occupancy to more reasonable levels, however will return to higher levels in the longer-term. Future additions proposed in this market will not result in an oversupply of hotel rooms. Given the high occupancy levels being experienced and growth in demand from tourism, local residents and businesses, even with future approved supply additions (200 rooms), the proposed development will not result in an oversupply of accommodation or result in the closure of existing establishments. URBIS REPORT_MELBOURNE AIRPORT HOTEL EIA_JUNE2017 NEED FOR HOTEL DEVELOPMENT 23

161 6. EMPLOYMENT AND ECONOMIC CONTRIBUTION In this section, the quantifiable benefits of the proposed development are derived METHODOLOGY Analysis presented in this summary report uses REMPLAN economic modelling to assess current and potential economic impacts. REMPLAN is an Input-Output model that captures inter-industry relationships within an economy. It can assess the area-specific direct and flow-on implications across industry sectors in terms of employment, wages and salaries, output and value-added, allowing for analysis of impact at the state level. Key points regarding the workings or terminology of the model are as follows: REMPLAN uses either the value of investment or employment generation as the primary input. For this analysis, the value of total upfront investment has been used as the key input to assess the benefits of the construction phase, whereas future employment at the hotel and its facilities as well as the external café, is the input to assessing the on-going economic benefits of the operation phase. Outputs from the model include employment generated through the project and economic Gross Value Added at both the local and the state level. Employment generated includes all full-time and part-time jobs created over the life of the construction phase; or in terms of the on-going operations, total on-going jobs generated. Gross Value Added or GVA is a measure of the value of goods and services produced in an area, industry or sector of an economy during a certain period of time. In this case, GVA represents the total economic contribution of the project. Both the direct and indirect benefits are modelled for employment and value added: Direct refers to the effect felt within the industry where the investment is being made. For example, during the construction phase, new direct jobs are created within the construction industry. Indirect effects are 1) those felt within industries that supply goods to the industries directly affected and 2) to industries that benefit from the wages that are earned and spent by those employed within the industries directly affected. Economic benefits are modelled for the construction and the on-going operation phases. For both phases, the employment and value added numbers are presented on an annualised basis. Construction phase benefits accrue each year while the project is under construction (or a pro-rata basis for any part year construction period). On-going benefits accrue each year of operation. The following sub-sections present a summary of benefits for these two phases CONSTRUCTION PHASE The proposed development is estimated to have a total construction cost of around $95 million exclusive of GST over an anticipated construction timeframe of approximately 1.5 years. This equates to an annualised construction cost of some $69.7 million. As shown in Table 6.1, construction of the proposed development is estimated to generate 315 direct jobs for the equivalent of one year, and 797 jobs indirectly created. This is the equivalent to approximately $41 million in direct Gross Value Added (GVA) per year during the construction period, and $115 million in indirect GVA annually in constant 2017 dollar terms inclusive of GST. Over the 1.5 year construction period, total GVA would be around $156 million. All the direct benefits are expected to be felt within the City of Hume municipality (i.e. the construction investment is made in the City of Hume), with the spin-off effect benefiting both the municipality and the rest of the State. 24 EMPLOYMENT AND ECONOMIC CONTRIBUTION URBIS REPORT_MELBOURNE AIRPORT HOTEL EIA_JUNE2017

162 Construction Phase Benefits Proposed Hotel, Melbourne Airport Table 6.1 Direct Indirect Total Benefits Benefits Benefits Employment ,112 Gross Value Added (M$) Total full-time, part-time and casual jobs for the equivelant of one year of employment during construction. 2. Annual benefits measured in constant 2017 dollar value including GST. Source: REMPLAN; Urbis 6.3. OPERATION PHASE Potential annual economic benefits (in jobs and GVA) as a result of the development are estimated here. The number of direct jobs for the proposed development was estimated by referring to industry benchmarks and Urbis experience in staffing requirements for different land uses, based on the floorspace of each of these proposed uses. For example, hotels of this standard typically generate an employment requirement of 0.9 employers per room. Direct jobs are entered into REMPLAN to produce an estimate for indirect jobs and direct and indirect GVA. It is estimated that the proposed development would have the capacity to generate 588 direct jobs (full-time, part-time and casual) during the on-going operation of the hotel and associated food and beverage facilities, the majority of which are likely to be from the City of Hume, given the location of the development and the high worker containment in this area (i.e. residents living and working within the municipality). These direct jobs are estimated to induce a further 505 indirect jobs (full-time, part-time and casual) both within and beyond the municipality as a result of flow-on effects throughout the economy. There would be an estimated $125 million per annum in direct and indirect GVA contribution to the Victorian economy generated from the ongoing operation and management of the hotel and associated facilities. Operation Phase Benefits Proposed Hotel, Melbourne Airport Table 6.2 Direct Indirect Total Benefits Benefits Benefits Employment (At Full Capacity) 1 Employment ,093 Gross Value Added (M$) Total full-time, part-time and casual jobs for the equivelant of one year of employment during operation. 2. Annual benefits measured in constant 2017 dollar value including GST. Source: REMPLAN; Urbis Resident employment within the accommodation and food services sector represents the second highest employment sector at 25% within the City of Hume. The proposed hotel use is therefore considered to align with the skill sets of local workers. URBIS REPORT_MELBOURNE AIRPORT HOTEL EIA_JUNE2017 EMPLOYMENT AND ECONOMIC CONTRIBUTION 25

163 7. OTHER BENEFITS FROM INVESTMENT The analysis in the previous section quantified the economic benefits of the proposed development. It is also important to recognise how those benefits may manifest, particularly within the local area. In addition to the economic benefits, there are additional social impacts. Examples of how the development may benefit the area economically and socially are summarised below: Improved choice and quality of accommodation at Melbourne Airport The proposal seeks to provide a 464 room, star, dual branded hotel located opposite the Terminal Four car park. The offer will provide additional choice for visitors and improve the profile of accommodation options for Melbourne Airport. Increased competition With improved choice also comes increased competitiveness. Increased competition amongst hotel providers can lead to enhanced service and reduced prices for those needing accommodation. Provision of facilities for use by the local resident or employment base The proposed hotel facilities will set the offer apart and provide an improved level and scale of facilities for hotel guests, local residents and businesses to utilise (e.g. access to function facilities and meeting rooms). Greater employment opportunities During construction and operation, jobs will be created that local residents will have the opportunity to fill. Particularly during the operation phase, jobs will be available to those without formal qualifications, including large numbers of young workers. This is important in an area such as the City of Hume where youth unemployment is high. Support for local business This is two-fold. As the number of local businesses in the area grows, there will be greater need for accommodation. To support business travellers visiting these local businesses. From a local economy standpoint, additional visitors staying in the area will lead to increased demand for new or existing retail businesses. The increased number of visitors will provide a larger available spending market and the ability to enhance the size of the captive market for both surrounding and local retail businesses. Contribution to local tourism infrastructure The proposed development will provide support to the strategic goals of Melbourne Airport. This includes enhancing Victoria s growth through development of this critical transport infrastructure asset, creating employment opportunities in this location and commercial activity. Support airline requirements Domestic and international flight crews often require accommodation within proximity to the airport during overnight stays/layovers as an alternative to the CBD. As the number of aircraft movements through the airport increases to reach the forecast passenger volumes, accommodation requirements from airlines will increase. The proposed development will provide further support for this market close to the airport, rather than airlines having to transport staff into the CBD or other locations. 26 OTHER BENEFITS FROM INVESTMENT URBIS REPORT_MELBOURNE AIRPORT HOTEL EIA_JUNE2017

164 8. CONCLUSION Taking into account existing accommodation supply, and historic and future expected levels of demand, the analysis in this report indicates there will sufficient demand generated to absorb the additional room supply introduced by the new hotel at Melbourne Airport in the short term. As such the existing establishments will not be adversely affected to the extent that any hotels are closed. Ultimately, the offer available to the community; including passengers in transit, business guests and others visiting the local area; will only be enhanced by this proposed hotel development. Overall, it is expected that the development would provide a net economic benefit in terms of: Providing additional supply to meet growing demand so that occupancy and room rates do not exceed healthy levels Creating new jobs during construction and operation Providing capacity to accommodate additional visitors that would generate expenditure to local businesses in the area. URBIS REPORT_MELBOURNE AIRPORT HOTEL EIA_JUNE2017 CONCLUSION 27

165 DISCLAIMER This report is dated 2 June 2017 and incorporates information and events up to that date only and excludes any information arising, or event occurring, after that date which may affect the validity of Urbis Pty Ltd s (Urbis) opinion in this report. Urbis prepared this report on the instructions, and for the benefit only, of Melbourne Airport (Instructing Party) for the purpose of Economic Impact Assessment (Purpose) and not for any other purpose or use. To the extent permitted by applicable law, Urbis expressly disclaims all liability, whether direct or indirect, to the Instructing Party which relies or purports to rely on this report for any purpose other than the Purpose, and to any other person which relies or purports to rely on this report for any purpose whatsoever (including the Purpose). In preparing this report, Urbis was required to make judgements which may be affected by unforeseen future events, the likelihood and effects of which are not capable of precise assessment. All surveys, forecasts, projections and recommendations contained in or associated with this report are made in good faith and on the basis of information supplied to Urbis at the date of this report, and upon which Urbis relied. Achievement of the projections and budgets set out in this report will depend, among other things, on the actions of others over which Urbis has no control. In preparing this report, Urbis may rely on or refer to documents in a language other than English, which Urbis may arrange to be translated. Urbis is not responsible for the accuracy or completeness of such translations and disclaims any liability for any statement or opinion made in this report being inaccurate or incomplete arising from such translations. Whilst Urbis has made all reasonable inquiries it believes necessary in preparing this report, it is not responsible for determining the completeness or accuracy of information provided to it. Urbis (including its officers and personnel) is not liable for any errors or omissions, including in information provided by the Instructing Party or another person or upon which Urbis relies, provided that such errors or omissions are not made by Urbis recklessly or in bad faith. This report has been prepared with due care and diligence by Urbis and the statements and opinions given by Urbis in this report are given in good faith and in the reasonable belief that they are correct and not misleading, subject to the limitations above. 28 DISCLAIMER URBIS REPORT_MELBOURNE AIRPORT HOTEL EIA_JUNE2017

166

167 APPENDICES URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017

168 APPENDIX G CULTURAL HERITAGE REPORT URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017 APPENDICES

169 Melbourne Airport Hotel, Tullamarine, Victoria: Cultural Heritage Assessment Prepared for Australia Pacific Airports (Melbourne) 31 May 2017

170 Biosis offices AUSTRALIAN CAPITAL TERRITORY Canberra Floor 1, Unit 3, 38 Essington Street Mitchell ACT 2911 Phone: (02) NEW SOUTH WALES Newcastle 39 Platt Street Waratah NSW 2298 Phone: (02) Document information Report to: Prepared by: Biosis project no.: File name: Citation: Australia Pacific Airports (Melbourne) Kym Oataway AirportHotel.CHDDA.DFT.KO docx Biosis (2017). Melbourne Airport Hotel, Tullamarine, Victoria: Cultural Heritage Assessment. Report to Australia Pacific Airport (Melbourne). Author: K. Oataway, Biosis Pty Ltd, Melbourne. Project no Sydney Unit 14, Power Avenue Alexandria NSW 2015 Phone: (02) Document Control Version Internal reviewer Date issued Wollongong 8 Tate Street Wollongong NSW 2500 Phone: (02) wollongong@biosis.com.au Draft version 01 AJH 30/05/2017 Final version 01 KO 31/05/2017 QUEENSLAND Brisbane Suite 4 First Floor, 72 Wickham Street Fortitude Valley QLD 4006 Phone: (07) brisbane@biosis.com.au VICTORIA Ballarat 506 Macarthur Street Ballarat VIC 3350 Phone: (03) ballarat@biosis.com.au Melbourne (Head Office) 38 Bertie Street Port Melbourne VIC 3207 Phone: (03) Fax: (03) melbourne@biosis.com.au Wangaratta 16 Templeton Street (PO Box 943) Wangaratta VIC 3677 Phone: (03) wangaratta@biosis.com.au Biosis Pty Ltd This document is and shall remain the property of Biosis Pty Ltd. The document may only be used for the purposes for which it was commissioned and in accordance with the Terms of the Engagement for the commission. Unauthorised use of this document in any form whatsoever is prohibited. Biosis Pty Ltd has completed this assessment in accordance with the relevant federal, state and local legislation and current industry best practice. The company accepts no liability for any damages or loss incurred as a result of reliance placed upon the report content or for any purpose other than that for which it was intended. Biosis 2017 Leaders in Ecology and Heritage Consulting i

171 Summary This report documents the findings of a cultural heritage assessment (CHA) for the proposed Melbourne Airport Hotel, Tullamarine Victoria. The purpose of the CHA is to provide information on the archaeological and cultural heritage values of the study area and provide advice with regards to the EPBC Act 1999, Aboriginal Heritage Act 2006 and the Heritage Act 1995, specifically the obligations under these Acts. The study area is located directly south of the new Terminal 4 buildings at Melbourne Airport, on the corner of Grants Road and Service Road, Melbourne Airport, Tullamarine, Victoria within Lot 12 TP This portion of land was first developed as part of Melbourne Airport in the 1960s and has continued to be expanded upon up to the current day. Previous archaeological assessments within close proximity of the study area suggest a low likelihood of Aboriginal or historical places due to the history of land disturbance. Historical aerials confirm that extensive disturbance has occurred across the site with the natural soils having been stripped during Airport, road and associated facility construction. As such, it is considered that the potential for Aboriginal or historical cultural material to be impacted by the proposed works is very unlikely. The principle instrument used to manage impacts to heritage at Melbourne Airport is the Environment Protection and Biodiversity Conservation Act 1999 (EPBC Act), as the Airport is located on Commonwealth land. Typically impacts to Aboriginal or historical heritage are still managed under the State processes outlined in the Victorian Aboriginal Heritage Act 2006 and Heritage Act 1995 to ensure that local industry best practices are complied with. There is no statutory requirement for a cultural heritage management plan (CHMP) under the Aboriginal Heritage Act Under Regulation 6 of the Aboriginal Heritage Regulations 2007, a cultural heritage management plan is required if the study area is in an area of cultural heritage sensitivity (CHS) AND the activity is a high impact activity. The study area is not in an area of CHS under the Aboriginal Heritage Regulations 2007 and has been subject to Significant Ground Disturbance (SGD) across its entire extent. There is not a statutory requirement for a permit under the Heritage Act There are no registered places or objects in the study area. This cultural heritage assessment was completed by Kym Oataway, Biosis Pty Ltd. Kym is a full qualified cultural heritage advisor as specified in the requirements of the Aboriginal Heritage Act Recommendations Based on this cultural heritage assessment, Biosis Pty Ltd advises that: No further heritage assessments or approvals under the Aboriginal Heritage Act 2006 or Heritage Act 1995 are required for works to proceed. While no mandatory approval requirements are required for the proposed development under the Aboriginal Heritage Act 2006, contingency plans in case of unexpected discovery of human remains or Aboriginal cultural material should be enacted if encountered (see Section 5). Biosis 2017 Leaders in Ecology and Heritage Consulting i

172 Table of Contents Summary... i Recommendations... i 1. Introduction Assessment Objectives Study Area Proposed Impacts Heritage Advisor Consultation Background Research Land Use Environmental Background Aboriginal Heritage Historical Heritage Place Prediction Model Legislative Considerations EPBC Act Aboriginal Heritage Historic Heritage Conclusion Recommendations Contigency Plans Unexpected Discovery of Human Remains Unexpected Discovery of Aboriginal Cultural Heritage Material Unexpected Discovery of Historical Heritage Material Bibliography List of Figures Figure 1. Location of the study area... 3 Figure 2. Aboriginal and historical heritage in proximity to the study area... 7 List of Plates Plate 1: Melbourne Airport construction excavation 1960s (Melbourne Airport)... 4 Plate 2: Melbourne Airport aerial photograph of construction 1960s (Melbourne Airport)... 4 Plate 3 Aerial Imagery MELBOURNE 1989 PROJECT (12/1989), study area marked in red... 5 Biosis 2017 Leaders in Ecology and Heritage Consulting ii

173 1. Introduction This report documents the findings of a CHA for the proposed Melbourne Airport Hotel to be constructed just south of Terminal 4, Melbourne Airport. The purpose of the CHA is to provide information on the archaeological and cultural heritage values of the study area and provide advice with regards to the EPBC Act 1999, Aboriginal Heritage Act 2006 and the Heritage Act 1995, specifically the obligations under these Acts. 1.1 Assessment Objectives The major objectives for the cultural heritage assessment are: To search the Victorian Aboriginal Heritage Register (VAHR) maintained by the OAAV, the Victorian Heritage Register (VHR) and Inventory maintained by HV, the National Trust Register and the local government Heritage Overlay within the vicinity of the study area. To investigate land use history of the study area. To review previous archaeological studies within the vicinity of the study area. Provide advice on obligations under the EPBC Act 1999, Aboriginal Heritage Act 2006 and the Heritage Act Study Area The study area is approximately 6,887 square metres and is on the corner of Grants Road and Service Road, Melbourne Airport, Tullamarine, Victoria within Lot 12 TP The study area is nominated as Commonwealth Land, surrounded by the Hume Local Government Area (LGA). The surrounding land is heavily commercialised, consisting almost exclusively of airport amenities and associated roads, along with planted vegetation. 1.3 Proposed Impacts The construction of the Melbourne Airport Hotel will include: Clearance of temporary sheds, Hanna s Café and car parking facilities. Construction of a multi-story hotel on the site. Ancillary infrastructure, including paved parking and vehicle access utility upgrades and installation and landscaping works. The establishment of the Melbourne Airport Hotel will involve subsurface impacts that will potential harm Aboriginal or historical heritage values if present. 1.4 Heritage Advisor The Heritage Advisor (HA) for this CHA is Kym Oataway. Kym Oataway BArch (Hons) La Trobe University, Bundoora Biosis 2017 Leaders in Ecology and Heritage Consulting 1

174 Kym has over seven years experience in cultural heritage management in Victoria. Her qualifications include a Bachelor of Archaeology with Honours, at La Trobe University, Bundoora where she undertook a project investigating the presence of children in the archaeological record at Casselden Place, a well-known historical place in Melbourne's central business district. During her time as a cultural heritage advisor Kym has completed over 50 CHMPs and a range of due diligence and historical assessments. She has also supervised and reported on the salvage of several Aboriginal and historical places. Her skills include Aboriginal and historical place identification and recording, survey and subsurface archaeological testing and excavation, project research, geographic information systems (GIS) mapping, report writing and stakeholder liaison. Kym has worked across the state of Victoria building relationships with a wide range of Traditional Owner groups, clients and industries to achieve the best outcomes for all stakeholders. Kym is a fully qualified HA as specified in the requirements of the Aboriginal Heritage Act Consultation No consultation with Aboriginal communities or State regulatory bodies has been undertaken for this cultural heritage assessment. Biosis 2017 Leaders in Ecology and Heritage Consulting 2

175 Ct East St Rd Fwy Section Rd Hwy Providence Rd Lane Carroll Hume Melba Swain St Perimeter Rd Sunbury Rd Western Calder Fwy Fwy Princes Fwy Western RingRd Eastern Nepean Hwy Monash Fwy North Rd Fwy Moun tain Hwy Maroondah Hwy Warbu rton Hwy North Glide Rd Distance Rd Rd East Glide M o oneeponds Creek Mansfield Rd Met Rd Fire Station Rd Marker Aru ndel Creek Barbiston Rd Mcnabs Rd Arundel Creek Power Rd Airways St Tower Rd Store St Plant Rd Incinerator Rd Melbourne Airport! Haul Rd Airside Rd Departure Arrival Bonney Depot Dr Centre Rd Dr Grants Rd Dr Caldwell Dr Quarry Gowrie Park Dr Francis Apac Dr Rd Melbourne Terminal Dr Briggs Rd Dr Tullamarine Fwy Melrose Dr Victoria St Western Av Wright St Tattenham Cambridge Gardens Sediment Trap Mercer Dr Bamford Copeland Sandham HytonCl Western Av Rd Rd Hillcrest Ct Threadneedle St Av Hornsby Grange Pl Av Dr St Operations Rd South Localiser Rd Golf Dr South Centre Rd Cargo Rd Link Rd Melrose Dr Springbank Strathconnon Sq Steele Creek North Branch Marmal Ct Henderson Post Office St Trade Park Dr Derby St Rd Millar Hewitt Way Garden Dr Catalina Dr Dakota Ct Rd Koronis Rd Marib y r n o ng River Legend Study area Browns Rd Acknowledgement:VicMap Data State of Victoria Aru ndel Creek Arundel Rd Steele Cree k Jets Ct Reid Way Steele Creek Steele Creek Lambeck Dr Sky Rd South Centre Rd Sky Rd Steele Creek North International Sq Fisher Aviation Pl Dawson Gr Remo Pl St Sperry Dr Catherine Av Janus St Judy St Mclaren St Jillian St Spring May St Dorothy St Phelan Ct Coonamar St Gordon St St Biosis Pty Ltd Ballarat, Brisbane, Canberra, Hobart, Melbourne, Newcastle, Sydney, Wangaratta & Wollongong Figure 1 Location of the study area Matter: 25057, Date: 29 May 2017, Checked by: KO, Drawn by: SSK, Last edited by: skumar Location:P:\16900s\ THIRD RUNWAY MASTER FOLDER\Mapping\25057_F1_Locality.mxd ± Metres Scale A4, GDA 1994 MGA Zone 55 3

176 2. Background Research There are a large number of identified Aboriginal and Historical cultural heritage values located within the project area. The places have been identified under heritage surveys, Cultural Heritage Management Plans (CHMPs) and Historical Archaeological Survey Reports (HSARs) completed for Airport and Business Park developments across the project area. Background research has been taken from these reports as they have comprehensively considered heritage values of the study area. 2.1 Land Use The study area has been subject to significant construction works associated with the construction of Melbourne Airport that are likely to have destroyed or severely disturbed Aboriginal cultural heritage if it was present. These works began in 1962 (Australia Pacific Airports Corporation Ltd, 2010). The construction of the runways involved significant earthworks in sub soils (Plate 1) and will have removed surface soils in the majority of construction areas. Runway construction preceded the construction of terminal infrastructure, which was not finished until the early 1970s (Plate 2). The results of the survey for the Runway Development Program (RDP) CHMP (Ford, James-Lee, Houghton, Ashton, & Vines, 2017) has confirmed that the study area is located in an area that has been heavily disturbed by cut and fill operations associated with the original runway construction and subsequent Airport upgrades. Plate 1: Melbourne Airport construction excavation 1960s (Melbourne Airport) Plate 2: Melbourne Airport aerial photograph of construction 1960s (Melbourne Airport) Aerial Imagery from 1989 (Plate 3) shows the study area to have been cleared, with the buildings currently located on the property, having already been constructed. The impacts of the Airport construction is still visible in 1989 on the surrounding landscape to the south and west which was still open, cleared land at this time. Biosis 2017 Leaders in Ecology and Heritage Consulting 4

177 Plate 3 Aerial Imagery MELBOURNE 1989 PROJECT (12/1989), study area marked in red 2.2 Environmental Background The study area is located on modified basalt plains between the Arundal and Moonee Ponds Creeks. The landform on which the study area is located consists of basalts plains, which are typically characterised by shallow dark gradational clay soils over basalt. Tree cover on the basalt plains prior to European settlement would have been sparse and largely consisted of grasslands. Subsequent European settlement modified the majority of this landform vegetation for agricultural and pastoral purposes with the allotment currently containing some mown vegetation along the road edges, planted garden bed vegetation. Planted amenity trees and scattered native forbs. 2.3 Aboriginal Heritage A search of the VAHR indicates that no Aboriginal places have been recorded in the study area. Within the wider APAM land, there are 81 registered Aboriginal cultural heritage places, consisting of 208 place components. Predominantly, these places are artefact scatters (n=68 components) or Low Density Artefact Distributions (LDADs, a new form of recording artefact scatters with densities less than 10 artefacts per every 10 square metres) (n=128 components). In addition six scarred trees, five earth features and one silcrete quarry are located on Melbourne Airport land. Of the recorded artefact scatters and LDAD places within the project area, the majority consist of low density surface deposits of artefacts which have been revealed in areas of ground disturbance and erosion. However, the artefacts, most commonly identified as materials of quartz and silcrete, have also been identified in Biosis 2017 Leaders in Ecology and Heritage Consulting 5

178 subsurface components to depths of around 300 millimetres. Along the Maribyrnong River terraces, these subsurface deposits have been found to continue in high concentrations at depths below one metre. These Aboriginal places have been identified despite high levels of ground disturbance which has occurred across airport land during its pastoral history and during the construction and maintenance of Melbourne Airport. The closest Aboriginal place recorded within proximity of the study area is Greenhill Street 2, VAHR This place is a low density artefact scatter consisting of three silcrete artefacts identified during an archaeological survey of the Melbourne Airport East precinct (Clark, Langberg, & George, 1999). The location of this Aboriginal place is now within the paved long term carpark. While no salvage documentation has been lodged with the VAHR, it can be assumed that this site has been destroyed. 2.4 Historical Heritage The Tullamarine area was settled early in Melbourne's history with the open grassland along the Maribyrnong River, Deep Creek and Jacksons Creek being some of the first to be grazed by new settlers. These activities led to the establishment of large pastoral stations from the 1840s, with smaller parcel land sales in the 1850s. The parcels were often purchased by speculators who further subdivided them and sold or leased to tenant farmers. The greater APAM land was largely used for farming purposes until the 1960s and the development of Melbourne Airport. Land clearance activities, included the demolition of buildings, has since been undertaken. Within the greater APAM land, evidence of early European periods of occupation are found, with foundations of several large homesteads and ancillary buildings remaining. However, there is no evidence of European occupation within the current study area. There are currently 18 known historical cultural heritage places located within the APAM land, relating to the early settlement of the Tullamarine area. The closest identified historic place to the study area is Seafield Farm and Seafield National School approximately 1.5 kilometres to the south-west of the study area. 2.5 Place Prediction Model Previous archaeological assessments within close proximity of the study area suggest a low likelihood of Aboriginal or historical places within the study area due to the history of land disturbance. Aboriginal heritage consisting of low density artefact scatters may occur in surviving natural soil surfaces if present. Based on reviews of historic plans and aerials, historical heritage features are unlikely to have been present in the study area and if present would have been unlikely to survive impacts associated with the construction of runways and associated infrastructure. Biosis 2017 Leaders in Ecology and Heritage Consulting 6

179 Ct Ct St Glencairn Cl Deep Creek Old Bulla Rd Section Rd Carroll Providence Rd Lane Swain St Dumfries Galashiels Tce Elphinstone Tce Queensferry Dunbar Pl Greenock Lam ark Ct Ct Bvd Inverness Jedburgh Pl Dundee Buchanan M ews Pl Dr Kintyre Ct Erskine Murray Ct Seton Cl Brechin Ct Barrymore Rd Annan Ct Largs Ct Hawick Ct Berwick Pl Mossgiel Av Boswell Ct Ct Cameron Ct Rose Ct Mcguire Ct Keller Cl Barlby Ct Calder Fwy Melton Western Hwy Fwy Western Ballarat Rd Ring Rd Citylink Hume Fwy Hume Hwy Metropolitan Eastern Ring Rd Fwy Perimeter Rd Distance Rd Macbean Ct Mackay Montrose Ct Drummond Way Swinton Elliot Ct Cliveden Ct Palamino St Sainsbury Ct Glaisdale Ct Attwood Creek Berkley Ct Valley Ct West Gate Fwy Legend Study area 3km buffer of study area Mickleham Rd Reasoning Deep Creek European heritage place Mansfield Rd Registered Aboriginal place Oakbank Rd Del Mar Ct Santa Monica Dr Avila Pl Kiuna Rd Highland Rd Taylors Creek Petrik Dr Mar Calder Fwy Old Calder Hwy ibyrnong River Bassett Rd Barbiston Rd Panton Dr Koronis Arundel Creek Acknowledgements: State Government of Victoria - VicMap - Nearmap Rd Overnewton Rd Mcnabs Rd Arund el Creek Arundel Creek Tower Rd Power Rd Airways St Store St Met Rd Plant Rd Incinerator Browns Rd Rd Arundel Rd Maribyrnong River Melbourne Airport Operations Rd Golf Dr Haul Rd Airside Rd Lillee Jets Ct Cr Lambeck Dr East St Caldwell Dr Terminal Dr Francis BriggsRd Steele Creek Apac Dr South Centre Rd Sky Rd Annandale Rd Cargo Rd Link Rd Sky Rd Western Av Victoria St Moon ee Wright St Trade Park Dr International Tarmac Dr Roma Ct Gr Fisher Ponds Gela Ct Ct Tattenham Baron Sandham Fielders Walk HytonCl Post Office St Sq Copeland Churchill Athena Cl Rd Sperry Dr Burgess Janus St St Av C reek Derby St Henderson Rd Burvale Jillian St Mclaren St Rd Western Parkhill Ct Hillcrest Dr Hewitt Way Bamford Garden Dr Boyse Ct Catherine Av Learmonth St Ct Spring Ct Micheline St St Wolfson Ct Grange Pl Jamesina Arjay Ct Dakota Ct Sabre Ct Trinity Peterborough Ct Ashford Cr Evita Tce May St Dorothy St Av Gordon St Trumpington Ct Christopher Koala Kent Way Cr Rd Maddingley CustomRd Phelan Duncan Ct Tadstan Beecroft Dr Global Tullamarine Fwy Eumarella St Ct Dr Kings College Ct Bvd Cr Swan Rosto Ct Av Avion Pl Glencara Cl Av International Hercules St St Cherie Dr CatalinaDr Melrose Dr Broadmeadows Rd Mickleham Rd Birch Tce Mickleham Rd Hopetoun Av Monaco Ct Ct Paramount Ct Sycamore Bateman Marjon Dr Av St St Bent Reade Pl Mooar Ct Latimer Pl Garryowen Tce Woodstock Lackenheath Shawlands Dr Cl Felgate Banksia Gr Stradishall Way Pershore Tangemere Melrose Dr Waratah Av Ct Chandos Pl Alanbrae Tce Ct Trollaby Cl Dolphin Ct Av SnaefellCr Dr Chisholm Cl Aylesbury Melrose Ct Bramcote Dr Forman St Dr InnkeepersWay Westmeadows Fawkner St Tylden Pl Booth Ct Prior Carrick Dr Mirabella Dr Barclay Cl Cr Altair Ct Lamplight Way Alanbrae The Crest Coghill St Broadmeadows RylandesDr Gladstone Park Dr Ardlie St South North Circular Dalton Pl Elmhurst Joel Pl Broad St Oakhurst Ct Jessop Ct Av Rd Goya Ct Lloyds Pl Samara Forest Ct Bladen Pl Way Willowbank Way HighcliffeCl Pendle Cl Gr The Chadwick Lane Circular Rd Trentham Kenny St Black St InglewoodCt Conifer Dr Circuit Tce Attwood Creek Wolverton EllesmereCr Derwent Cl Sulby Pl Beresford Sherbourne Rd Dr ClaredaleAv Stonebridge Vaucluse Cr Harricks Cr Glendale Pl Wiltshire Rd Grantley Dr Harcourt Ct Roper Ct Katrina Dr Windermere Cr Manor Ct Cassandra Dr Carrick Elms Ct Riddell St Rd Deviation Rd Tullamarine Carrick Dr Western Ring Rd Cromer Ct Baxter Cr Lenoak Dr Iris Ct Av St Bluebell Cr DaffodilCt Figure 2 Aboriginal and historical heritage in proximity to the study area ,150 Metres Scale: A3 Coordinate System: GDA 1994 MGA Zone 55 ± Biosis Pty Ltd Ballarat, Brisbane, Canberra, Hobart, Melbourne, Newcastle, Sydney, Wangaratta & Wollongong Matter: 25057, Date: 29 May 2017, Checked by: KO, Drawn by: SSK, Last edited by: skumar Location:P:\16900s\ THIRD RUNWAY MASTER 7

180 3. Legislative Considerations The Airports Act 1996 and Airports (Environment Protection) Regulations 1997 require operators of undertakings at airports to take all reasonable and practicable measures to protect heritage values. The principle instrument used to manage impacts to heritage at Melbourne Airport is the Environment Protection and Biodiversity Conservation Act 1999 (EPBC Act), as the Airport is located on Commonwealth land. Typically impacts to Aboriginal or historical heritage are still managed under the State processes outlined in the Victorian Aboriginal Heritage Act 2006 and Heritage Act 1995 to ensure that local industry best practices are complied with. 3.1 EPBC Act No impacts are occurring to heritage values of national significance and there are no further requirements under the EPBC Act. 3.2 Aboriginal Heritage There is no requirement for a mandatory CHMP under the Aboriginal Heritage Act Under Regulation 6 of the Aboriginal Heritage Regulations 2007, a CHMP is required if the study area is in an area of CHS AND the activity is a high impact activity. The activity is considered a high impact activity under Regulation 43 Buildings and works for specified uses. The study area is not located in an area of cultural heritage sensitivity. While no mandatory approval requirements are required for the proposed development under the Aboriginal Heritage Act 2006, contingency plans in case of unexpected discovery of human remains or Aboriginal cultural material should be enacted if encountered. 3.3 Historic Heritage There is no requirement for a permit under the Heritage Act Under section 67(1) of the Heritage Act 1995 a person may apply to the Executive Director, HV for a permit to carry out works or activities in relation to a registered place or registered object. There are no registered places or objects in the study area and the potential of encountering these heritage values is very low. Biosis 2017 Leaders in Ecology and Heritage Consulting 8

181 4. Conclusion The study area is located to the west of the airside boundary of Melbourne Airport within the associated industrial and logistics park, which was first developed in the 1960s following the construction of the northsouth runway and has continued to be expanded upon up to the current day. Previous archaeological assessments within close proximity of the study area suggest a low likelihood of Aboriginal or historical places within the study area due to the history of land disturbance. This is supported by the results of the RDP CHMP investigations (Ford, James-Lee, Houghton, Ashton, & Vines, 2017) which included land directly south of the current study area, within the same industrial area. Aboriginal heritage consisting of low density artefact scatters may occur in surviving natural soil surfaces if present. However previous investigation in this area has confirmed that extensive disturbance has occurred across the site and natural soils are very unlikely to remain. As disturbance has been well documented in this instance no further investigations are required for heritage. There is no requirement for a CHMP under the Aboriginal Heritage Act Under Regulation 6 of the Aboriginal Heritage Regulations 2007, a CHMP is required if the study area is in an area of CHS AND the activity is a high impact activity. The study area is not in an area of CHS under the Aboriginal Heritage Regulations While no mandatory approval requirements are required for the proposed development under the Aboriginal Heritage Act 2006, contingency plans in case of unexpected discovery of human remains or Aboriginal cultural material should be enacted if encountered. There is no requirement for a permit under the Heritage Act There are no registered places or objects in the study area. 4.1 Recommendations Based on this cultural heritage assessment, Biosis advises that: No further heritage assessments or approvals under the Aboriginal Heritage Act 2006 or Heritage Act 1995 are required for works to proceed. While no mandatory approval requirements are required for the proposed development, contingency plans in case of unexpected discovery of human remains or Aboriginal cultural material should be enacted if encountered (see Section 5). Biosis 2017 Leaders in Ecology and Heritage Consulting 9

182 5. Contigency Plans This section contains a strategy to manage unexpected cultural heritage found during the course of the activity. The contingency plans provide a structured framework in which to refer to during the activity. 5.1 Unexpected Discovery of Human Remains If suspected human remains are discovered, you must contact the Victoria Police and the State Coroner's Office immediately. If there are reasonable grounds to believe that the remains are Aboriginal, the Coronial Admissions and Enquiries hotline must be contacted on This advice has been developed further and is described in the following 5 step contingency plan. Any such discovery in the study area must follow these steps. 1 Discovery 2 Notification If suspected human remains are discovered, all activity in the vicinity must stop. The remains must be left in place, and protected from harm or damage. Once suspected human remains have been found, the Coroners Office and Victoria Police must be notified immediately If there is reasonable grounds to believe that the remains are Aboriginal Ancestral Remains, the Coronial Admissions and Enquiries hotline must be contacted on All details of the location and nature of the human remains must be provided to the relevant authorities If it is confirmed by these authorities that the discovered remains are Aboriginal Ancestral Remains, the person responsible for the activity must, as soon as practicable, report the existence of the Aboriginal Ancestral Remains to the Victorian Aboriginal Heritage Council in accordance with Section 17 of the Aboriginal Heritage Act Impact Mitigation or Salvage The Victorian Aboriginal Heritage Council, after taking reasonable steps to consult with any Aboriginal person or body with an interest in the Aboriginal Ancestral Remains, will determine the appropriate course of action as required by Section18(2)(b) of the Aboriginal Heritage Act 2006 An appropriate impact mitigation or salvage strategy as determined by the Victorian Aboriginal Heritage Council must be implemented by Australia Pacific Airports (Melbourne) or the project Contractor. 4 Curation and further analysis 5 Reburial The treatment of salvaged Aboriginal Ancestral Remains must be in accordance with the direction of the Victorian Aboriginal Heritage Council. Biosis 2017 Leaders in Ecology and Heritage Consulting 10

183 Any reburial site(s) must be fully documented by an experienced and qualified archaeologist, clearly marked and all details provided to the VAHR Appropriate management measures must be implemented to ensure that the remains are not disturbed in the future. 5.2 Unexpected Discovery of Aboriginal Cultural Heritage Material If Aboriginal cultural heritage material is found, works must stop in the relevant area and the following process be followed: 1. Work must immediately stop in the area within a buffer zone of 20 metres from the Aboriginal cultural heritage material. 2. The person in charge of the activity must notify a CHA of the identification of Aboriginal cultural heritage material within 24 hours if its discovery. 3. If confirmed to be Aboriginal cultural heritage material, you must obtain a CHMP or cultural heritage permit before works can recommence. 5.3 Unexpected Discovery of Historical Heritage Material If historical heritage material is found, works must stop in the relevant area and the following process be followed: 1. Work must immediately stop in the area within a buffer zone of 20 metres from the historical heritage material. 2. The person in charge of the activity must notify a CHA of the identification of historical heritage material within 24 hours if its discovery. 3. If confirmed to be historical heritage material, you must obtain a permit or consent before works can recommence. Biosis 2017 Leaders in Ecology and Heritage Consulting 11

184 Bibliography Australia Pacific Airports Corporation Ltd. (2010) Annual report. Melbourne: Australia Pacific Airports Corporation Ltd. Clark, V., Langberg, V., & George, F. (1999). A Cultural Heritage Study of Melbourne Airport between Melrose Drive and the. Essendon: Dr Vincent Clark and Associates. Ford, A., James-Lee, T., Houghton, K., Ashton, R., & Vines, G. (2017). Runway Development Program, Melbourne Airport, Tullamatine, Victoria: Cultural Heritage Management Plan Port Melbourne: Biosis Pty Ltd. Biosis 2017 Leaders in Ecology and Heritage Consulting 12

185 APPENDICES URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017

186 APPENDIX H FLORA & FAUNA ASSESSMENT URBIS MA10279_R0003_PREMILINARY DRAFT MDP DECEMBER 2017 APPENDICES

187 1 December 2017 Tim Mills Property Development Manager Australia Pacific Airports (Melbourne) Locked Bag 16 Tullamarine VIC 3043 Dear Tim Flora and fauna assessment for proposed hotel at Melbourne Airport Project no Biosis Pty Ltd was commissioned by Australia Pacific Airports Melbourne (APAM) to complete a flora and fauna assessment of an area of land located on the corner of Grants Road and Service Road, Melbourne Airport, Tullamarine, Victoria. The study area is located on Commonwealth land associated with Melbourne Airport and encompasses an area of approximately 6,887 square metres. A hotel is proposed to be developed on the site, which will be subject to a Major Development Plan (MDP) under the Commonwealth Airports Act The objectives of the flora and fauna assessment were to: Undertake a site assessment to document the vegetation and habitat values present, and ascertain whether the study area supports any threatened species or ecological communities listed under the Commonwealth Environment Protection and Biodiversity Conservation Act 1999 (EPBC Act). Examine the implications of the EPBC Act on the proposed development. Provide advice and recommendations regarding any further assessments that may be required. Site assessment An inspection of the study area was undertaken on 23 May 2015 by Tim Dredge (Field Botanist, Biosis) to document the vegetation and habitat value of the site. Vegetation within the study area was surveyed, and plant species observed were recorded. Trees within the study area were assessed to determine whether they had been planted or were remnant, and the Diameter at Breast Height (DBH) of each tree was recorded. All other non-native or planted vegetation was excluded from mapping. The study area has been heavily disturbed in the past, through construction of Melbourne Airport and associated commercial developments. It consists predominately of buildings and a gravel car park, however it also supports areas of introduced grasses along mown road edges, planted garden bed vegetation, planted amenity trees and scattered native forbs. Introduced mown vegetation along the road verges was found to support common introduced flora species such as Flatweed Hypochaeris radicata, Kikuyu Cenchrus Biosis Pty Ltd Melbourne Resource Group 38 Bertie Street (PO Box 489) Phone: ACN Port Melbourne VIC 3207 Fax: ABN melbourne@biosis.com.au biosis.com.au

188 clandestinus, Spear Thistle Cirsium Vulgare, Chickweed Stellaria media, Galenia Galenia pubescens var. pubescens, Soursob Oxalis pes-caprae along with the indigenous Common Cotula Cotula australis. Garden beds supported a variety of planted species, mostly exotic, with some non-indigenous cultivars of native plants. The site supported eight planted Sugar Gum Eucalyptus cladocalyx, one unidentifiable nonindigenous planted Eucalypt (Eucalypts sp.) and scattered native forbs such as Berry Saltbush Atriplex semibaccata. Two noxious weeds were recorded within the study area: Spear Thistle Cirsium vulgare and African Box-thorn Lycium ferocissimum. A summary of the ecological features of the study area is provided in Table 1. Details on the planted trees identified within the study area are provided in Table 2. Table 1 Summary of ecological features/habitat values Vegetation Description Location Significant values Introduced grasses Road verges and lawns consisted of introduced grasses and forbs, including Galenia, Soursob and Kikuyu. One noxious weed (Spear Thistle) is present in these areas in low abundance. Along and adjacent to Service Road for almost the full length of the site. These areas do not support any significant ecological values. No EPBC Act listed ecological communities or species are present in these areas and such habitat offers limited value to local fauna. EPBC Act listed species, including Golden Sun Moth Synemon plana and Striped Legless Lizard Delma impar are very unlikely to occur within areas of this vegetation type. Landscaped garden beds Landscaped garden beds consist of a wide variety of planted exotic and native cultivar vegetation. These features occur amongst existing buildings. The plant species present within landscaped garden beds are unlikely to provide any significant habitat value for local fauna populations. Planted trees Eight Sugar Gums are present on site. No hollows were observed in any of these trees. One unidentifiable planted Eucalypt with no hollows. Five trees are located along Grants Road, and three along Service Road. Within the garden bed near the middle of the study area. No significant ecological value. Some common fauna species may forage and roost within these trees. The EPBC Act listed Grey-headed Flying-fox Pteropus poliocephalus may forage within these trees on occasion, however the species is not expected to make significant or regular use of this resource. Man-made features Man-made features include existing buildings, walkways and carparks. Areas of gravel occur amongst these features, and contain scattered occurrences of the native forb Berry Saltbush and the noxious weed African Box-thorn. Located throughout the study area. No significant ecological values present. African Box-thorn is a noxious weed within the Port Phillip and Westernport Catchment. Biosis 2017 Leaders in Ecology and Heritage Consulting 2

189 Plate 1 Introduced grasses located on mown road verges Plate 2 Landscaped garden bed vegetation located amongst existing buildings and walkways Biosis 2017 Leaders in Ecology and Heritage Consulting 3

190 Plate 3 Planted Sugar Gums located along Service Road Table 1 Planted trees recorded within the study area Tree number (Figure 1) Species Common name Diameter at breast height (DBH) 1 Eucalyptus cladocalyx Sugar Gum 12 cm 2 Eucalyptus cladocalyx Sugar Gum 18 cm 3 Eucalyptus cladocalyx Sugar Gum 14 cm 4 Eucalypts sp. Unidentifiable non-indigenous planted Eucalypt 49 cm 5 Eucalyptus cladocalyx Sugar Gum 90 cm 6 Eucalyptus cladocalyx Sugar Gum 62 cm 7 Eucalyptus cladocalyx Sugar Gum 55 cm 8 Eucalyptus cladocalyx Sugar Gum 50 cm 9 Eucalyptus cladocalyx Sugar Gum 65 cm Biosis 2017 Leaders in Ecology and Heritage Consulting 4

191 Service Rd Departure Dr HUME CITY Centre Rd Tullamarine Melbourne Fwy Dr Melrose Dr Grants Rd Legend Study area Scattered trees GF Sugar Gum GF Unknown non-indigenous Eucalypt 9 GF GF GF 8 7 GF 6 GF 5 3 GF GF GF 2 1 GF 4 Figure 1 Location of study area and vegetation Metres Scale: A3 Coordinate System: GDA 1994 MGA Zone 55 ± Biosis Pty Ltd Ballarat, Brisbane, Canberra, Hobart, Melbourne, Newcastle, Sydney, Wangaratta & Wollongong Acknowledgements: State Government of Victoria - VicMap - Nearmap Matter: 25058, Date: 02 June 2017, Checked by: TD, Drawn by: SSK, Last edited by: skumar Location:P:\25000s\25058\Mapping\25058_F1_Location.mxd

192 Implications under the EPBC Act The EPBC Act protects Matters of National Environmental Significances (MNES) anywhere in Australia and the whole of the environment on Commonwealth land. The Commonwealth Government provides guidelines for assessing the significance of potential impacts on MNES (Significant Impact Guidelines 1.1) and the environment on Commonwealth land (Significant Impact Guidelines 1.2). These guidelines are referenced below. MNES include (but are not limited to) threatened species, threatened ecological communities, migratory species and wetlands of international importance listed under the Ramsar Convention. No MNES were recorded within the study area during our site assessment. It is possible that some threatened species, such as Grey-headed Flying-fox (vulnerable), and some migratory species, may occasionally fly overhead and/or forage within the study area. However, the study area does not provide important habitat for any of these species and these species are therefore highly unlikely to make significant or regular use of the study area. Development of the study area is unlikely to adversely impact upon the numbers, distribution, lifecycle, breeding, movement or recovery of an EPBC Act listed species. An assessment under the Significant Impact Guidelines 1.1 (Commonwealth of Australia 2013a) suggests that the proposed development is unlikely to result in a significant impact, whether direct (onsite) or indirect (offsite), on any MNES. The "environment" is defined under the EPBC Act to include ecosystems and their constituent parts. Other components of the "environment", such as contaminated soils, heritage values or social, economic and cultural aspects, were beyond the scope of our assessment. The proposed development of the study area will not involve native vegetation clearance, cause a long-term decrease in native animal populations or substantially limit the movement of native animal populations. An assessment under the Significant Impact Guidelines 1.2 (Commonwealth of Australia 2013b) therefore suggests that, within a flora and fauna context, the proposed development of the study area is unlikely to constitute a significant impact on the environment on Commonwealth land. Under Part 13 of the EPBC Act, a permit is required to kill, injure, take, trade, keep or move a threatened species, migratory species or member of a threatened ecological community on Commonwealth Land. Given the low likelihood of MNES occupying the study area or being affected by the proposed development, such a permit is unlikely to be required in this instance. Biosis 2017 Leaders in Ecology and Heritage Consulting 6

193 Summary and recommendations Within a flora and fauna context, referral of the proposed development to the Commonwealth Minister for the Environment is not considered necessary because significant impacts on MNES or the environment are unlikely. The study area does not support any EPBC Act listed threatened species or ecological communities, therefore a Part 13 permit is not required. No further flora and fauna assessments of the study area (e.g. targeted surveys for threatened species) are considered necessary. This report details the flora and fauna values of the study area in relation to the requirements of the EPBC Act. Please note that the proposed development will be required to offset planted trees and shrubs within the study area in accordance with APAM s Removal and Replacement of Trees on Airport Property Procedure. Please contact me by phone ( ) or (cmccutcheon@biosis.com.au) if you would like to discuss our findings further. Yours sincerely Clare McCutcheon Consultant Ecologist References: Commonwealth of Australia 2013a. Matters of National Environmental Significance. Significant impact guidelines 1.1. Environment Protection and Biodiversity Conservation Act Australian Government Department of the Environment, Canberra. Commonwealth of Australia 2013b. Actions on, or impacting upon, Commonwealth land, and actions by Commonwealth agencies. Significant impact guidelines 1.2. Australian Government Department of Sustainability, Environment, Water, Population and Communities, Canberra. Biosis 2017 Leaders in Ecology and Heritage Consulting 7

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